Red de carreteras provinciales de Ontario

Highway network of Ontario, Canada

"King's Highways" vuelve a dirigir aquí. Para otros usos, consulte King's Highway .

Red de Carreteras Provinciales
Marcadores de autopista para King's Highway  17, King's Highway  401, Secondary Highway  600 y Terrtiary Highway 800
Información del sistema
Mantenido por el MTO
Largo	16,900 km [2] [GIS 1] (10,500 mi)
Formado	26 de febrero de 1920 [1] (1920-02-26)
Nombres de carreteras
Tipos	Carretera del Rey n (2-169) Carretera secundaria n (500–673) Carretera terciaria n (800–813)
Vínculos del sistema
Carreteras provinciales de Ontario Actual Anterior Serie 400

La Red de Carreteras Provinciales consta de todas las carreteras de Ontario mantenidas por el Ministerio de Transporte de Ontario (MTO), incluidas las designadas como parte de King's Highway, carreteras secundarias y carreteras terciarias. Los componentes del sistema, que comprenden 16.900 kilómetros (10.500 millas) de carreteras y 2.880 puentes ^{[GIS 1]} , varían en escala desde la autopista 401 , la carretera más transitada de América del Norte, hasta caminos de acceso forestales y mineros sin pavimentar. La carretera más larga tiene casi 2.000 kilómetros (1.200 millas) de largo, mientras que la más corta tiene menos de un kilómetro. Algunas carreteras son carreteras sin firmar, sin señalización que indique su mantenimiento por parte del MTO; estos pueden ser restos de carreteras que todavía están bajo control provincial cuyas designaciones fueron desmanteladas , segmentos de carreteras que quedaron de proyectos de realineación o corredores de carreteras propuestos.

Los predecesores de las carreteras modernas de hoy incluyen los senderos para peatones y los transportes utilizados por los pueblos indígenas en la época anterior al asentamiento europeo. Poco después de la creación de la provincia del Alto Canadá en 1791, el nuevo gobierno de John Graves Simcoe construyó carreteras militares terrestres para complementar el transporte por agua, incluidas las calles Yonge y Dundas . En ese momento, la construcción de carreteras estaba bajo el control de los gobiernos del municipio y del condado . Los caminos de los municipios locales fueron financiados y construidos a través de un sistema de trabajo legal que requería que los propietarios hicieran mejoras en lugar de impuestos. Empresas privadas construidascaminos de pana y más tarde de tablones y peajes cobrados en la segunda mitad del siglo XIX. La creciente popularidad de la bicicleta llevó a la formación de la Ontario Good Roads Association , que abogó por la mejora de las carreteras y la recreación a medida que el automóvil adquiría importancia.

A principios del siglo XX, la provincia se había interesado en la mejora de carreteras y comenzó a financiarla a través de los condados. La creciente adopción del automóvil resultó en la formación del Departamento de Carreteras Públicas de Ontario (DPHO) en 1916. La aprobación de la Ley de Carreteras de Canadá en 1920 dio como resultado el establecimiento de una red provincial de carreteras. El DPHO asignó números de carreteras internas a las carreteras del sistema y, en 1925, los números se señalizaron a lo largo de las carreteras y se marcaron en mapas. En 1930, las carreteras provinciales pasaron a llamarse King's Highways y se crearon los conocidos marcadores de ruta de la corona. El DPHO también pasó a llamarse Departamento de Carreteras (DHO).

La década de 1930 vio varios proyectos importantes de alivio de la depresión construidos con mano de obra, incluida la primera carretera dividida entre ciudades en América del Norte a lo largo de Middle Road , que se convertiría en Queen Elizabeth Way en 1939. En 1937, el DHO se fusionó con el Departamento de Northern Urbanización , ampliando la red de carreteras hasta el Escudo Canadiense . La importante ingeniería de tráfico y la topografía durante los años de la guerra , durante los cuales la construcción casi se paralizó, llevaron a la planificación y construcción inicial de carreteras de acceso controlado . Las carreteras de la serie 400 se construyeron a finales de la década de 1940 y se numeraron en 1952.

La gran mayoría de la infraestructura vial moderna en Ontario se construyó a lo largo de los años cincuenta, sesenta y principios de los setenta. La cancelación de la controvertida Spadina Expressway y la introducción de la Ley de Evaluación Ambiental en la década de 1970 resultaron en una disminución en la construcción de nuevas carreteras en las décadas posteriores. A finales de la década de 1990, casi 5.000 kilómetros (3.100 millas) de carreteras provinciales fueron transferidos o "descargados" de nuevo a niveles inferiores de gobierno. Se han construido pocas carreteras provinciales nuevas en los primeros años del siglo XXI, aunque se han llevado a cabo varios proyectos de infraestructura importantes, como Herb Grey Parkway y la expansión de la autopista 69 .

El primer mapa de carreteras de Ontario se publicó en 1923 (ver también: parte trasera )

Nomenclatura, señalización y normativa

En Ontario, todas las carreteras públicas se consideran legalmente "carreteras" en virtud de la Ley de tráfico de carreteras (HTA), que establece las normas para el tráfico o las " reglas de la carretera ". ^[3]La Ley de Mejoramiento de Carreteras y Transporte Público (PTHIA) establece las regulaciones relativas a las carreteras que están bajo la autoridad de la Provincia de Ontario. La ley distingue y establece la aplicabilidad de la HTA a las carreteras provinciales, que están designadas como parte de la Carretera del Rey (primaria), una carretera secundaria o una carretera terciaria. Las carreteras terciarias también pueden designarse como una carretera de recursos, lo que permite que los vehículos que de otro modo estén prohibidos en las carreteras públicas. Las carreteras industriales son rutas de propiedad privada con las que la MTO ha celebrado un acuerdo para mejorar o permitir el acceso público y no se consideran parte de la red vial provincial. ^[4] La 407 ETRAsimismo, no se considera parte de la red vial provincial. Si bien todavía está sujeto a las reglas establecidas por la HTA, por lo demás se rige de manera independiente bajo la legislación de la Ley de la Carretera 407. ^[5]

Los límites de velocidad en las carreteras provinciales están legislados por secciones de la carretera y varían entre 50 km / h (30 mph) y 110 km / h (70 mph). Las autopistas, incluidas las de la serie 400, generalmente están señalizadas a 100 km / h (60 mph), aunque existen secciones que están señalizadas más bajas. ^{[6] [GIS 2]} Tres segmentos de la autopista son parte de un proyecto piloto en curso para probar los límites de velocidad de 110  km / h en áreas rurales que no están sujetas a congestión. Un cuarto segmento, ubicado en el norte de Ontario , se anunciaría en 2020, pero se ha retrasado desde entonces. ^[7]

Diseño de marcador

Este conjunto de marcadores en una intersección con la autopista 6 presenta coronas de cruce y pioneros que dirigen el tráfico a varias carreteras cercanas de la serie 400

Ontario utiliza dos formas distintas de señalización para marcar King's Highways. Los marcadores de confirmación, o marcadores de tranquilidad , se utilizan a lo largo de la carretera designada para confirmar (cerca de las intersecciones) o tranquilizar (en otros lugares) a los conductores de que están en la ruta correcta. Los marcadores, conocidos con el mismo nombre de escudos , presentan el número de ruta dentro de un contorno en forma de escudo , coronado por una corona de San Eduardo . En otros casos, particularmente cuando se indica la designación de una carretera numerada que se cruza, se utiliza un marcador de corona , que muestra el número de ruta dentro de un contorno de la corona de St Edwards. Para carreteras secundarias, el número de ruta está dentro del contorno de un trapezoide isósceles, mientras que las carreteras terciarias colocan el número dentro del contorno de un rectángulo. Cuando estos marcadores aparecen a lo largo o en una intersección con la carretera indicada, presentan texto negro sobre un fondo blanco reflectante. Hay dos excepciones a esto: el QEW, que presenta texto azul sobre un fondo amarillo reflectante; y autopistas de peaje, que cuentan con texto blanco sobre un fondo azul reflectante. Los letreros anteriores a 1993 tenían las palabras "The King's Highway" debajo de la corona, pero las versiones actuales tienen las palabras eliminadas. ^[8]

Además de los marcadores de carreteras regulares, hay pioneros, que indican una ruta hacia esa carretera. Tienen la misma forma que su marcador de carretera correspondiente. Los pioneros del King's Highway presentan texto blanco sobre un fondo verde reflectante, con la excepción de los pioneros del QEW, que cuentan con texto amarillo sobre un fondo azul reflectante. Para las carreteras secundarias, los pioneros simplemente agregan la palabra "TO" encima del número de ruta. ^[8]

Desde agosto de 2004, se han colocado escudos "Highway of Heroes" con un diagrama de una amapola a lo largo de la autopista  401 entre Toronto y CFB Trenton . Estos fueron erigidos en honor a los soldados canadienses caídos, cuyos cuerpos fueron repatriados desde Afganistán en convoyes fúnebres a lo largo de ese tramo de la carretera. ^[9]

Un marcador de tranquilidad QEW azul sobre amarillo

Un escudo de ruta de peaje de King's Highway con pestaña de peaje

Un escudo pionero

Pionero de Queen Elizabeth Way

Escudo de Highway of Heroes

Un escudo 407 Express Toll Route (407 ETR)

407 ETR pionero

Clasificación

Ontario tiene varias clases distintas de carreteras: ^{[GIS 3]}

La carretera del rey

Marcadores de tranquilidad para la concurrencia QEW y Highway 403

The King's Highway is the primary highway network of Ontario, and constitutes the majority of the principal inter-urban roadways in the province. As a whole, it is referred to in the singular form as opposed to as a group of its parts (i.e. "the King's Highway", not "the King's Highways").^[4][6]Individual highways are known as "part of the King's Highway" or "the King's Highway known as n".^[6][10]However, in common parlance they are simply referred to as "Highway n".^[11]Ontario highways ranks fourth in North America for fatality rates, with 0.61 fatalities per 10,000 licensed drivers in 2017.^[12]

The 400-series highways and the QEW form the backbone of the King's Highway, with other routes numbered from 2 to 148.^[2] The Ministry of Transportation never designated a Highway 1.^[13]Some highway numbers are suffixed with a letter A ("alternate route"),^[14]B ("business route"),^[15]or N ("new route").^[16]In the past, there have also been routes with C and S ("scenic route") suffixes.^[17][18]The entire King's Highway network is fully paved.^[14]The term "the King's Highway" was first adopted in place of "provincial highway" in 1930, and signs similar to the current design replaced the previous triangular signs at that time.^[19][20]Some legislative acts refer to roads that are under the jurisdiction of the province as "provincial highways".^[21]

400-series

Main article: 400-series highways

The 400-series highways are a network of controlled-access highways throughout the southern portion of Ontario, forming a special subset of the provincial highway network. They are analogous to the Interstate Highway System in the United States or the Autoroute system of neighbouring Quebec, and are regulated by the MTO.^[22]The 400-series designations were introduced in 1952, although Ontario had been constructing divided highways for two decades prior.^[23]Initially, only Highways 400, 401 and 402 were numbered; other designations followed in the subsequent decades.^[24]

While older freeways have some lapses in safety features, contemporary 400-series highways have design speeds of 130 km/h (81 mph), speed limits of 100 km/h (62 mph), various collision avoidance and traffic management systems, and several design standards adopted throughout North America.^[25]Of note are the Ontario Tall Wall median barrier and the Parclo A-4 interchange design, the latter which became standard in the design for the widening of Highway 401 through Toronto in 1962. The Institute of Traffic Engineers subsequently recommended this design to replace the cloverleaf interchange throughout North America.^[26][27]

Secondary

A typical secondary highway with route marker

Secondary highways exist solely within the districts of Northern Ontario that lack a county road system, to which they are analogous. The sole exception to this is Highway 537 in Greater Sudbury. They generally serve to connect remote communities to the King's Highway, or to interconnect the King's Highway. A few secondary highways remain gravel-surfaced, although most have been paved.^[14]The speed limit on nearly all of these routes is 80 km/h (50 mph), although Highway 655 is posted at 90 km/h (55 mph).^[6]

The Secondary Highway system was introduced in 1956 to service regions in Northern and Central Ontario, though it once included a route as far south as Lake Ontario. Many routes that would become secondary highways were already maintained by the province as development roads prior to being designated.^[28][29]Since 1998, none have existed south of the districts of Parry Sound and Nipissing.^[30]Secondary highways are numbered in the 500s and 600s, with existing highways numbered between 502 and 673.^[2][28]

Tertiary

Tertiary roads are remote routes entirely within Northern Ontario that provide access to resources (e.g. mining and forestry). Tertiary roads are numbered in the 800s, with the five existing highways numbered between 802 and 811. Most of these roads are gravel-surfaced and of low-standard. The speed limit on these routes is 80 km/h (50 mph), although design standards generally prevent such.^[14][6]Unlike other roads in the Provincial Highway Network, the MTO is not responsible for winter maintenance nor liable for damage incurred as a result of using these routes.^[4]The MTO introduced the Tertiary Road system in 1962. With the exception of Highway 802, none end in settlements.

Trans-Canada

A Trans-Canada Highway marker mounted under a Highway 400 shield

The Trans-Canada Highway (TCH) forms several major routes across Canada. The provincial governments are entirely responsible for signage and maintenance of the routes, except through National Parks. It is signed with a distinctive white maple leaf on a reflective green background used throughout Canada, which is placed below or beside the provincial marker in Ontario. While other provinces generally place a highway number within the maple leaf of the TCH marker, Ontario either leaves it blank, or inserts a name instead; these include the Central Ontario Route, Georgian Bay Route, Lake Superior Route, Northern Ontario Route and Ottawa Valley Route.

Several portions of the King's Highway are designated as part of the Trans-Canada Highway within Ontario, including:

•  Highway 7
•  Highway 11
•  Highway 12
•  Highway 17
•  Highway 17A (Kenora Bypass)
•  Highway 66
•  Highway 69
•  Highway 71
•  Highway 400
•  Highway 417

Others

In addition to these classes of highways, the MTO maintains other roads, such as resource roads or industrial roads, that are of strategic importance to the provincial government. These roads are designated with 7000-series numbers for internal inventory purposes, though they are not publicly marked as such. They are often, but not always, former highway segments which were decommissioned as a King's Highway, but remain important as connecting routes to communities or other highways in areas without municipal governance.^[14]

There were formerly several designated Ontario Tourist Routes that were located throughout the entire province.^[31]However, beginning in February 1997, Tourism-Oriented Directional Signs (TODS) began to appear on highways.^[32]Tourist Routes no longer appeared on maps after 1998.^[30]

History

This image of Kingston Road circa 1830 shows the typical pioneer road in dry conditions

Before 1791: Native footpaths

Prior to the arrival of Europeans in the 17th century, transportation across what became Ontario was generally via the thousands of lakes and rivers. Short trails existed between bodies of water, known as a portage or carrying place, as well as along the shorelines of the larger lakes.^[33]In 1615, French explorer Samuel de Champlain was the first European to pass through the lands between the Great Lakes, accompanied by Huron and Iroquois guides. His emissary Étienne Brûlé as well as Franciscan Récollets such as Joseph Le Caron and Joseph de La Roche Daillon were the first to explore various lands of the area, all with the assistance of the local First Nations.^[34][35][36]For the next 150 years, France and Britain wrestled for control of the colony of Canada while simultaneously exploiting the land for the fur trade of North America.^[33]This culminated in the global Seven Years' War that ended with the signing of the Treaty of Paris in 1763, which ceded Canada to the British.^[37]

The colony of Canada was renamed the Province of Quebec until 1791, when it was divided into Upper Canada (modern Southern Ontario) and Lower Canada (modern Southern Quebec) by the Constitutional Act.^[38]This was done to provide a British-style governance to the United Empire Loyalists fleeing north following the American Revolution.^[39]In addition to the native portages and lake shore trails, routes developed alongside significant rivers such as the St. Lawrence, Ottawa, Humber and Grand Rivers. These meandering trails followed the lay of the land, as opposed to the straight tangents of the surveyed roads yet to come. Some roads in Ontario still closely follow these early Native and European trails,^[40][41]including the Kente Portage Trail (Old Portage Road) in Carrying Place, the oldest continuously-used road in the province.^[42]

1792–1866: Settlement of Upper Canada

The Spit of Land which forms its Entrance is capable of being fortified with a few heavy Guns as to prevent any Vessel from entering the Harbour or from remaining within it. ... I have good Information that a Road is very easy to be made to communicate with those Waters which fall into Lake Huron. ... In regard to Lake Huron, tho' it is not so immediate an object of Attention, yet I consider it ultimately of the most extensive and serious Magnitude.

John Graves Simcoe^[43]

John Graves Simcoe, the first Lieutenant Governor of Upper Canada, landed at Niagara on July 26, 1792, after overwintering in Quebec City,^[44]from England and set forth to colonize the province in the image of Britain.^[45]The ambitious abolitionist statesman, whom served the British during the American Revolutionary War, was appointed to lead the new colony on September 12, 1791.^[46]Although Niagara-on-the-Lake (then known as Newark) served as the capital for a year, Simcoe moved it to what is now Toronto after July 30, 1793, at the behest of French merchant Philippe de Rocheblave,^[47] following the arrival of news in May of France's declaration of war against Britain.^[45]

Having reformed the Queen's Rangers, whom he fought alongside during the American War, Simcoe set out to establish military roads to connect his new capital with the Upper Great Lakes and other strategic points.^[48]The first road he ordered built was Dundas Street, from the head of Lake Ontario near present day Dundas to the forks of the Thames River in present day London. His Rangers began work on this route on September 10, 1793.^[49]Between September 25 and October 14, Simcoe travelled with native guides to Penetanguishene and back. Following the advice of an Ojibwa named Old Sail, the return voyage followed the east branch of the Holland River and thence south to Toronto (known as York from 1793 to 1834); this would become the route of Yonge Street.^[50]

Lieutenant-Governor Simcoe and surveyor general Augustus Jones supervise the Queen's Rangers as they clear the path of Yonge Street in 1794

Simcoe's Rangers would commence "run[ning] the line of the new road" with Surveyor General Augustus Jones in February 1794.^[51]By mid-May, the Rangers had cleared and marked 14 lots from Eglinton Avenue to just north of Sheppard Avenue before being redirected to defend Fort Miami. William Berczy — and the nearly 200 Pennsylvania Dutch settlers whom accompanied him from the US into Upper Canada in July 1794 — would complete the opening of the route to Bond Lake by the end of 1794. The remainder to Holland Landing was opened by the Queen's Rangers, under the supervision of Augustus Jones, between December 28, 1795, and February 16, 1796.^[52]

The majority of settlers up to this point were United Empire Loyalists — settlers of the Thirteen Colonies loyal to Britain who fled north to the new colony. These pioneers endured starting anew in untamed wilderness, with little provisions beyond what they could carry.^[53]Many were strategically placed along Yonge Street and Dundas Street, and given the duty of clearing half the width of a road along the front of their property lot; the lot frontages were a 1⁄4 mile (400 m) and the full road width was a chain (66 feet or 20 metres).^[54]However, many lots were given to absent clergymen and English nobles, resulting in these "roads" being poorly-maintained quagmires of mud.^[55]

• Hiring of Asa Danforth to build a road to Kingston in 1896.^[56]
• War of 1812
• Talbot Settlement and Canada Company
• Mackenzie Rebellion (1837)
• Statute labour and township road system

They were also given the option of volunteering 12 days of statute labour in lieu of paying taxes.

During the early 1800s, the government of Upper Canada appropriated settlers to various lots which had been surveyed along the lake shores of Lake Erie and Lake Ontario. The townships established along these fronts contained generally fertile land composed of glacial till and clay-rich loam. As these townships filled up, business opportunities presented themselves for investors to purchase native lands and open them to settlement. The Canada Company was the most successful of these ventures and brought settlers to vast areas of land in Western Ontario by building routes such as Huron Road and Toronto–Sydenham Road during the 1830s and 1840s.^[57]

1867–1893: Colonization roads and the railway

• Colonization roads

As the second township frontage along Lake Ontario also filled, the government came under pressure to open up the unforgiving terrain of the Canadian Shield to settlement and sought to establish a network of east–west and north–south roads between the Ottawa Valley and Georgian Bay. This area was known as the Ottawa–Huron Tract.^[58]

In 1847, an exploration survey was carried out by Robert Bell to lay out the lines that would become the Opeongo, Hastings, and Addington Roads. The Public Lands Act, passed in 1853, permitted the granting of land to settlers who were at least 18. Those settlers who cleared at least 12 acres (49,000 m²) within four years, built a house within a year, and resided on the grant for at least five years would receive the title to that land. The government subsequently built over 1,600 kilometres (1,000 mi) of roads over the following 20 years to provide access to these grants.^[59]

• the railway

• Statute labour gradually abolished, starting with Malden Township in March 1890.^[60]

1894–1915: The "Good Roads" movement

• Dr. Doolittle
• Campbell
• Provincial Instructor in Road Making was appointed in 1896 in the Department of Agriculture, became Commissioner of Public Highways in 1900, became the Deputy Minister in the Department of Public Works in 1905
• First legislation (inc. speed limits) and licence plates issued in 1903
• Major focus on roads following production of Model T in 1908
• Toronto–Hamilton Highway (Lakeshore Road) begun 1914

1916–1933: The first paved highways

• Department of Public Highways of Ontario (DPHO) established on January 17, 1916
• Lakeshore Road 1917
• Kingston Road and Prescott Highway 1918
• Until 1918, the majority of the primary roads through southern Ontario formed part of the County Road System. The Department of Public Works paid up to 60% of the construction and maintenance costs for these roads, while the counties were responsible for the remaining 40%. In 1919, the federal government passed the Canada Highways Act, which provided $20,000,000 to provinces under the condition that they establish an official highway network; up to 40% of construction costs would be subsidized. The first network plan was approved on February 26, 1920.^[61]
• Provincial Highway Network established February 1920
• Numbered in 1925
• Ferguson Highway 1928
• Provincial Highways become The King's Highway in 1930, DPHO becomes DHO in 1931
• Construction of four-lane Middle Road, and other depression-relief projects, begins in 1931
• 1934 election brings Mitch Hepburn to power, with visionary Thomas Baker McQuesten as Highways Minister

1934–1948: Dual highways and the Queen Elizabeth Way

• Inspired by Autobahns, Middle Road redesigned into divided four-lane highway beginning in 1934
• Canada's first interchange at Hurontario
• Several other dual highways constructed beginning in 1936/37, including many section of Highway 2.
• Widening of Kingston Road to a dual highway, which began with the junction with Danforth Avenue, began in 1936 and progressed towards the Highland Creek valley. Beyond that point, the dual highway was built on a new alignment to Oshawa, the first part of what would become Highway 401.
• QEW dedicated in 1939, "completed" in 1940
• War slowed construction due to labour and material shortages, but advances in machinery more than made up for the lost time.
• Toronto–Barrie Highway started in 1946

1950–1971: The freeway age and the Trans-Canada Highway

When Ontario signed the Trans-Canada Highway Agreement on April 25, 1950, it had already chosen a Central Ontario routing;^[62]Highway 17 through the Ottawa Valley was announced as a provincially-funded secondary route of the Trans-Canada the following day.^[63]

The construction boom following the war resulted in many new freeway construction projects in the province. The Toronto–Barrie Highway, Trans-Provincial Highway,^[24]a short expansion of Highway 7 approaching the Blue Water Bridge in Sarnia (Highway 402),^[64]and an expansion of Highway 27 (eventually designated as Highway 427 by the mid-1970s) into part of the Toronto Bypass were all underway or completed by the early 1950s.^[24] Seeking a way to distinguish the controlled-access freeways from the existing two-lane King's Highways, the Department of Highways created the 400-series designations in 1952. By the end of the year, Highway 400, 401, and 402 were numbered, although they were only short stubs of their current lengths.^[65]Highway 401 was assembled across the province in a patchwork fashion,^[24]becoming fully navigable between Windsor and the Quebec border on November 10, 1964;^[66]Highway 400 was extended north to Coldwater on Christmas Eve 1959;^[67]Highway 402 was extended to London between 1972 and 1982.^[68][69]

In addition to this network backbone, plans for additional 400-series highways were initiated by the late 1950s, comprising the Chedoke Expressway (Highway 403) through Hamilton;^[70]the Don Valley Parkway Extension (Highway 404) northward from the soon-to-be constructed Toronto expressway;^[71]Highway 405 to connect with the American border near St. Catharines;^[72]Highway 406 south from St. Catharines to Welland;^[73]Highway 407 encircling the Greater Toronto Area (GTA), though not built for another 40 years;^[74]Highway 409 to connect Highway 401 with Toronto International Airport;^[75]and The Queensway (Highway 417) through Ottawa.^[76]The first sections of these freeways were opened in 1963,^[77]1977,^[78]1963,^[77] 1965,^[79]1997,^[80]1974,^[81]and 1960,^[82]respectively.

1972–1996: Growth of public transit

1997–1998: Highway Transfers

As part of a series of budget cuts initiated by premier Mike Harris under his Common Sense Revolution platform in 1995, numerous highways deemed to no longer be of significance to the provincial network were decommissioned and responsibility for the routes transferred to lower levels of government, a process referred to as downloading. Several thousand kilometres of provincially maintained highways were transferred to the various municipalities in which they are located. These transfers were performed under the reasoning that they served a mostly local function, as a cost-saving measure and as part of a broader exchange of responsibilities between the province and its municipalities.

On April 1, 1997, 1,767.6 kilometres (1,098.3 mi) of highways were removed from the King's Highway system.^[83]This was followed by the removal of 3,211.1 kilometres (1,995.3 mi) on January 1, 1998,^[84]for a total of 4,978.7 kilometres (3,093.6 mi).

^[85][86]

See also

• List of provincial highways in Ontario

References

Footnotes

1. Shragge & Bagnato 1984, pp. 74–75.
2. Ministry of Transportation of Ontario (2016). "Annual Average Daily Traffic (AADT) counts". Retrieved March 13, 2021.
3. "Highway Traffic Act; R.S.O. 1990, Chapter H.8, s. 1". e-Laws. Government of Ontario. Retrieved March 8, 2021.
4. "Public Transportation and Highway Improvement Act; R.S.O. 1990, Chapter P.50, parts I–VI". e-Laws. Government of Ontario. Retrieved March 8, 2021.
5. "Highway 407 Act; S.O. 1998, Chapter 28, s. 12". e-Laws. Government of Ontario. Retrieved March 8, 2021.
6. "Speed Limits; R.R.O. 1990, Reg. 619, s. 1; O. Reg. 319/19, s. 1". e-Laws. Government of Ontario. Retrieved March 8, 2021.
7. "Ontario's Increased Speed Limit Pilot Finds Wide Public Support". Government of Ontario. March 11, 2020. Retrieved March 8, 2021.
8. Ministry of Transportation of Ontario (May 2010). Ontario Traffic Manual, Book 8, Volume 1 - Guide and Information Signs (PDF). 1. Government of Ontario. Retrieved March 8, 2021.
9. "Stretch of 401 to be renamed 'Highway of Heroes'". CTV Toronto. August 24, 2007. Archived from the original on January 6, 2011. Retrieved February 3, 2010.
10. "Restricted Use of the King's Highway; R.R.O. 1990, Reg. 609, s. 1". e-Laws. Government of Ontario. Retrieved March 8, 2021.
11. "Traveller Road Information Portal". Ontario 511. Retrieved March 8, 2021.
12. Road Safety Policy Office - Vehicles (2017). "Overview" (PDF). Ontario Road Safety Annual Report (Report). Government of Ontario. p. 21. ISSN 1710-2480. Retrieved March 7, 2021.
13. "Provincial Highways Now Being Numbered". The Canadian Engineer. Monetary Times Print. 49 (8): 246. August 25, 1925. Numbering of the various provincial highways in Ontario has been commenced by the Department of Public Highways. Resident engineers are now receiving metal numbers to be placed on poles along the provincial highways. These numbers will also be placed on poles throughout cities, towns and villages, and motorists should then have no trouble in finding their way in and out of urban municipalities. Road designations from "2" to "17" have already been alloted...
14. IBI Group (November 2016). Draft Technical Backgrounder: Highways and Roads (PDF) (Report). Ministry of Transportation of Ontario. p. 8. Retrieved March 9, 2021.
15. "Alternate Highway 17 Starts West End Fight". The Ottawa Citizen. 123 (903). September 22, 1965. p. 3. Retrieved March 9, 2021 – via Newspapers.com.
16. MMM Group (April 9, 2014). Highway 7 New Kitchener to Guelph, 18 km, G.W.P. 408-88-00 – Initial Design Report (2014) (PDF) (Report). Ministry of Transportation of Ontario. Retrieved March 9, 2021.
17. Lewis, Malcolm R. (September 1964). A Geographical Study of Bertie Township (Thesis). McMaster University. Retrieved March 9, 2021.
18. "A Forest of Highway Signs". The Ottawa Journal. September 21, 1948. p. 4. Retrieved January 19, 2021 – via Newspapers.com.
19. Don W. Thompson (1969). Men and Meridians: The History of Surveying and Mapping in Canada – 1917 to 1947. 3. Canadian Government Publishing Centre. p. 141. ISBN 0-660-00359-7.
20. Canadian Press (March 20, 1930). "Convicted Drivers may be Compelled to Take Insurance". The Gazette. 159 (68). Montreal. p. 21. Retrieved March 7, 2021 – via Newspapers.com.
21. "Municipal Act, 2001; SO 2001, c. 25". e-Laws. Government of Ontario. Retrieved March 8, 2021.
22. Rzeznikiewiz, Damian; Tamim, Hala; Macpherson, Alison K. (December 28, 2012). "Risk of Death in Crashes on Ontario's Highways". BMC Public Health. 12: 1125. doi:10.1186/1471-2458-12-1125. PMC 3543722. PMID 23273001.
23. "Hopes to Improve Roads". The Gazette. Montreal. February 18, 1936. p. 14. Retrieved February 9, 2010.
24. Shragge, John G. (2007). "Highway 401: The Story". Archived from the original on March 28, 2008. Retrieved February 12, 2010.
25. Revie, Nancy (September 19, 2005). "An Expressway in Name Only". The Guelph Mercury. p. A9.
26. Proceedings ... Annual Meeting (Report). Institute of Traffic Engineers. 1962. pp. 100–103.
27. "Partial Cloverleaf Interchange (Parclo)". The Canadian Design Resource. Retrieved June 4, 2015.
28. "Ontario Secondary Roads Now Designated 500, 600". 112 (33, 119). The Globe and Mail. February 4, 1956. p. 4. Two new Ontario road numbers appear on the province's 1956 official road map which will be ready for distribution next week. The new numbers are the 500 and 600 series and designate hundreds of miles of secondary roads which are wholly maintained by the Highways Department. More than 100 secondary roads will have their own numbers and signs this year. All of these secondary roads were taken into the province's main highways system because they form important connecting links with the King's Highways
29. Ontario Road Map (Map). Cartography by C.P. Robins. Ontario Department of Highways. 1957. §§ R38–39.
30. Ontario Road Map (Map). Cartography by Geomatics Office. Ministry of Transportation. 1999. Retrieved March 9, 2021 – via Archives of Ontario.
31. Ontario Road Map (Map). Cartography by Surveys and Mapping Section. Ministry of Transportation. 1998. Retrieved February 15, 2021.
32. Antler, Jim (1997). "New Tourism Sign System Unveiled". The Outfitter. No. March/April. Nature and Outdoor Tourism Ontario. pp. 15–18. Retrieved March 13, 2021.
33. Bradford 2015, Roads and Transportation in Upper Canada Before 1800.
34. Mansfield, J. B. (1899). History of the Great Lakes. I. Chapter 6: French Discovery and Occupation: J. H. Beers & Co. Retrieved March 14, 2021.
35. Deziel, Paul (November 10, 1934). "Historic Shores of River St. Clair". The Border Cities Star. p. 1, Section Three. Retrieved February 27, 2021 – via Newspapers.com.
36. O’Gorman, John J. (March 1916). "Ontario's Pioneer Priest". No. 102. Catholic World. pp. 751–756. Retrieved March 14, 2021.
37. "His Most Christian Majesty cedes and guaranties to his said Britannick Majesty, in full right, Canada, with all its dependencies, as well as the island of Cape Breton, and all the other islands and coasts in the gulph and river of St. Lawrence, and in general, every thing that depends on the said countries, lands, islands, and coasts..." Treaty of Paris (1763)  – via Wikisource.
38. "Constitutional Act (1791)". University of Ottawa – Compendium of Language Management in Canada (CLMC). Retrieved March 15, 2021.
39. "Historical Documents". Constitution 150. Retrieved March 15, 2021.
40. Henderson, Bob; Bermingham, Patrick. "The Dundas Portage: Exploring the Logic of Trails" (PDF). Ontario Professional Surveyor. No. Summer 2008. pp. 10–14. Retrieved March 15, 2021 – via Krcmar Surveyors.
41. Ministry of Transportation. "History of Ministry of Transportation". www.mto.gov.on.ca. Government of Ontario. Retrieved March 15, 2021.
42. Harvey, Garrett (May 1, 2019). "The Oldest Road in Ontario". Bay of Quinte Region. Retrieved March 28, 2021.
43. Berchem 1977, p. 11.
44. Mutrie, Ronald Robert (1992). "Lieutenant Governor Simcoe's Strategy". The Long Point Settlers. Log Cabin Books. ISBN 978-0969281245. Retrieved March 28, 2021.
45. Berchem 1977, p. 10.
46. Toby Barrett (September 28, 2017). "Simcoe Day Act, 2017, Bill 159" (PDF). Parliamentary Debates (Hansard). Ontario: Legislative Assembly of Ontario. pp. 5359–5366. Retrieved March 28, 2021.
47. Berchem 1977, pp. 14–16.
48. Berchem 1977, p. 15.
49. Legislative Assembly of Ontario 1896, p. 31.
50. Berchem 1977, pp. 16–20.
51. Berchem 1977, pp. 20–21.
52. Berchem 1977, pp. 21–24, 29, 35.
53. Berchem 1977, pp. 38–39.
54. Berchem 1977, p. 29.
55. Burghardt, Andrew F. (1969). "The Origin and Development of the Road Network of the Niagara Peninsula, Ontario, 1770–1851". Annals of the Association of American Geographers. 59 (3): 417–440. doi:10.1111/j.1467-8306.1969.tb00683.x. ISSN 0004-5608.
56. https://schoolweb.tdsb.on.ca/Portals/tusc/docs/sss_resource.pdf
57. Shragge & Bagnato 1984, pp. 31, 40.
58. Shragge & Bagnato 1984, p. 17.
59. Shragge & Bagnato 1984, pp. 17–19.
60. Legislative Assembly of Ontario (1897). Report of the Provincial Instructor in Road-Making. Ontario Department of Agriculture. p. 15. Retrieved March 28, 2021. The township of Malden, Essex county, is the only township municipality which has yet completely abolished the statute labor system. The change was made in March 1890.
61. Shragge & Bagnato 1984, pp. 73–75.
62. Baldwin, Warren (April 25, 1950). "Six Sign Road Pact After Ontario Given Concession". The Globe and Mail. p. 1. ProQuest 1291203460. Retrieved April 12, 2021.
63. "Highway No. 17 Secondary Link Of Trans-Canada". The Globe and Mail. April 26, 1950. p. 7. ProQuest 1291386930. Retrieved April 12, 2021.
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65. Walter, Karena (February 21, 2014). "Search Engine: Highway Mysteries Solved". The Niagara Falls Review. Archived from the original on December 22, 2015. Retrieved December 17, 2015.
66. Ministry of Transportation and Communications (1972), pp. 8–9 harvp error: no target: CITEREFMinistry_of_Transportation_and_Communications1972 (help).
67. "Open 400 Link to Coldwater". The Toronto Star. December 24, 1959. p. 18. The new, 22-mile extension from south of Crown Hill to Coldwater will be ready for traffic this afternoon.
68. Highway Construction Program: King's and Secondary Highways. Ministry of Transportation and Communications. 1972–1973. p. xi.
69. Annual Report (Construction ed.). Ministry of Transportation and Communications. 1982–1983. p. 76.
70. Annual Report for the Fiscal Year (Report). Ontario Department of Highways. March 31, 1958. Retrieved July 25, 2010.
71. Don Valley Parkway Extension, Highway 401 to Steeles Avenue (Report). Desjardines. 1957.
72. "Above the Regular Budget". The Ottawa Citizen. July 31, 1958. p. 7. Retrieved October 20, 2010.
73. Annual Report. Department of Highways. March 31, 1961. Retrieved July 29, 2011.
74. Sewell, John (2009). The Shape of the Suburbs: Understanding Toronto's Sprawl. University of Toronto Press. p. 72. ISBN 978-0-8020-9884-9. Retrieved July 1, 2010.
75. Hicks, Kathleen A. (2006). "Road Controversy - 1968". Malton: Farms to Flying (PDF). Friends of the Mississauga Library System. pp. 208–209. ISBN 0-9697873-9-1. Retrieved April 4, 2010.
76. Robertson, Peter. "The Queensway Began with a Royal Blast: Flashback to 1957". Carlington Community Association. Archived from the original on April 26, 2012. Retrieved December 17, 2015.
77. Ontario Department of Highways (1970), p. 11. sfnp error: no target: CITEREFOntario_Department_of_Highways1970 (help)
78. Construction Program: King's and Secondary Highways (Report). Ministry of Transportation and Communications. 1976–77. p. XV.
79. Ontario Department of Highways (1970), p. 12. sfnp error: no target: CITEREFOntario_Department_of_Highways1970 (help)
80. Settlement of Claim of Richard Prendiville (PDF) (Report). Ontario Superior Court of Justice. December 12, 2001. p. 7. Archived from the original (PDF) on July 27, 2014. Retrieved December 17, 2015.
81. Construction Program: King's and Secondary Highways (Report). Ministry of Transportation and Communications. 1976–77. p. XIV.
82. Clark, Glenn (April 14, 2012). A Historical Timeline for the Township of Gloucester. The Gloucester Historical Society. Retrieved July 1, 2012.
83. Highway Transfers List (Report). Ministry of Transportation of Ontario. April 1, 1997.
84. Highway Transfers List - "Who Does What" (Report). Ministry of Transportation of Ontario. June 20, 2001.
85. Ibbitson, John (February 1, 1997). "Rough Roads Ahead Under Tories". The Ottawa Citizen. p. E10. Retrieved March 13, 2021.
86. Boswell, Randy (July 21, 1997). "On A (Back) Road to Ruin?". City. The Ottawa Citizen. p. B3. Retrieved March 13, 2021.

Bibliography

• Berchem, F.R. (1977). The Yonge Street Story: 1793–1860. McGraw-Hill Ryerson. ISBN 0-07-082567-X.
• Bradford, Robert (2015). Keeping Ontario Moving: The History of Roads and Road Building in Ontario. Dundurn Press. ISBN 978-1-4597-2412-9.
• Legislative Assembly of Ontario (1896). Appendix to the Report of the Ontario Bureau of Industries. Retrieved March 28, 2021.
• Shragge, John; Bagnato, Sharon (1984). From Footpaths to Freeways. Historical Committee, Ministry of Transportation and Communications. ISBN 978-0-7743-9388-1.
• Stamp, Robert M. (1987). QEW – Canada's First Superhighway. The Boston Mills Press. ISBN 0-919783-84-8.

GIS datasets

1. Ministry of Transportation of Ontario Geomatics Office; Land Information Ontario (December 10, 2020). "Ontario Road Network - Ontario Provincial Highways". ArcGIS.com. Retrieved March 8, 2021.
2. Ministry of Transportation of Ontario Geomatics Office; Land Information Ontario (May 7, 2020). "Speed Limits in Ontario". ArcGIS.com. Retrieved March 8, 2021.
3. Ministry of Transportation of Ontario Geomatics Office; Land Information Ontario (November 13, 2019). "Ontario Road Network - MTO Jurisdiction by Highway Shield Type". ArcGIS.com. Retrieved March 14, 2021.

External links

Wikimedia Commons has media related to Highways in Ontario.

• Ministry of Transportation of Ontario (MTO)
• MTO 100th Anniversary - History
• Official Ontario road map
• Ontario 511 Traveller Information - Highway conditions
• Ontario's Highway Programs
• Road maps of Ontario, 1923–2010