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.
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?”
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).
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”
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”
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”
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.
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)”
While the City of Calgary, and later the Province of Alberta, had addressed the concept of a ring road network around Calgary before, it wasn’t until the 1970s that the idea was formalised into a singular road plan. (Much more on the early history of the road in part one of this four part series)
1974 CALGARY PARKWAY RING (Province of Alberta)
1974 saw the completion of the first comprehensive report on the Calgary Ring Road, known at this time as the Calgary Parkway Ring, which was produced by the firm of Deleuw Cather Consulting Engineers and Planners, on behalf of the Provincial government. This report not only laid out the route and general design of the road, but it also explored the need for the road itself, and the concept of the road as part of a larger system, integrated with other amenities such as public transportation and parks. Continue reading “The Ring Road System – Integrated Planning (1974-1976)”
While the Weaselhead cannot possibly be summarised in a single blog post, some of the key points in it’s history can be traced.
What we know as the Weaselhead was originally part of the First Nations reserve which was granted to the Tsuut’ina (then Sarcee) in 1883, though of course it existed long before that as part of the Tsuut’ina traditional lands. Before its sale to the City, and for a time after, the area had been used by the Canadian Military for training and maneuvers. It was also the location of a public road called the Priddis Trail. The road was built in 1900 and originated at what would later become 37th street SW and 66th avenue SW. (A survey from 1934 including the Weaselhead road is shown below, and I cover the story of the Priddis Trail here). Continue reading “The Weaselhead and the City”