1977 Sarcee Trail South Route Location Study

Though the planning for a Southwest Ring Road had been started in the early-to-mid 1950s, it remained little more than a line on a map for the next few decades. It took the pressures of growth, and the establishment of a new Provincial park, for the City to move the project from long-range thinking to a more detailed phase of planning. By the mid 1970s the planning for the Sarcee Trail extension, as it was then known, had become a priority to the City, even if the need for the road was recognised to still be decades away.

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The study would look at routes that traveled from Glenmore Trail to Highway 22x, though I will focus on the portion that crosses the Elbow River, from Glenmore Trail to Anderson Road. For more on the crossing of the Fish Creek, see here. Continue reading “1977 Sarcee Trail South Route Location Study”

The Railways of the Tsuut’ina reserve

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The concept of a Provincial road crossing Tsuut’ina land is a well established one, with two having been built, another shelved, and the Southwest Calgary Ring Road still under negotiations. However, the idea of a railway through southwest Calgary and the reserve might be a little more surprising. Around 100 years ago no less than three Railways were planned to traverse the reserve, lying as it does between Calgary, the southern Alberta coal and oil fields, and the American northwest beyond.

Though the relationship between the Southwest Calgary Ring Road and these railway projects of another century might not be obvious, their stories of infrastructure development, of planned economic prosperity through the ability to transport goods, and of the reserve’s role in potentially providing a path for these projects illustrate a long history of public and private transportation interests in the Tsuut’ina land. It is also worth noting that the Indian Act, which governs the First Nations reserve system in Canada, was amended in 1911 to allow for the expropriation of reserve land for road and railway projects. The plans shown below would likely not have required the permission of the Tsuut’ina to have been built.

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The above map shows the general location of the three lines that had been planned to cross the Tsuut’ina reserve in the early part of the 20th century: the Calgary and Fernie Railway, the Western Dominion Railway and the Calgary and Southwestern Railway. Continue reading “The Railways of the Tsuut’ina reserve”

Why plan a road through the Tsuut’ina reserve?

Modern plans have for decades shown the Southwest Calgary Ring Road as traveling through the northeast corner of the Tsuut’ina reserve. As these plans for the road had utilised land that cannot be guaranteed to be available, many have wondered why the City allowed communities like Lakeview and Glamorgan to grow right up to the city-limits, leaving no room for a ring road. With no corridor protected for this road, some have openly blamed the City for failing to plan ahead, but is this really the case?

Early Road Planning

Although there were early attempts at planning the major roadways in Calgary, notably Thomas Mawson’s plan of 1914 and the City’s 1930 Major Street & Arterial Highway plan, 1952 marked the first modern road plan for the city of which all subsequent plans are indebted. The 1952 plan (below) was the result of a push in 1948 for a masterplan for Calgary, not just for street layout but for all future growth for the city including land-use and zoning.

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The explosion of car ownership in the post-war era had compounded congestion in the downtown core of Calgary, and the need to design a road network that would accomodate new traffic and allow drivers to avoid downtown was seen as paramount in allowing for the continuing growth of the city. Although the Major Thoroughfare Plan shows improved bypass roadways that avoid the core of the city, the proposed road network was contained within the city-limits of the time, and no regional bypass routes or ring roads feature in the plan. That state of affairs was soon to change, and beginning the following year, the City began the process of planning a ring road system for Calgary. Continue reading “Why plan a road through the Tsuut’ina reserve?”

37th street SW, from Anderson Road to Highway 22x

This is the third post regarding the role of 37th street in the ring road story. Part 1, Glenmore trail to 66th avenue SW, and Part 2, 90th avenue SW to Anderson road can be found here. This third part covers the 37th street corridor between Anderson road and Highway 22x.

The Early Road

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Located at the dividing line between the Tsuu T’ina Nation and the City of Calgary, it is natural that a road would emerge along the 37th street SW corridor. Marking the edge of Township 23, Range 1 West of the 5th Meridian, a road right-of-way had been established with the creation of the township land system for Alberta, though it wasn’t until later that a road was permanently established. Continue reading “37th street SW, from Anderson Road to Highway 22x”

The Trans-Canada Highway and the Ring Road

The origins of the ring road can be traced back to a time when the Trans-Canada highway was first being planned and constructed through Calgary, and the history of these two roads are intertwined. Both the northern and southern potions of the ring road have played a part in the story of the highway in the Calgary area.

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In the mid- to late-1940s the Government of Canada instructed each Province to select a route for the Trans-Canada highway through their territory. By 1949, in conjunction with BC and Saskatchewan, Alberta decided on a general route that would travel through Calgary, as opposed to a more northern route through Edmonton or a more southern route through the Crowsnest Pass. Although the highway would ultimately travel through the city via 16th avenue north and Bowness, other alignments were studied before a final route was decided upon.

1956-TCH-map

Early in the process the City of Calgary had proposed a route for the highway that would have seen the road cross the Bow River at the Shaganappi Trail and head southwest through what is now Edworthy park (road ‘A’ shown in the map above). This river crossing was also part of the city’s ring road plans at the time, but was rejected by the Province for the Trans-Canada alignment, preferring a crossing at Shouldice instead. Continue reading “The Trans-Canada Highway and the Ring Road”

37th street SW, 90th avenue SW to Anderson road

Although 37th street plays an important part in the story of the Southwest Calgary Ring Road, its discontinuous nature has meant that different parts of the road have played different roles throughout the history of the project. It is preciecly this segmentation, due to the presence of the Glenmore Reservoir, that has caused confusion over the role that 37th street plays. You will often hear comments that ’37th street was always meant to be used for the ring road’, and though partially true, in reality that only applies to the portion of the road south of the reservoir (pictured below).

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As covered in a previous article, the section of 37th street north of the reservoir has been a residential road since Lakeview, the community in which it resides, was developed in the 1960s. Despite early use as a provincial road, It has never been approved as part of the Southwest Calgary Ring Road or the Sarcee Trail extension. The portion of 37th street south of the reservoir, however, is a different story. For this article, I will cover only the portion of the 37th street corridor from 90th avenue SW to Anderson road. The portion south of Anderson road, which has its own unique history, is covered here. Unless otherwise noted, when I mention ’37th street’ I am referring to the section of 37th street SW between 90th avenue SW and Anderson Road. Continue reading “37th street SW, 90th avenue SW to Anderson road”

The Southwest Calgary Toll Road

The Tsuu T’ina are holding an election today (November 26 2012) for Chief and Councillors, and naturally the issue of the ring road has been among the forefront of the issues being raised.

Two of the contenders for the position of Chief, current Councillor Ivan Eagletail and former-Chief Roy Whitney, have at one point or another been on record as favouring a toll road payable to the Tsuu T’ina Nation in order for the Southwest Calgary Ring Road to be allowed through the reserve. While Eagletail made his support known recently, Whitney last mentioned support for the toll concept over a decade ago. Though this type of deal may be a departure from the current proposals, it is not a new idea for this road. Continue reading “The Southwest Calgary Toll Road”

The Priddis Trail and the Weaselhead Bridge

A growing population south of Fish Creek are demanding a road through the Tsuu T’ina reserve to be able to get to central Calgary easier. The Government has approached the Nation about routing a road through the reservation and crossing the Elbow River at the Weaselhead. If this sounds familiar, the next part probably will not: The Tsuu T’ina agree to the road, the land is surrendered at no cost, and the road is built. The year is 1900, and a road through the Weaselhead and the reserve is open to the public.

(Photo by Alison Jackson of the Priddis Trail near what is now the Weaselhead parking lot, September 29 1963. Courtesy of the Calgary Public Library, Community Heritage and Family History Digital Library.)

Continue reading “The Priddis Trail and the Weaselhead Bridge”

Tunneling the Weaselhead

If you can’t go around it, and you don’t want to go through or over it, what’s left? Going under it.

The tunneling of the Weaselhead was alluded by the Province of Alberta in 2011. Their  ‘Plan B’ for a southwest Calgary ring road alternative route that did not require land from the Tsuu T’ina identified several non-traditional concepts for road building, including tunneled and elevated highway construction. However, the idea of a tunnel in the Weaselhead area is not new; it was first mentioned publicly almost 40 years ago. But while tunneling may technically be an option, is it realistic?

 

Continue reading “Tunneling the Weaselhead”

The Ring Road System – The Provincial Road (2001 to 2012)

This is the fourth and final part of my overview of the Calgary Ring Road project, covering the period from 2000 to the current day. In many ways this is the period that moved the full ring road project from concept to reality. Despite a small portion having been built in the previous decade, work on a high-capacity, free-flowing provincial highway got underway in earnest after the turn of the millennium; work that is still ongoing today. (Click here for Part 1: 1956-1970, here for Part 2 1974-1976, and here for Part 3 1980-2001) As always, click on any of the maps for a larger view.

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BECOMING A PROVINCIAL HIGHWAY

In 2000, the City of Calgary and the Province of Alberta signed an agreement that transfered the control of both the Deerfoot Trail and Stoney Trail to the Province. Despite the road originating in Provincial plans, and being primarily designed by the Province since the 1970s, the Calgary ring road had to this point been a City road. Continue reading “The Ring Road System – The Provincial Road (2001 to 2012)”