Jane’s Walk 2016 – Sunday May 8

Jane's Walk graphic photo 2016 small

THE HISTORY OF THE SW RING ROAD AND THE WEASELHEAD WALK

Why was the SW ring road planned through a First Nations reserve? How did the Weaselhead come to be owned by the City of Calgary? Why are Unexploded Ordnance being found in the Elbow river valley?

Join me again on this year’s Jane’s Walk through a beautiful and historic part of Calgary, and learn about the soon-to-be-built SW ring road, 60+ years in the making.

Weaselhead Janes Walk wide

The turn-out for last year’s walk was fantastic, and I will be leading it again this year. The walk will be a look at the history of the SW Ring Road, and will give anyone who is interested the chance to explore the past, present, and future of the Weaselhead; one of the most historically rich areas of Calgary.

Travel along the first Provincial highway that was built through the Tsuut’ina Nation reserve over 115 years ago (with origins dating back even before the signing of Treaty 7) and through land that was purchased in the 1930s for the Glenmore Reservoir. See where the Canadian Military operated the largest WWI training camp in Western Canada, and explore the legacy of disputed land ownership and unexploded ordnance that years of military use has left behind. Experience one of the quietest corners of the city adjacent to where the SW Ring Road is planned to be built, see where previous plans would have located the road over the valley, and look at the role that future economic development played getting the road approved. Continue reading

The Rise and Fall of the Priddis Trail – Part 2: A Road In Use

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This is the second in a four-part series looking at the history of the Priddis Trail. The first part, which examined the establishment of the road can be found here. I acknowledge that the resources that inform this work are largely that of non-First Nations sources, and while this is intended to be a factual look at the history of the road, it must be noted that the perspective is largely non-indigenous. I hope that further research and working with Tsuut’ina sources will reveal other equally valid perspectives on this story in the future.

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From Governor-Generals, Tsuut’ina Chiefs and Colonels, to Ranchers, Homesteaders and Boy Scouts, the Priddis Trail was important to a great many people for a great number of reasons. The establishment of the Tsuut’ina reserve and an early influx of Homesteaders in the late 1800s, followed not long after by the Military and a growing oil industry, meant that reliable access to a growing district was vital to the region.

map-pt-only(Map of the route between Calgary and Millarville through the Tsuut’ina Reserve in 1899. Source: ‘Plan Shewing survey of Old Trail and New Road from N.E. Cor. Sarcee Indian Reserve to Millarville P.O.’ A. P. Patrick. 1899. Plan 1119i, Alberta Land Titles, Southern Alberta Land Registration District )

BEFORE THE HIGHWAY, A TRAIL

When first formed, the route that would become the Priddis Trail was a modest dirt track used by members of the Tsuut’ina Nation and by Homesteaders living in the Priddis and Millarville districts of Alberta. Suitable for horse-and-wagon travel, the trail provided a much needed connection between these southern areas and Fort Calgary, including the burgeoning town that had begun to grow around it. In its earliest days, the land that the trail passed through had not yet been designated as the Tsuut’ina reserve1, and when the reserve was established in 1883, the use of the trail continued unabated by Tsuut’ina members and non-Indigenous settlers alike.

pa-3516-7(‘Group of visitors in wagon on the way to Sarcee (Tsuu T’ina) reserve, Alberta.’ Glenbow Archives PA-3516-7. ca. 1899)

The earliest record of the Priddis Trail comes not from the path itself, but of the trail’s crossing of the Elbow river, known as the ‘Weasel Head Crossing’. In December of 1890 a newspaper article noted the Weasel Head Crossing as the site of the butchering of stolen cattle,2 making this the first mention, albeit indirectly, of both the trail and of the ‘Weaselhead’ name that this part of the Elbow river valley would later become known by.

By 1894 the first map of the route was made by the Department of the Interior3, and soon the trail was showing up regularly in newspaper accounts and official documents. In response to questions about the trail in 1899, the acting Agent of the Sarcee Agency stated: “(Chief Bull Head) informed me the trail marked in the plan was in use by the Indians before the treaty was made with them.”4, an indication of the long use of this important connection.

PriddisTrail_1897(A map from 1897 [with added highlights] showing the route of the Priddis Trail. Source: “Preliminary map of a portion of the District of Alberta showing Canadian irrigation surveys during 1894″. University of Alberta Libraries, Peel Map 747.)

For users of the road, whether Nation members or Homesteaders, the trail enabled sustainability and economic activity by providing access to the marketplaces of Calgary. In 1893, for instance, a “comfortable dwelling house, with a good stable and corral” was built at the Weasel Head Crossing so that Tsuut’ina members had a place to stay when harvesting timber destined for sale in the City5. Former Tsuut’ina Nation Chief Sandford Big Plume also noted the use of the old trail in the Nation’s economic and cultural activities: “In the late 1800s… Once a year, Foxtail would cut small evergreens, load them on a wagon led by horses, and drive them down the Priddis Trail to Fort Calgary. There, they were sold as Christmas trees. With the proceeds of those trees, Foxtail would help fund a meal for our people, so we could also celebrate Christmas.”6

In a similar way, Homesteaders relied on the trail to bring produce and stock to market, and to access the services that the City offered.

pa-1004-18(Postcard showing a wagon on the Priddis Trail. ‘Weaselhead district, Calgary, Alberta.’ Glenbow Archive PA-1004-18. ca. 1908.)

Besides being functional, the trail was also noted to offer access to some of the more beautiful country in the area, and the use of the trail for pleasure would increase in popularity over the years. In the summer of 1895 the Governor-General of Canada Lord Aberdeen was touring the country, and by the summer of that year he had arrived in Calgary. On a morning in August, Lord and Lady Aberdeen were driven in the vice-regal carriage to a meeting with members of the Tsuut’ina Nation via the trail; the journey having been noted in the Calgary Daily Herald as “one of the prettiest drives in the N.W.T.”7. Forty years later, noted homesteader A.M. Stewart mirrored that sentiment in stating “…this road constitutes about the prettiest drive out of Calgary.”8 and the route was included in maps of automobile pleasure tours for the Calgary region.9

The still-nameless trail was increasingly well-used, and this usage would soon outstrip the ability of the trail to comfortably accommodate the traffic. By the end of the 1890s, muddy conditions on the primitive trail, ruts caused by wagon wheels and a lack of a bridge over the Elbow river would cause problems for travelers looking for unimpeded access. The un-maintained dirt track was proving to no longer be suitable for the use it was expected to accommodate, and Homesteaders living in the area soon lobbied to correct the situation. Continue reading

The Origins of the Southwest Ring Road

This article was originally published on April 15 2015. It was updated on March 5 2016 to reflect newly found information about the City’s earliest plans for bypass routes in 1952 and 1953.

The City of Calgary and the Province of Alberta variously point to planning and studies from 1959 or the 1970s as the origin of the Southwest Ring Road.1 While these studies mark important milestones in the history of this road, particularly around planning for the current iteration, the truth is that the concept is a much older one than that.

1953_township

(Township plan of Bowness, Mongomery, and what would eventually become west Calgary, 1953)

Early efforts had been undertaken to plan for roads encircling Calgary’s downtown area, notably the town plan by Thomas Mawson in 1914, though these were not acted upon at the time. It wasn’t until a post-world war two explosion in population growth and vehicle ownership in Calgary had occurred that the issue of bypass roads would again be brought to the fore.

The 11-year period between 1952 and 1963 constitute the practical origin of Calgary’s bypass road system, and would see incredible effort and progress on this issue: from outright rejection, to intensive planning, and finally to construction of Calgary’s first southwest bypass route.

The Earliest Southwest Ring Road Plans

In order to address the rapid growth experienced in the post-war years, the City of Calgary began the process of creating a General Plan for the city in the late 1940s. By 1951, an interim report on the General Plan was produced, which included descriptions of primary roads planned for Calgary. A major route following 50th avenue SW across the Elbow river along the City’s southern edge and 14th street SW heading north across the Bow river2 was noted, and was intended to connect the Macleod and Banff trails and act as a bypass around the City’s core.

This interim report was followed by a preliminary major roads plan that was presented to City Council in the winter of 1952. The plan contained many of the same routes as the earlier General Plan interim report, though the southwest bypass was now envisioned along 24th street SW/Crowchild Trail, rather that 14th street SW, as the north-south portion of the route.3

1952-road-highlight

(A depiction of Calgary’s Major Roads Plan as presented to City Council. Source: Traffic Problem Solution Seen. Nigel Dunn. Calgary Herald. December 19, 1952. Highlight added.)

Although these initial planning efforts focused on routes contained within the City’s limits, plans were simultaneously being prepared on a wider scale; the City’s major road plan was not intended as a final document, but was intended to be continually updated and expanded as conditions demanded.

The City’s planning department had earlier drafted a different map in 1952 that for the first time described the series of planned bypass roads as a ‘Ring Road System’, and indicates, though does not fully depict, a southwest bypass located on 37th street SW.4 This was an internal working document that was not intended for the public, and shows how the City had begun to look outside of it’s city limits at more regional roads.

In late 1953 a further revision was completed, which for the first time fully detailed a Southwest Ring Road route around the west edge of the Glenmore reservoir.Comprising of 90th avenue SW on the south and 53rd Avenue/Sarcee Trail on the west, this version of the Southwest Ring Road shares little in common with the modern route, though the use of the Sarcee Trail right-of-way and a crossing through the Weaselhead would remain part of the Southwest Ring Road plans for decades to follow.

1953-highlight

(Source: Untitled Map. December 1953. City of Calgary Corporate Records, Archives. Board of Commissioners S. IV box 189 F. 39.)

By the early 1950s the City had a defined, though extremely fluid, ring road plan. Work on the plan by the City of Calgary would continue for a number of years yet, though putting the scheme into action could not be done by the City alone; implementation would require a partner in the form of the Provincial government.

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Highway 8 and the Ring Road

This month, the Government of Alberta revised the plans for the Southwest Calgary Ring Road Project by extending the western portion of the road into the Highway 8 corridor. This section of the ring road, what is currently Highway 8 from Sarcee trail to just west of the Calgary city limits and highlighted below in blue, had until recently been a part of the West Calgary Ring Road Project. This change shifts approximately 5km of roadway to the Southwest ring road, adds one additional interchange (69th street SW) and a new crossing over the Elbow River to the project, while removing the same from the West leg of the road.1

July_2015_update_new(The previous Southwest ring road route in green, with the addition of a portion of Highway 8 in blue, making up the most recent Southwest ring road alignment.2)

This section of Highway 8, between Sarcee trail and 101st street, has played an important role in the history of the ring road, not only recently, but for many years before.

South Morley Trail, Springbank Trail, Richmond Road and Highway 8

The modern Highway 8 partially follows the route of one of the oldest roads on Calgary’s west side. Richmond road, first known as South Morley Trail, was a key trail west of the city in the 19th century, and originally connected Calgary to the Stoney Nakoda First Nation Reserve via Springbank.3

1894_Richmond_Road(The Richmond road corridor highlighted in pink, 1894.3)
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Jane’s Walk – The SW Ring Road and the Weaselhead

Join me on a ‘Jane’s Walk‘ through a beautiful and historic part of Calgary, and learn about the soon-to-be-built SW ring road, 60+ years in the making.

Weaselhead Janes Walk wide

Why was the SW ring road planned through a First Nations reserve? How did the Weaselhead come to be owned by the City of Calgary? Why are Unexploded Ordnance being found in the Elbow river valley?

I will be leading a walk that will look at the history of the SW Ring Road, and give anyone who is interested the chance to explore the past, present, and future of the Weaselhead; one of the most historically rich areas of Calgary.

Travel along the first Provincial highway that was built through the Tsuut’ina Nation reserve over 100 years ago (with origins dating back even before the signing of Treaty 7) and through land that was purchased in the 1930s for the Glenmore Reservoir. See where the Canadian Military operated the largest WWI training camp in Western Canada, and explore the legacy of disputed land ownership and unexploded ordnance that years of military use has left behind. Experience one of the quietest corners of the city to see where the SW Ring Road is planned to be built, see where previous plans would have located the road, and look at the role that future economic development played getting the road approved.

Details

Date: May 3, 2015
Time: 1:00 pm
Duration: about 2 hours
Meeting Place: Weaselhead Parking Lot (West side of the corner of 37th street SW and 66th avenue SW in Lakeview)

Jane’s Walk in Calgary

Click here to visit the Jane’s Walk description for this walk
and
Cllick here to see all of the Jane’s Walks that will be happening this year (more will be added over the coming weeks)

Jane's-Walk-graphic-photo

UPDATE

I wanted to thank everyone who came to my ‘History of the SW Ring Road and the Weaselhead’ Jane’s Walk. More than 75 people came out to journey through a beautiful corner of Calgary, and were hopefully informed and entertained along the way.

I will be doing the walk again next year, so please look out for it next May!

IMG_2262 IMG_2249 IMG_2243 IMG_2237 IMG_2225

Utility relocation open house

Today, February 24 2015, the Government of Alberta is hosting its latest ring road public information session. The focus will be on the relocation of utilities in preparation of the Southwest Calgary Ring Road project.

In addition to Alberta Transportation and the City of Calgary (who will be presenting the City’s proposed ring road connections and the 37th street SW storm trunk relocation) there will be representatives from AltaLink, ENMAX, ATCO and the Alberta Utilities Commission who will be available to answer questions.

Tuesday, February 24 2015
4 – 8 p.m.
Glamorgan Community Association, 4207 41 ave SW
View Google Map

Storm Trunk Relocation: The first steps to the SW Ring Road

In June of 2015, the City of Calgary will begin to construct some of the first tangible work on the Southwest Calgary Ring Road Project. This work will not be on the road itself, but will be related to utilities that will run under part of the project.

The City and Province of Alberta has agreed to construct a new storm sewer line to replace the existing South Richmond Storm Trunk that currently crosses a portion of the Tsuut’ina Nation reserve known as ‘the 940‘. The new line will be located entirely within the City of Calgary city limits along 37th street SW in Lakeview when completed, while the old line will be abandoned. This abandonment and replacement is not due to the functionality or suitability of the existing infrastructure, rather it is necessary due to reasons that are political and jurisdictional in nature; reasons that go back more than 60 years.

stormtrunk_b

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