Ontario Highway 17
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King's Highway 17, more commonly known as Highway 17, is a
The highway once extended even farther to the
Ontario Highway 17 is a very important part of the national highway system in Canada, as it is the sole highway linking the eastern and western regions of the country. Although other small roads connect the province of Ontario with the province of Manitoba, it is the only major highway that links the two, making it a crucial section of Canada's primary commercial and leisure route.
History
Beginnings
With the establishment of the provincial highway network on February 26, 1920, the Department of Public Highways, predecessor to today's Ministry of Transportation of Ontario, sought to establish a network of reliable roads through the southern part of the province. Through July and August 1920, a highway east of Ottawa to Pointe-Fortune at the Quebec boundary, known as the Montreal Road, was assumed by the department. This original routing of Highway 17 followed what is now Montreal Road, St Joseph Boulevard, and the Old Montreal Road eastward out of Ottawa; Laurier Street through Rockland; Regional Road 55 and 26 between Clarence and Plantagenet; Blue Corner Road and Bay Road (Regional Road 4) to L'Original; John Street, Pharand Street, Eliza Street, and Main Street to Hawkesbury; Front Road along the shore of the Ottawa River from Hawkesbury to Chute-a-Blondeau and Des Outaouais Road just west of and Pointe-Fortune, and Regional Road 17 elsewhere.[2][3][4][5] A portion of this original highway was lost when the completion of the
West of Ottawa, a route was assumed to Arnprior on October 6, following today's Carling Avenue, March Road and Donald B. Munro Drive between Ottawa and Kinburn, and Kinburn Side Road and Madawaska Boulevard between Kinburn and Arnprior. On June 15, 1921, the highway was extended to Pembroke via Renfrew, Cobden, and Beachburg. The entire route between Pembroke and Pointe-Fortune became known as Highway 17 in the summer of 1925.[6]
Although the jurisdiction of the soon-to-become Department of Highways did not extend beyond Pembroke, a rough trail continued to North Bay, and a trunk road constructed by the Department of Northern Development beyond there to Sault Ste. Marie by 1923, roughly following the route of Highway 17 today.[4] The Pembroke and Mattawan Road Colonization Road was constructed between 1853 and 1874 to encourage settlement in the Upper Ottawa Valley.[7][8] Between Mattawa and North Bay, many aboriginals and early settlers made use of the Mattawa River, the headwaters of which lie just north of Lake Nipissing. From there they would travel down the French River into Georgian Bay and onwards to Lake Superior. Highway 17 between Mattawa and Sault Ste. Marie roughly traces this early voyageur route.
Northern development and the Lakehead
Following World War I, discussions of a cross-continental road through Canada became vocal and construction of such a route was underway in several places. However, funding for this work was soon halted as the government distributed funding to projects that were believed to be more important than the luxury of the new road. The most significant accomplishment of this work was the Nipigon Highway between Thunder Bay and Nipigon, opened in 1924.[9]
With the signing of the
By June 1931, planning for the route of the highway was complete,[13] and work underway on the new link between Thunder Bay and Winnipeg that would roughly parallel the Canadian Pacific Railway. The first section to open was between the Manitoba town of Whitemouth and Kenora. On July 1, 1932, (Dominion Day), an inter-provincial ceremony was held in Kenora to dedicate the new route.[11][14] The next link would connect the road through the Kenora with the rough road connecting
From the east, construction proceeded at a similar pace, although through much more barren expanses of forests and lakes. By the end of 1932, construction had proceeded from Thunder Bay through Upsala to English River. A 75 mi (121 km) gap was all that remained, between Dyment and English River.[11] On June 4, 1934, crews cleared the last section of forest separating Thunder Bay from Winnipeg.[15] However, it would require another year of rock blasting and construction to make the route navigable by vehicles. On July 1, 1935, a multi-day motorcade celebration was held to officially open the new highway. A convoy of vehicles travelled from Thunder Bay to Winnipeg along the route, resting overnight in Kenora before completing the two-day journey.[16][17]
By the end of 1935, numerous factors combined which resulted in the termination of the highway camps. The federal government of R. B. Bennett used Section 98 of the Criminal Code in 1931 to arrest several leaders of the Communist Party of Canada. However, the lack of evidence and protests would eventually lead to the early release of the men, much to the embarrassment of the government.[18] The men, with public support behind them, headed north to highway camps, where mounting tensions due to low wages, poor conditions, lacklustre food, isolation, and military-like discipline resulted in organized labour strikes. Funding was pulled from the Trans-Canada Highway in 1936.
On April 1, 1937, the DND was absorbed into the Department of Highways, and the road west of Pembroke became an extension of Highway 17.[19] At this point, the highway from Sault Ste. Marie to the Quebec boundary was 1,045.8 km (649.8 mi) long. Portions were paved at this point: east of Sault Ste. Marie, west of Blind River, through Sudbury, east of Sturgeon Falls, through Mattawa, and from Chalk River to Quebec; the remainder was a gravel road. The highway between the Manitoba boundary and Nipigon was 659.8 km (410.0 mi), mostly gravel-surfaced. The only significant exceptions were in the Kenora and Thunder Bay areas.[20]
Before the outbreak of World War II in 1939, a new bridge spanning the Nipigon River was completed alongside a 91.6 km (56.9 mi) highway eastward to Schreiber. Both were opened together ceremoniously on September 24, 1937.[21] When the war began, construction on Highway 17 halted,[9] with effort instead focused on the simpler northern route via Geraldton and Hearst.[22]
The Gap
Following the war, construction on the missing segment of Highway 17 between Schreiber and Sault Ste. Marie proceeded slowly; the completion of Highway 11 between Nipigon and Hearst already provided a road between the east and west. However, in 1949 the federal government signed the Trans-Canada Highway Act, which provided up to a 90% subsidy to provinces to complete their portion of the highway to the required standards. Two portions of Ontario's route were eligible for this subsidy: Highway 69 between Parry Sound and Sudbury, and Highway 17 along the north shore of Lake Superior.[23]
Amongst some of the most difficult terrain encountered in Canada, engineers blasted 2,087,234 cubic metres (2,730,000 cubic yards) of rock, removed 5,982,641 cubic metres (7,825,000 cubic yards) of earth, and cleared 6.97 square kilometres (1,720 acres) of forest in order to bridge the 266 kilometres (165 mi) of wilderness known as "the Gap".[23] The Gap was completed and opened to traffic on September 17, 1960, uniting the two segments and completing the route of Highway 17 from the Manitoba border to the Quebec border.
The Queensway
During the 1950s, the Greber Plan called for the creation of numerous parkways and divided highways through the growing city of Ottawa. One of these, known as The Queensway, was a grade-separated freeway that would bypass the urban alignment of Highway 17. The Greber Plan was produced by Jacques Gréber under the direction of Prime Minister William Lyon Mackenzie King in the late 1940s. Although Gréber had been corresponding with King as early as 1936, World War II halted any plans from reaching fruition at that time. Following the war, Gréber was again contacted and his expertise requested. He arrived on October 2, 1945, and began working almost immediately.[24] The Greber Plan, as it came to be known, was released in 1950 and presented to the House of Commons on May 22, 1951.[25] The plan called for the complete reorganization of Ottawa's road and rail network, and included amongst the numerous
With the rail lines removed, construction of the new expressway got underway in 1957 when Queen Elizabeth visited Ottawa to open the first session of the 23rd Parliament. On October 15, the Queen detonated dynamite charges from the Hurdman Bridge, which now overlooks the highway as it crosses the Rideau River, and formally dedicated the new project as the Queensway. At the ceremony, premier Leslie Frost indicated that the entire project would cost C$31 million and emphasized the importance of the link to the Trans-Canada Highway.[28][29]
The Queensway was constructed in four phases, each opening independently: phase one, from Alta Vista Drive (now Riverside Drive) east to Highway 17 (Montreal Road); phase two, from Highway 7 and Highway 15 (Richmond Road) to Carling Avenue; phase three, from Carling Avenue to O'Connor Street; and, phase four, from O'Connor Street to Alta Vista Drive, crossing the Rideau Canal and Rideau River.[30] Phase one opened to traffic on November 25, 1960, extending up to the Rideau River.[31] On the western side of Ottawa, phase two opened a year later in October 1961. The central section presented the greatest challenge, as an embankment was built to create
Bypasses and upgrades
Although it was completed from Manitoba to Quebec in 1960, many upgrades to the original routing of Highway 17 had and would take place over the years. In addition to bypasses around almost every urban centre it encountered, many original sections have been downloaded to regional and local jurisdiction or decommissioned entirely to lie abandoned in the forest. Of special note are reroutings in the Ottawa Valley – where the highway follows very little of the original routing – and around Thunder Bay, where it has undergone several reroutings and upgrades since the 1920s. In the following section, upgrades are listed from west to east due to complex chronologies.
- Thunder Bay
The original routing of Highway 17 travelled into Port Arthur along the Dawson Road, now Highway 102.
- Nipigon
Highway 17 originally entered Red Rock along what is now
- Sault Ste. Marie
Although the route into and out of Sault Ste. Marie has remained generally the same, Highway 17 has been rerouted through the city numerous times. In addition, to the east of the city, the route has been redirected onto a four lane at-grade expressway around Echo Bay. As recently as 2022, local government has reached out to the provincial government to revisit possibilities of creating a bypass around Sault Ste. Marie—however this plan has long been stalled by the MTO and provincial government, largely due to the high cost of construction and uncertain demand; there has also been no environmental impact assessment to date.[38][39][40]
- Espanola
- Sudbury
The route of Highway 17 in Sudbury currently follows the
- North Bay
- Upper Ottawa Valley
Construction of the Renfrew Bypass began in June 1974,[41] and continued for three years, opening in 1977.[42][43]
- Ottawa
- Lower Ottawa Valley
- Elsewhere
The last gravel stretches of Highway 17, between Kenora and Dryden and north of Batchawana Bay, were paved in 1964.[44][45]
Downloads
On April 1, 1997, the
Conversion to Highway 417 northwest of Ottawa
Expansion of the two lane Highway 17 west of the interchange with Highway 7 got underway in 1991; this section was renumbered as Highway 417 as construction progressed westward. The construction saw a second two lane roadway built parallel to the existing route to create a divided freeway, a process known as twinning.[49]
When the twinning of Highway 17 reached March Road, new contracts were tendered to continue the process northward. Bot Construction was awarded the contract for the section north to Panmure Road on December 9, 1998.[50] On February 16, 2000, the Ministry of Transportation of Ontario (MTO) officially announced that Highway 417 would be extended to Arnprior over the next several years.[51] A contract to build the freeway from north of Panmure Road to south of Arnprior was tendered in early 2002.[52] This work was completed and the extension opened to traffic on September 24, 2004.[53]
Concurrent with the twinning of Highway 7 between Carleton Place and Ottawa, the interchange with Highway 417 was upgraded to support the divided traffic flows; a new flyover ramp was built connecting westbound Highway 417 with westbound Highway 7. Construction began on August 22, 2006,[54] and was opened in June 2008 along with the Highway 7 expansion.[55]
Construction to twin the Arnprior Bypass portion of Highway 17, which included a new interchange at White Lake Road, began during the spring of 2009.[56] The bypass was originally built in 1981 as one of a number of upgrades to Highway 17 between Ottawa and North Bay. It was intended for directing through traffic around downtown Arnprior and was designed for an eventual upgrade to a divided freeway.[57] The major structure in this project was a second crossing of the Madawaska River.[56] Work was completed in late 2012; the new 5.6 km (3.5 mi) section was opened ceremonially on November 29 and cost $63 million,[58] $7 million less than projected.[59]
Route description
Highway 17, particularly west of Sault Ste. Marie, crosses some of the most remote regions of Ontario. Despite the isolation of the highway, it is well-travelled throughout its length.[1] The section of Highway 17 north of Lake Superior is regarded as one of the most scenic drives in the province.[60]
Manitoba to Nipigon
Highway 17 begins at the boundary between Ontario and Manitoba, where a large installation greets drivers in both directions. The highway is two lanes wide and travels over and between the surface features of the
The two highways travel concurrently towards Thunder Bay at the western Lakehead of Lake Superior. Though it originally travelled through what was then the twin-cities, the highway bypasses to the northwest on the at-grade Thunder Bay Expressway.
Nipigon to Sudbury
Within Nipigon, Highway 11 and Highway 17 cross the
South of Wawa, the highway enters
Shortly thereafter, it turns to the east and travels along the
Sudbury to Arnprior
Highway 17 passes to the south of the urban centre of Sudbury. It meets Highway 69 at an interchange. At this interchange, the Southwest and Southeast Bypasses meet, and for just over a kilometre, Highway 17 is a divided four-lane freeway.
The Super 2 continues northeast to meet the original alignment of Highway 17 east of downtown Sudbury. Here it turns east and travels through the city's outlying neighbourhoods of
The highway route passes through the rural municipalities of Markstay-Warren and West Nipissing before reaching North Bay, where it follows an undivided four-lane expressway alignment, with reduced but not full control of access, through the city of North Bay; as of 2012, early preparations have taken place for a freeway conversion and realignment of this segment. For 4.1 kilometres from Algonquin Avenue to the Twin Lakes area, the route is once again concurrent with Highway 11. At the northern end of this concurrency, Highway 11 travels north towards Cochrane before continuing westward to Nipigon; at the southern end, it continues southward towards Barrie, while Highway 17 turns east toward the Ottawa Valley. An at-grade intersection with Highway 63 is located at approximately the midpoint of the concurrency.
East of North Bay, Highway 17 meets
Beginning at the southern end of the army base, Highway 17 follows the Pembroke Bypass, bypassing west of
Business routes
For many decades, Highway 17 had five business routes. All were at one time the primary route of Highway 17 through their respective locations, and were given the Highway 17B business route designation following the construction or designation of a newer bypass alignment. Only the route in North Bay remains as the business routes in Ottawa, North Bay, Thessalon and Sault Ste. Marie have been decommissioned.
In 2009, a new Highway 17B route was created in the Garden River First Nation.
Future
With all route planning studies now completed on Highways 11 and 69/400, in the latter half of the 2000s, the Ministry of Transportation's planning branch began undertaking more active preparations for the eventual conversion of Highway 17 to
Sault Ste. Marie MPP David Orazietti has spearheaded a petition to have the entire highway four-laned from Arnprior to Sault Ste. Marie,[61] similar to the campaign previously undertaken by his caucus colleague Rick Bartolucci regarding the extension of Highway 400. Cheryl Gallant, the federal Member of Parliament for Renfrew—Nipissing—Pembroke, has also advocated the four-laning of the highway through the Ottawa Valley toward North Bay, and ultimately the entire length of the highway throughout Northern Ontario.[62]
A 2009 study commissioned by the forestry trade magazine The Working Forest, titled "A Vision for Ontario's Trans Canada Highway, North Bay to the Manitoba Border", determined that it would cost the Ontario government $600 million per year over 25 years to convert the entire length of both Highway 17 and Highway 11 to freeway, suggesting that a comprehensive plan would be affordable and achievable if the provincial and federal governments could reach a cost-sharing agreement.[63]
Renfrew County
Studies are underway on the extension of Highway 417 through the
In August 2017, the Ministry of Transportation formally confirmed that detail design studies have commenced on the next westward extension of Highway 417, from the existing terminus at Scheel Drive in Arnprior to three kilometres west of the Bruce Street intersection at Renfrew.[65]
North Bay
Planning studies have been completed for the conversion of Highway 17's alignment through North Bay, which is currently a four-lane expressway with partial but not full control of access, into a full freeway. The plan will include an interchange with a new alignment of Highway 11, which would replace the existing Algonquin Avenue segment.[66] In the city, the four-laned route will follow the existing highway route from the western city limits to Meighen Avenue, and then a new alignment from there to the eastbound Highway 11/17 interchange.[67] The bypassed portion of the current route will be realigned to connect with Lansdowne Avenue.[67] This alignment, nicknamed "Route 6", has been planned since the 1970s; although minor adjustments to the plan have been made since, as of 2017 the ministry has not announced an official construction schedule.[67]
Studies commenced on an extension of the four-lane route easterly to
Sudbury
As the extension of
Original plans called for a new multi-level interchange with Highway 69 in the Lake Laurentian Conservation Area.[70] However, public consultation has since removed this proposal from the route planning process; all of the plans currently under consideration involve converting the existing alignment of Highway 69 to a full freeway which would meet Highway 17 at the existing interchange.[71]
Preliminary route planning studies have also been completed on the freeway's westerly extension to
Sault Ste. Marie
At
The former segment of Highway 17 through Garden River was initially redesignated as part of Highway 638, although the Garden River First Nation disputed this designation and insisted that the highway be renamed Highway 17B. As of February 2009, the former route is now designated as Highway 17B. In February 2010, Garden River's band council publicly warned that they would consider imposing tolls on the routes of both Highway 17 and Highway 17B through their territory if the provincial government did not assist the council with a funding shortfall of approximately $1 million.[73]
In February 2011, the Ministry of Transportation announced that the expressway's current level intersection at Highway 638 in Echo Bay will be converted to a full interchange.[74]
Thunder Bay and Kenora
Construction started in 2004 on a westerly extension of Thunder Bay's Harbour Expressway, from the Thunder Bay Expressway to Vibert Road, intended to serve as a new alignment for Highways 11 and 17.[75]
In July 2008 the federal and provincial governments announced a $6.2 billion infrastructure program that makes the four-laning of Hwys. 11 and 17 near Kenora and Thunder Bay a priority. Engineering work on twinning 11/17 between Nipigon and Thunder Bay was to begin in 2008.[76] On May 1, 2009 the federal and provincial government announced that twinning of Highway 11/17 would begin in 2010.[77] On May 15, 2009, the federal and provincial government announced that twinning of Highway 17 at the Manitoba/Ontario boundary easterly toward Kenora would also begin in 2010.[78] Construction to twin the highway between Ouimet and Dorion northeast of Thunder Bay is currently underway.[citation needed]
On November 19, 2021, the first contracts for the twinning of Highway 17 east from the Manitoba boundary to Kenora were signed. Work is set to begin in the spring of 2022 on the portion from the provincial boundary to
Major intersections
The following table lists the major junctions along Highway 17, as noted by the Ministry of Transportation of Ontario.[1] Rail and river crossings noted by the ministry are included for remote areas.
Division | Location | km[1] | mi | Exit | Destinations | Notes | |
---|---|---|---|---|---|---|---|
Winnipeg | Continuation into Manitoba | ||||||
6.5 | 4.0 | Highway 673 south | Access to Shoal Lake 40 First Nation | ||||
29.5 | 18.3 | Lindsay Road | |||||
37.6– 39.6 | 23.4– 24.6 | Thunder Bay | Through traffic follows Highway 17A | ||||
40.4 | 25.1 | Highway 641 north (Laclu Road) | |||||
connecting link agreement | |||||||
Unorganized Kenora | 67.8– 68.1 | 42.1– 42.3 | Highway 17A west – Winnipeg | Through traffic follows Highway 17A | |||
72.2 | 44.9 | Fort Frances | |||||
Highway 647 north (Blue Lake Road) | Vermillion Bay | ||||||
146.6 | 91.1 | Highway 105 north (Red Lake Road) – Red Lake | |||||
160.9 | 100.0 | Highway 594 east (Five Acres Rest) | |||||
Highway 605 north | |||||||
185.1 | 115.0 | Highway 665 north (Richan Road) | |||||
Dryden | 186.5 | 115.9 | Dryden connecting link agreement begins | ||||
189.6 | 117.8 | Highway 601 north (Colonization Avenue) | |||||
189.9 | 118.0 | Highway 594 west (Duke Street) | |||||
191.3 | 118.9 | Dryden connecting link agreement ends | |||||
194.6 | 120.9 | Highway 601 north (Airport Road) – Rice Lake | |||||
Sioux Lookout | |||||||
Dyment | |||||||
Atikokan | |||||||
Ignace | 297.0 | 184.5 | Highway 599 north | ||||
Unorganized Kenora | 307.2 | 190.9 | Gulliver River bridge | ||||
CPR underpass | |||||||
386.8 | 240.3 | Little Firesteel River bridge | |||||
Fort Frances | Western end of Highway 11 Thunder Bay concurrency | ||||||
Dawson Road ) | Highway 102 western terminus | ||||||
Highway 590 (Hymers Road) | Kakabeka Falls | ||||||
517.4 | 321.5 | Stanley | |||||
526.8 | 327.3 | Rosslyn | Former Highway 11 / Highway 17 alignment | ||||
Thunder Bay | 539.0 | 334.9 | Highway 61 south (Thunder Bay Expressway) – Duluth Harbour Expressway east | Highway 11 / Highway 17 follow Thunder Bay Expressway; MOM's Way eastern terminus | |||
545.0 | 338.6 | Kaministiquia | Highway 102 eastern terminus | ||||
551.4 | 342.6 | — | Hodder Avenue / Copenhagen Road | Former Highway 11B / Highway 17B west; eastern end of Thunder Bay Expressway | |||
Highway 527 north – Armstrong | |||||||
585.2 | 363.6 | Pass Lake | |||||
Hurkett | |||||||
625.8 | 388.9 | Hurkett | |||||
Highway 628 east – Red Rock | |||||||
Pine Portage | |||||||
654.5 | 406.7 | ||||||
655.0 | 407.0 | Highway 11 / TCH east – Greenstone, Cochrane | Eastern end of Highway 11 Thunder Bay concurrency | ||||
Unorganized Thunder Bay | 699.2 | 434.5 | Little Gravel River bridge | ||||
730.4 | 453.8 | Selim CPR underpass | |||||
Schreiber | 744.9 | 462.9 | Quebec Street | ||||
Terrace Bay | 748.6 | 465.2 | Heron Bay CPR underpass | ||||
757.0 | 470.4 | Aquasabon River bridge | |||||
759.1 | 471.7 | Terrace Bay CPR underpass | |||||
Unorganized Thunder Bay | 785.7 | 488.2 | Steel River bridge | ||||
807.5 | 501.8 | Little Pic River bridge | |||||
Highway 626 south | |||||||
842.1 | 523.3 | Pic River, Pukaskwa National Park | |||||
Highway 614 north (Manitouwadge Road) | |||||||
Highway 631 north (Elgin Street) | |||||||
Timmins | No year-round service including fuel between Wawa and Highway 552 junction (200 km) | ||||||
Unorganized North Algoma | 1,028.6– 1,117.5 | 639.1– 694.4 | Passes through Lake Superior Provincial Park | ||||
1,120.9 | 696.5 | Montreal River bridge | |||||
1,170.8 | 727.5 | Highway 563 – Batchawana Bay | |||||
1,195.3 | 742.7 | Harmony River bridge | |||||
1,209.2 | 751.4 | Goulais Bay | |||||
1,221.2 | 758.8 | Heyden | |||||
Sault Ste. Marie | 1,225.0 | 761.2 | Beginning of Sault Ste. Marie connecting link agreement | ||||
1,234.3 | 767.0 | Formerly Highway 17B east | |||||
1,239.3 | 770.1 | Trunk Road | Formerly Highway 17B west | ||||
1,240.3 | 770.7 | End of Sault Ste. Marie connecting link agreement | |||||
1,244.4 | 773.2 | Garden River | |||||
Garden River First Nation | 1,252.0 | 778.0 | — | Jardun Mine Road | |||
1,253.5 | 778.9 | — | Noonday Drive | ||||
Echo Bay | |||||||
Macdonald, Meredith and Aberdeen Additional – Laird boundary | 1,265.5 | 786.3 | Highway 17B west (Bar River Road) | ||||
St. Joseph Island | |||||||
Bruce Mines | 1,300.6 | 808.2 | Highway 638 north (Richardson Street) | ||||
Thessalon | 1,320.2 | 820.3 | Highway 129 north – Chapleau | ||||
Iron Bridge | |||||||
Highway 557 north (Huron Avenue) | |||||||
Algoma Mills | |||||||
1,389.1 | 863.1 | Highway 538 west | |||||
1,403.7 | 872.2 | Serpent River | |||||
Massey | |||||||
McKerrow | |||||||
freeway segment; former Highway 17 east | |||||||
1,520.5 | 944.8 | — | Timmins | ||||
1,525.6 | 948.0 | — | Southwest Bypass ; former Highway 17 | ||||
1,535.5 | 954.1 | — | Municipal Road 80 (Long Lake Road) | ||||
1,538.9 | 956.2 | — | Southeast Bypass | ||||
1,550.0 | 963.1 | Municipal Road 55 west (Kingsway) | End of Southeast Bypass; former Highway 17 west | ||||
1,552.9 | 964.9 | Coniston | |||||
1,553.4 | 965.2 | Garson | |||||
1,558.1 | 968.2 | Wahnapitae | Formerly Highway 537 south | ||||
Markstay-Warren | 1,579.1 | 981.2 | Markstay Road / Main Street | Future end of freeway segment in current expansion plans | |||
1,589.4 | 987.6 | Hagar | |||||
1,597.8 | 992.8 | Warren | |||||
Verner | |||||||
1,612.4 | 1,001.9 | Noëlville | Western end of Highway 64 concurrency | ||||
1,627.5 | 1,011.3 | Leblanc Road | Beginning of Sturgeon Falls connecting link agreement | ||||
1,629.0 | 1,012.2 | Highway 64 north – Field | Eastern end of Highway 64 concurrency | ||||
1,629.9 | 1,012.8 | Nipissing Street | End of Sturgeon Falls connecting link agreement | ||||
Nipissing First Nation | 1,661.8 | 1,032.6 | Highway 17B east (Main Street West) | ||||
Timmins, Cochrane | Western end of Highway 11 North Bay concurrency; former Highway 11B south | ||||||
1,667.8 | 1,036.3 | Temiscaming | Formerly Highway 17B west | ||||
1,669.6 | 1,037.4 | Toronto | Eastern end of Highway 11 North Bay concurrency; Highway 11 exit 344 | ||||
Corbeil | |||||||
Bonfield | 1,692.9 | 1,051.9 | Highway 531 south – Bonfield | ||||
Eau Claire Station | |||||||
Mattawa | 1,729.6 | 1,074.7 | Highway 533 north (Main Street) | ||||
Renfrew | Head, Clara and Maria | 1,763.7 | 1,095.9 | Deux-Rivières CPR underpass | |||
1,799.7 | 1,118.3 | Stonecliffe CPR overpass | |||||
Highway 635 north | |||||||
Deep River | 1,833.2 | 1,139.1 | County Road 72 east (Ridge Road) | ||||
1,834.1 | 1,139.7 | County Road 73 north (Deep River Road) | |||||
Petawawa | 1,861.6 | 1,156.7 | County Road 55 east (Paquette Road) | ||||
1,863.6 | 1,158.0 | County Road 37 east (Murphy Road) | |||||
1,870.2 | 1,162.1 | County Road 26 (Doran Road) | |||||
County Road 42 east (Forest Lea Road) | |||||||
1,877.5 | 1,166.6 | County Road 58 (Round Lake Road) | Formerly Highway 62 west / Highway 148 east | ||||
Pembroke | 1,883.3 | 1,170.2 | Highway 41 (Paul Martin Drive) – Eganville, Pembroke | ||||
Laurentian Valley | 1,873.2 | 1,164.0 | County Road 24 (White Water Road) | ||||
County Road 40 east (Greenwood Road) | Beginning of proposed realignment of Highway 17 | ||||||
1,899.0 | 1,180.0 | County Road 13 south (Mountain Road) | |||||
1,911.0 | 1,187.4 | County Road 8 west (Main Street) | Cobden | ||||
1,912.3 | 1,188.2 | County Road 7 east (Foresters Falls Road) | |||||
1,923.0 | 1,194.9 | Highway 653 east | |||||
Horton | 1,930.2 | 1,199.4 | County Road 4 west (Storyland Road) | ||||
1,934.7 | 1,202.2 | County Road 20 (Castleford Road / Bruce Street) | |||||
Renfrew | 1,937.4 | 1,203.8 | Highway 60 west (O'Brien Road) – Huntsville, Algonquin Provincial Park | ||||
Horton | 1,939.8 | 1,205.3 | County Road 6 (Gillan Road / Lochwinnoch Road) | ||||
McNab/Braeside | 1,948.2 | 1,210.6 | County Road 63 (Miller Road / Anderson Road) | ||||
1,950.3 | 1,211.9 | 194 | County Road 508 west (Calabogie Road) – Highway 508 west | ||||
1,953.3 | 1,213.7 | — | Ottawa | Freeway begins; continues east as Highway 417 | |||
Gap in route | |||||||
The Split; Highway 417 exit 113A; Ottawa Road 174 western terminus; former Highway 17 follows Road 174; beginning of freeway | |||||||
2,034.3 | 1,264.1 | — | Road 27 (Blair Road) | ||||
2,036.9 | 1,265.7 | — | Road 34 (Montreal Road) | Formerly Highway 17B west | |||
2,041.1 | 1,268.3 | — | Road 47 (Jeanne d'Arc Boulevard) | ||||
2,043.1 | 1,269.5 | — | Road 84 (Place d'Orléans Drive) Road 39 (Champlain Street) | ||||
2,044.5 | 1,270.4 | — | Road 47 ( Tenth Line Road ) | ||||
2,046.5 | 1,271.6 | Road 57 (Trim Road) | At-grade; end of freeway | ||||
County Road 17 begins | Ottawa Road 174 eastern terminus; Prescott and Russell County Road 17 western terminus | ||||||
Prescott and Russell | Hawkesbury | 2,119.6 | 1,317.1 | — | Highway 34 – Hawkesbury, Vankleek Hill | ||
East Hawkesbury | 2,129.3 | 1,323.1 | Highway 417 / TCH east – Montreal | Former Highway 17 eastern terminus; westbound exit and eastbound entrance; Highway 417 exit 9 | |||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
|
Notes
- List of highways in Ontariofor length comparisons.
References
- Sources
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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 allotted...
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Certainly, there is no more spectacular drive in Ontario than along most of the 447 miles of No. 17 Highway between Ste. Marie and Thunder Bay.
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- Bibliography
- Shragge, John; Bagnato, Sharon (1984). From Footpaths to Freeways. Ontario Ministry of Transportation and Communications, Historical Committee. ISBN 0-7743-9388-2.