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.

futureringroad

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)”

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Ric McIver

On April 23 2012, Ric McIver was elected as MLA to represent the Provincial riding of Calgary-Hays, and on May 8, he was appointed by Premiere Alison Redford to the position of Transportation Minister. As Transportation Minister, he will be in charge of the direction and decision-making involved in the southwest portion of the Calgary ring road. His well-known stance of supporting a road through the Weaselhead along 37th street SW has caused concern for some Calgary residents who are intent on preserving that natural area. However, this stance is not quite as straight-forward as it might seem.

Despite being a rookie MLA, Ric McIver has a great deal of experience with the ring road issue, having served as Calgary’s Ward 12 Alderman for 9 years. In that time, he was active in the City’s role in establishing a road in the southwest part of the city.

Continue reading “Ric McIver”

Lakeview and the Ring Road

The picture below shows the Lakeview area in 1951, comprising forest and farmland.

Much has been said about the impacts on the reservoir and the Weaselhead with respect to a ring road crossing, but in this article, I want to focus on the impacts to the community of Lakeview. In recent years, Lakeview seems to have become the focus on southwest ring road issues in the city. Given its location directly adjacent to the Tsuu T’ina reserve, it’s unsurprising, but this wasn’t always the case. When Lakeview was built, the community was not adjacent to the Tsuu T’ina reserve, and was in fact more than 1.5 kilometres from the city limits. it remained that way until the early 1990s.

City Limits

When Lakeview was planned and constructed (throughout the 1960s), the area to the west of 37th street SW was owned by the Canadian Military and used as a training facility, known progressively as Sarcee Camp, Sarcee Barracks and Harvey Barracks. This 940 acre parcel of land was originally part of the Tsuu T’ina reserve, but along with the Weaselhead, it was surrendered by the Nation in 1913 (Much more on this in here).

That land was used almost continuously for military operations from 1910 until the barracks closed in 1996. In 1952 the Military purchased the land outright, and it was formally annexed by the City of Calgary in 1956, making it legally a part of Calgary. It wasn’t until the return of the land to the Nation in 1992, and the de-annexation by the city in 1993, that 37th street SW in Lakeview once again became the City limits; the boundary between the City of Calgary and the Tsuu T’ina Nation.

What all of this means is that while 37th street SW in Lakeview is currently the city boundary, and it is now the ‘last available place’ to build a North-South connector road within city limits, that was not the case when Lakeview was planned and built. Continue reading “Lakeview and the Ring Road”

37th Street SW, Glenmore Trail to 66th Avenue SW

This is the first of three articles on the role of 37th street in the ring road story. Part two, from 90th avenue SW to Anderson road can be found here, and part three here.

Since it was first paved, 37th street SW in Lakeview north of the reservoir between Glenmore Trail and 66th Avenue SW has been a quiet residential road with a single lane in each direction (and a third for parking on the east side). Its purpose has been to feed into Lakeview, the Married Officer’s housing on the Harvey Barracks, North Glenmore Park and the Weaselhead. Prior to this the road existed as a gravel road, and was a small but important link in a road that served both the Tsuu T’ina reserve and the area of Priddis beyond.

Currently along 37th street SW in Lakeview there are 105 homes (single family and duplex) that occupy the east side of the street, and approximately 45 feet of grass on the west side. At the north end of Lakeview, there are also 2 apartment buildings (comprising 66 units) that directly adjoins the road. While access to the Tsuu T’ina reserve (and previously the Military base) at 37th street has long been in use, in recent years that connection has seen increasing use by the public. The Tsuu T’ina opened a casino near the intersection of 37th street SW and Glenmore Trail in 2007 which is reliant on this connection. While the casino has increased the demand on the road, and the casino expansion will surely increase the demand further, casino traffic is largely contained to the area closest to Glenmore Trail. Continue reading “37th Street SW, Glenmore Trail to 66th Avenue SW”

The 2009 Agreement

(For information about the 2013 ring road agreement including maps, click here)

In my last post, I talked about the road design that was part of the 2009 proposal, which was eventually defeated in a referendum of Tsuu T’ina members. While this design formed a large part of the 2009 agreement, the details of that agreement are equally as important when it comes to understanding the history of the road. By all public accounts, the reasons why many members of the Tsuu T’ina voted against the 2009 deal were contained in the details of this agreement.

Soon after the deal was rejected by a vote of about 60.5% against, Tsuu T’ina Chief Sanford Big Plume made comments that the Tsuu T’ina were interested continuing negotiations. While stating categorically that they were not asking for more money, more land or a different route, he did identify a few details of the agreement as being part of the reason the vote failed. Rather than rejecting the entire agreement, he implied that the Nation had voted against certain clauses that were unacceptable. While the Nation were on record as wanting to continue the negotiation process (the deal was only ever put to a vote that one time), after the rejection the deal was declared dead by the Province.

Before we look at the details later identified as needing revision, lets look at what the agreement actually contained: Continue reading “The 2009 Agreement”

2009 Southwest Calgary Ring Road Design: Opening Day Stage

(For information about the 2013 ring road agreement including maps, click here)

In my previous article (found here) I wrote about the design of the Southwest Calgary Ring Road, and included the road diagrams. Those diagrams showed the ‘Ultimate Stage’ of the road, which showed the road as it would be once fully built out, something that would happen only once Calgary’s population reached the 2.1 million mark. However, they do not represent what would initially be built in the short term if this road becomes reality. This article covers the ‘Stage 1’ or ‘Opening Day’ design for the road that would be built if (or when) a deal is reached.

THE FUNCTIONAL PLANNING STUDY

Focus Engineering designed the road from about 2005 to about 2008, and did so with on behalf of the Province, with input from the City of Calgary, the Tsuu T’ina and stakeholder groups. The final road design is contained in the final Functional Planning Study (FPS) document.

‘OPENING DAY’ ROAD DIAGRAMS

The following diagrams are of the ‘Opening Day’ stage of the Southwest Calgary Ring Road, taken from the Functional Planning Study. The number in the circles on the road indicate lane count. Please click on the images to see a much larger version. (Note the direction of North, as the orientation changes from diagram to diagram).

101st Street SW and Highway 8 to 69th Street SW. Continue reading “2009 Southwest Calgary Ring Road Design: Opening Day Stage”

2009 Southwest Calgary Ring Road Design: Ultimate Stage

(For information about the 2013 ring road agreement including maps, click here)

The 2009 Southwest Calgary Ring Road plan was the culmination of not just 5 years of study and negotiation, but of decades of transportation plans. While the negotiations were rejected by the Tsuu T’ina in June of 2009, that agreement will form the basis of the current negotiations. Both parties have stated that while the terms of the agreement need work, the road and alignment would not change in the renewed negotiations. But what exactly did the plan entail?

The 2009 Plan was initiated in 2004, with the signing of an ‘Agreement in Principle’ by Premiere Ralph Klein and Chief Sanford Big Plume, followed in 2005 by the signing of a ‘Final Framework for Infrastructure’. This Framework agreement set the stage for the Province to begin the work of determining a route, planning the road and negotiating for the land required.

While the design plans for most of the Stoney Trail (the Calgary Ring Road) calls for a road of 2-4 lanes in each direction (4-8 lanes total) the Southwest portion was designed to accomodate 16 lanes. The Tsuu T’ina agreed that if they were to sell land for a road, it would be done only once. Since the Province have long term plans for a second ‘Outer’ Ring Road around Calgary, and with no further opportunity to purchase more land from the Tsuu T’ina, the Southwest portion was to be designed to accomodate not only the 8 lanes from the current Stoney Trail Ring Road, but an additional 8 lanes for a future, ‘Outer’ Ring Road (shown below). The ‘Opening Day’ scenario details a road of 4-6 lanes, while the ‘Ultimate’ stage, not expected to be built for 50+ years, details a road of up to 16 lanes.

Outer Ring Road small

Continue reading “2009 Southwest Calgary Ring Road Design: Ultimate Stage”