FAQs

Early estimates place the total project cost at approximately $50 million, which includes a healthy contingency of about $14 million to account for design refinement, inflation, and unforeseen construction conditions.

This contingency also reflects the complex topography, environmental sensitivity, and archaeological potential of the project area. Portions of the corridor cross varied terrain, wetlands, and areas that may hold archaeological significance. As design advances, further assessments will ensure the project meets environmental and cultural protection standards, which can influence overall cost and construction timing.

The District has submitted grant applications seeking up to $29 million in external funding to help offset costs. If successful, these grants could significantly reduce the amount funded through borrowing and, in turn, the impact on local taxpayers.

If the project were funded entirely through borrowing, the estimated cost would be about $300 per average residential property per year, or roughly $25 per month, over a 30-year period.

This figure includes:

• Vehicle infrastructure to construct the Throup Road Connector and a roundabout behind SEAPARC
• Multimodal infrastructure, such as sidewalks, bike lanes, and multiuse paths from Phillips Road at Highway 14 to the new  roundabout behind SEAPARC and along Throup Road to the Church–Throup roundabout
• Underground utilities and stormwater upgrades to improve drainage and resilience
• Environmental and archaeological assessments and mitigation measures to protect sensitive areas and cultural heritage
• Community amenities, where feasible and appropriate

No. Council has not made a final construction decision. At the May 25, 2026 meeting, Council reviewed updated project information and asked for more details about grant funding, project costs and design options, before making further decisions.

The next report is anticipated June 2026.

That has not been decided. For a project of this scale, if the District needs to borrow funds, elector approval would be required. Council has indicated that its preferred approach for long-term borrowing would be a referendum so residents can decide directly.

Council has not yet decided whether a borrowing referendum will be part of the October 2026 General Local Election.

Council is discussing the possibility of a plebiscite, which is a non-binding community vote. A plebiscite would help Council better understand public opinion, but it would not authorize borrowing.

If long-term borrowing is needed, elector approval would still be required before borrowing could proceed.

The District has applied for multiple grants seeking up to $29 million to help offset borrowing needs. Grant results are not yet known.

Once grant outcomes are known and final project costs are confirmed, the District will determine how much borrowing is required. That borrowing amount would then be taken to a public referendum for community approval before any borrowing proceeds.

A borrowing referendum is a public vote required under the Community Charter when a municipality seeks to borrow funds for certain capital projects. Residents vote “YES” or “NO” on whether the District should borrow the required funds.

A plebiscite is a public vote used to gather community opinion on a question or issue. Unlike a borrowing referendum, a plebiscite is non-binding and does not authorize the District to borrow funds. It helps Council better understand public views before making a decision. If long-term borrowing is needed, elector approval would still be required before borrowing could proceed.

The District’s Transportation Master Plan identifies the Throup Road Connector and Phillips Road Corridor as key priorities to reduce congestion and improve mobility for all users — whether driving, walking, cycling, or using other wheels.

The project also responds to long-standing public feedback supporting safer, more connected multimodal transportation options, and aims to redirect local traffic off Highway 14 to help alleviate congestion in the town core.

The project is being designed to accommodate anticipated community growth for the next 50 years, to more effectively ensure that transportation infrastructure responds to long-term development in Sooke and evolving travel needs of the community. 

Multimodal infrastructure, such as sidewalks, bike lanes, and multiuse paths, gives people more choices for getting around and supports healthy, active living. It helps create a more connected and accessible community, where residents of all ages and abilities can move safely and comfortably.

By incorporating complete streets principles, the project ensures that roads are designed for everyone, not just drivers, improving accessibility, and overall quality of life throughout the community.

In addition, many provincial and federal grant programs prioritize active transportation features as a key funding criterion, allowing the District to leverage grants and reduce the amount that would need to be funded through a borrowing referendum.

The District recognizes that all large infrastructure projects have some level of environmental impact. While this project includes design features and monitoring to reduce and manage those impacts, they cannot be eliminated entirely.

Environmental measures built into the design include:

• Wildlife considerations such as maintaining limited habitat connections and incorporating design features that support safe movement where feasible. (While the project cannot fully restore or replicate natural corridors, it aims to balance transportation needs with local ecosystem protection.)
• Stormwater management upgrades to reduce flooding, control runoff, and protect local waterways.
• Vegetation and habitat protection measures to minimize tree removal and disturbance to sensitive areas.

Archaeological and cultural considerations include:

• Pre-construction assessments to identify areas of significance.
• Protocols and on-site monitoring to protect archaeological sites if they are encountered during construction.

In addition, environmental monitoring will occur during construction to ensure that regulatory requirements are met and impacts are managed responsibly.

If a borrowing referendum is not approved, the project will be deferred until another funding or delivery option is identified.

In 2005, Sooke residents voted on a proposal to construct a Town Centre Corridor - a new connector road and related Highway 14 upgrades intended to improve traffic flow and safety in the community. Like today’s Throup Road Connector and Phillips Road Corridor Project, that earlier initiative aimed to enhance east–west connections and create a safer, more efficient local road network.

The referendum question asked:

“Should the Council of the District of Sooke adopt Loan Authorization Bylaw No. 270, 2005, which authorizes the borrowing of two million six hundred thousand dollars ($2,600,000) over a twenty-year period to finance the construction of the Town Centre Corridor Plan highway upgrades and parallel connector?”

The referendum did not pass, and the project did not proceed.

At that time, the proposed route included:

• A two-lane connector road extending from Gatewood Road (behind existing homes between Pyrite and Otter Point Roads) to Church Road near Throup Road.
• Closure of the Grant Road connection at Otter Point.
• Highway 14 upgrades between Atherley Close and Charters Road, including sidewalks, turn lanes, curbs, gutters, a median, new streetlights, and a traffic signal at Sooke and Charters.

Because borrowing authority was not approved, the District returned approximately $2 million in secured provincial funding.

A similar funding approach is being taken for the current Throup Road Connector and Phillips Road Corridor Project, where the District intends to pursue external grant funding to reduce local borrowing requirements before bringing a borrowing referendum forward in 2026.

However, several key factors make it difficult to compare the two projects directly:

• Route and Land Availability: The 2005 alignment passed behind existing homes along Grant Road and connected to Church Road. Much of that land has since been developed or subdivided, making it unsuitable for a new connector. The current project instead follows Throup Road and Phillips Road, connecting from Wadams Way to Church Road and onward to Phillips Road at Highway 14.
• Community Growth: Sooke’s population, traffic patterns, and development have changed substantially since 2005, requiring a new design that meets modern standards and future needs.
• Cost and Funding: Construction, land, and material costs have increased significantly since 2005, resulting in higher overall project estimates but also more opportunities to secure grant funding from provincial and federal programs.
• Planning Framework: Today’s project is guided by the Transportation Master Plan (2020) and a Complete Streets approach, emphasizing safety, accessibility, and multimodal design for walking, cycling, and driving.

Please refer to this MAP AND PARALLEL CONNECTOR PROJECT TIMELINE which gives more context and project history.

In essence, while both projects shared the goal of improving community connectivity, the current Throup Road Connector and Phillips Road Corridor Project reflects updated community priorities, modern planning standards, and accounts for long-term future growth to support a more robust transportation network.

This Let’s Talk Sooke page will be updated as new information becomes available.

You can also sign up for the District’s monthly newsletters to receive updates about this project and other District news. at sooke.ca/subscribe.

To received meeting agendas and notification, or watch meetings live - or view recordings at your convenience, visit sooke.ca/meetings.