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Reverted to revision 742439863 by 24.235.179.6: The 2012 traffic logs (before the Arnprior Bypass was opened. list it as following Upper-Dwyer Hill Road as far as Grainger Park Road. The 2016 Ontario Road Map shows no stub beyond the western end of Hwy...
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{{short description|Ontario provincial highway}}
{{Infobox road
{{Infobox road
|province =ON
|province = ON
|type =Hwy
|type = Hwy
|route =17
|route = 17
|alternate_name =[[Trans-Canada Highway]]
|alternate_name = [[Trans-Canada Highway]]
|map = {{maplink|frame=yes|plain=yes|frame-align=center|frame-width=290|frame-height=240|type=line|zoom=4|from=Ontario Highway 17.map}}
|map = Ontario-hwy17.PNG
|map_custom = yes
|map_notes = ON 17 highlighted in red
|length_km = 1964.0
|length_km = 1964.0
|length_ref = <ref name="km" />
|length_ref = <ref name="km" />
|established = February 26, 1920{{sfn|Shragge|1982|pp=74&ndash;75}}
|established = July 9, 1920<ref name="1920 report" />
|tourist= [[File:Lake Superior Circle Tour.svg|20px|alt=|link=]] [[Lake Superior Circle Tour]]
|tourist= [[File:Lake Superior Circle Tour.svg|20px|alt=|link=]] [[Lake Superior Circle Tour]]<br>[[File:Lake Huron Circle Tour.svg|20px|alt=|link=]] [[Lake Huron Circle Tour]]
|direction_a = West
|direction_a = West
|direction_b = East
|direction_b = East
|terminus_a = {{Jct|state=MB|TCH|1}} towards [[Winnipeg]]
|terminus_a = {{Jct|state=MB|TCH|1}} towards [[Winnipeg]]
|junction = {{Jcon|Hwy|71|town=Kenora}}<br />{{Jcon|Hwy|61|city=Thunder Bay}}<br />{{Jcon|Hwy|11|town=Nipigon}}<br />{{Jcon|Hwy|101|town=Wawa}}<br />{{Jct|country=USA|to1=To|I|75}} in [[Sault Ste. Marie, Ontario|Sault Ste. Marie]]<br />{{Jcon|Hwy|6|town=McKerrow}}<br />{{Jcon|Hwy|69|city=Sudbury}}<br />{{Jcon|Hwy|11|city=North Bay}}<br />{{Jcon|Hwy|41|city=Pembroke}}<br />{{Jcon|Hwy|60|town=Renfrew}}
|junction = {{Jcon|Hwy|71|town=Kenora}}<br />{{Jcon|Hwy|61|city=Thunder Bay}}<br />{{Jcon|Hwy|11|town=Nipigon}}<br />{{Jcon|Hwy|101|town=Wawa}}<br />{{Jct|country=USA|to1=To|I|75}} in [[Sault Ste. Marie, Ontario|Sault Ste. Marie]]<br />{{Jcon|Hwy|6|town=McKerrow}}<br />{{Jcon|Hwy|<!--400-->69|city=Sudbury}}<br />{{Jcon|Hwy|11|city=North Bay}}<br />{{Jcon|Hwy|41|city=Pembroke}}<br />{{Jcon|Hwy|60|town=Renfrew}}
|terminus_b = {{Jcon|Hwy|417}} near [[Arnprior, Ontario|Arnprior]]
|terminus_b = {{Jcon|Hwy|417}} near [[Arnprior, Ontario|Arnprior]]
|cities = [[Kenora]], [[Dryden, Ontario|Dryden]], [[Ignace, Ontario|Ignace]], [[Thunder Bay]], [[Wawa, Ontario|Wawa]], [[Sault Ste. Marie, Ontario|Sault Ste. Marie]], [[Greater Sudbury|Sudbury]], [[North Bay, Ontario|North Bay]], [[Mattawa, Ontario|Mattawa]], [[Petawawa, Ontario|Petawawa]], [[Pembroke, Ontario|Pembroke]], [[Arnprior, Ontario|Arnprior]]
|cities = [[Kenora]], [[Dryden, Ontario|Dryden]], [[Ignace, Ontario|Ignace]], [[Thunder Bay]], [[Wawa, Ontario|Wawa]], [[Sault Ste. Marie, Ontario|Sault Ste. Marie]], [[Greater Sudbury|Sudbury]], [[North Bay, Ontario|North Bay]], [[Mattawa, Ontario|Mattawa]], [[Petawawa, Ontario|Petawawa]], [[Pembroke, Ontario|Pembroke]], [[Arnprior, Ontario|Arnprior]]
|previous_type = ON
|browse = {{On-former_browse|previous_current=16|next_current=19|next_former=18}}
|previous_route = 16
|next_type = ON
|next_route = 17A
}}
}}
'''King's Highway 17''', more commonly known as '''Highway 17''', is a [[Provincial highways in Ontario|provincially maintained highway]] and the primary route of the [[Trans-Canada Highway]] through the [[Provinces and territories of Canada|Canadian province]] of [[Ontario]]. It begins at the [[Manitoba]] boundary {{convert|50|km|abbr=on}} west of [[Kenora]] and ends south of [[Arnprior, Ontario|Arnprior]] at the western terminus of [[Ontario Highway 417|Highway 417]], {{convert|1964.0|km|abbr=on}} to the east. This makes it Ontario's longest highway.<ref group="note">See [[List of highways in Ontario]] for length comparisons.</ref>
'''King's Highway 17''', more commonly known as '''Highway 17''', is a [[Provincial highways in Ontario|provincially maintained highway]] and the primary route of the [[Trans-Canada Highway]] through the [[Provinces and territories of Canada|Canadian province]] of [[Ontario]]. It begins at the [[Manitoba]] boundary, {{convert|50|km|abbr=on}} west of [[Kenora]], and the main section ends where [[Ontario Highway 417|Highway 417]] begins just west of [[Arnprior, Ontario|Arnprior]]. A small disconnected signed section of the highway still remains within the Ottawa Region between County Road 29 and Grants Side Road. This makes it Ontario's longest highway.<ref group="note">See [[List of highways in Ontario]] for length comparisons.</ref>


The highway once extended even farther to the [[Quebec]] boundary in [[East Hawkesbury, Ontario|East Hawkesbury]] with a peak length of about {{convert|2,180|km|abbr=on}}. However, a section of Highway 17 "disappeared" when the Ottawa section of it was upgraded to the freeway Highway 417 in 1971. Highway 17 was not re-routed through Ottawa, nor did it share numbering with Highway 417 to rectify the discontinuity, even though Highway 417 formed a direct link between the western and eastern sections of Highway 17. However, from East Hawkesbury to Ottawa, Highway 17 retained the Trans-Canada Highway routing and signs until it met up again and merged with Highway 417 until 1997, when Highway 17 through Ottawa was downgraded. The Trans-Canada Highway designation now extends along all of Highway 417.
The highway once extended even farther to the [[Quebec]] boundary in [[East Hawkesbury, Ontario|East Hawkesbury]] with a peak length of about {{convert|2,180|km|abbr=on}}. However, a section of Highway 17 "disappeared" when the Ottawa section of it was upgraded to the freeway Highway 417 in 1971. Highway 17 was not re-routed through Ottawa, nor did it share numbering with Highway 417 to rectify the discontinuity, even though Highway 417 formed a direct link between the western and eastern sections of Highway 17. However, from East Hawkesbury to Ottawa, Highway 17 retained the Trans-Canada Highway routing and signs until it met up again and merged with Highway 417 until 1997 when Highway 17 through Ottawa was downgraded. The Trans-Canada Highway designation now extends along all of Highway 417.

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 ==
== History ==
[[File:Official opening of Trans Canada in Ontario.png|thumb|left|The official ceremony for the opening of the [[Lake Superior Circle Tour]] and the Trans-Canada Highway was held on September 17, 1960 near Wawa.]]
[[File:Official opening of Trans Canada in Ontario.png|thumb|left|The official ceremony for the opening of the [[Lake Superior Circle Tour]] and the Trans-Canada Highway was held on September 17, 1960, near Wawa.]]


=== Beginnings ===
=== 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&nbsp;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&nbsp;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, Front Road and Main Street to Hawkesbury; the shore of the Ottawa River between Hawkesbury and [[Pointe-Fortune, Quebec|Pointe-Fortune]], and Regional Road&nbsp;17 elsewhere.{{sfn|Shragge|1982|pp=74&ndash;75}}<ref name="1923 map" /><ref>{{Google maps
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&nbsp;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&nbsp;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,<!-- There is no longer any physical evidence that Eliza street ever connected to Pharand street. A 1925 map clearly shows a deviation http://ao.minisisinc.com/FS_IMAGES/I0050471.jpg. It appears to have been realigned in 1926 http://ao.minisisinc.com/FS_IMAGES/I0050473.jpg. One one can clearly still see (as of 2020) remnants of Pharand that once joined up to the current 17 which connects to John. --> 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, Quebec|Pointe-Fortune]], and Regional Road&nbsp;17 elsewhere.<ref name="1920 report">{{cite report

| title = Annual Report
| publisher = Department of Public Highways
| date = March 31, 1920
| pages = 40–45
| url = https://archive.org/details/n04ontariosession53ontauoft/page/n155/mode/2up
| access-date = February 2, 2021
| via = Internet Archives}}</ref>{{sfn|Shragge|Bagnato|1984|pp=74&ndash;75}}<ref name="1923 map" /><ref>{{Google maps


| title = Overview of Highway 17 between Ottawa and Quebec
| title = Overview of Highway 17 between Ottawa and Quebec
| url = http://goo.gl/maps/Ej25
| url = https://www.google.ca/maps?ll=45.437008,-74.910278&spn=1.031066,2.447205&t=h&z=9
| accessdate = July 5, 2012}}</ref>
| access-date = July 5, 2012}}</ref>
A portion of this original highway was lost when the completion of the [[Carillon Generating Station]] in 1964 raised the water level of the Ottawa River north of [[Voyageur Provincial Park]].
A portion of this original highway was lost when the completion of the [[Carillon Generating Station]] in 1964 raised the water level of the Ottawa River north of [[Voyageur Provincial Park]].


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 Mohrs Road, Galetta Sideroad and Madawaska Boulevard between Kinburn and Arnprior. On June&nbsp;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&nbsp;17 in the summer of 1925.<ref>{{Cite journal
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. <!-- There is no physical evidence that Mohrs Road and Galetta Sideroad street were part of the old alignment yet...however one can clearly see an abandoned section of Hwy 17 on the old curve at Antrim which is still being used as a private driveway before connecting up with HWY17. --> On June&nbsp;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&nbsp;17 in the summer of 1925.<ref>{{Cite journal

| title = Provincial Highways Now Being Numbered
| title = Provincial Highways Now Being Numbered
| publisher = Monetary Times Print
| publisher = Monetary Times Print
| work = The Canadian Engineer
| journal = The Canadian Engineer
| date = August 25, 1925
| date = August 25, 1925
| volume = 49
| volume = 49
| issue = 8
| issue = 8
| page = 246
| page = 246
| quote = 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...}}</ref>
| quote = 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...}}</ref>


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&nbsp;17 today.<ref name="1923 map">{{Cite map
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&nbsp;17 today.<ref name="1923 map">{{Cite map

| title = Road Map of Ontario
| title = Road Map of Ontario
| publisher = Ontario Department of Public Highways
| publisher = Ontario Department of Public Highways
| year = 1923}}</ref>
| year = 1923}}</ref>
The Pembroke and Mattawan Road Colonization Road was constructed between 1853 and 1874 to encourage settlement in the Upper Ottawa Valley.<ref>http://www.waymarking.com/gallery/image.aspx?f=1&guid=7d026f4e-167a-43bd-8b7f-deb7b9ffb861&gid=3</ref><ref>http://www.pastforward.ca/perspectives/june22000.htm</ref> 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&nbsp;17 between Mattawa and Sault Ste. Marie roughly traces this early [[voyageurs|voyageur]] route.
The Pembroke and Mattawan Road Colonization Road was constructed between 1853 and 1874 to encourage settlement in the Upper Ottawa Valley.<ref>{{cite web|url=http://www.waymarking.com/gallery/image.aspx?f=1&guid=7d026f4e-167a-43bd-8b7f-deb7b9ffb861&gid=3|title="THE PEMBROKE AND MATTAWAN ROAD" - Pembroke Image|website=www.waymarking.com|access-date=10 April 2018}}</ref><ref>{{cite web|url=http://www.pastforward.ca/perspectives/june22000.htm|title=Heritage Perspectives: Mattawa's roots buried in history|first=Doug|last=Mackey|date=June 2, 2000|website=www.pastforward.ca|access-date=April 10, 2018}}</ref> 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&nbsp;17 between Mattawa and Sault Ste. Marie roughly traces this early [[voyageurs|voyageur]] route.
[[File:Nipigon_Bay_Highway_17.png|thumb|left|Highway&nbsp;17 at Nipigon Bay in 1937.]]


=== Northern development and the Lakehead ===
=== 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.<ref name="nos">{{cite web
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.<ref name="nos">{{cite web
|title = Lake Superior Circle Route
|first = Pauline
|last = Dean
|publisher = Northern Ontario Travel<!-- Government of Ontario-->
|url = http://www.northernontario.travel/northofsuperior/travel-adventures/38-general/144-lake-superior-circle-route
|access-date = September 14, 2012
}}{{Dead link|date=April 2020 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>


With the signing of the [[Department of Northern Development]] (DND) Act in 1926, construction resumed on improving many northern roads; the [[Ferguson Highway]] was the main project to begin as a result of the act.{{sfn|Shragge|Bagnato|1984|pp=74&ndash;75}} The onset of the [[Great Depression]] would result in federally funded relief projects being signed with provinces in late 1930.<ref>{{cite news
| title = Lake Superior Circle Route
| first = Pauline
| last = Dean
| publisher = Northern Ontario Travel<!-- Government of Ontario-->
| url = http://www.northernontario.travel/northofsuperior/travel-adventures/38-general/144-lake-superior-circle-route
| accessdate = September 14, 2012}}</ref>

With the signing of the [[Department of Northern Development]] (DND) Act in 1926, construction resumed on improving many northern roads; the [[Ferguson Highway]] was the main project to begin as a result of the act.{{sfn|Shragge|1982|pp=74&ndash;75}} The onset of the [[Great Depression]] would result in federally funded relief projects being signed with provinces in late 1930.<ref>{{cite news

| title = Basis of Agreement on Relief Indicated
| title = Basis of Agreement on Relief Indicated
| work = Toronto Daily Star
| work = Toronto Daily Star
| date = October 1, 1930
| date = October 1, 1930
| section = News
| page = 4}}</ref>
| page = 4}}</ref>
Thousands<!-- source provided says 2400-2500, but another source below makes claim to 40,000--> of men were hired to construct highways in remote areas of the province from temporary camps,<ref name="kdr" /> named Bennett Camps after then-Prime Minister [[R. B. Bennett]]. This provided the necessary labour to open road links through vast expanses of wilderness in a relatively short period of time.<ref name="nos" /> Beginning in 1931, certain routes were designated as the Trans-Canada Highway, including the route between Sault Ste. Marie and the Quebec boundary as well as the planned connection to Thunder Bay and Winnipeg.{{sfn|Shragge|1982|p=66}}
Thousands<!-- source provided says 2400-2500, but another source below makes claim to 40,000--> of men were hired to construct highways in remote areas of the province from temporary camps,<ref name="kdr" /> named Bennett Camps after then-Prime Minister [[R. B. Bennett]]. This provided the necessary labour to open road links through vast expanses of wilderness in a relatively short period of time.<ref name="nos" /> Beginning in 1931, certain routes were designated as the Trans-Canada Highway, including the route between Sault Ste. Marie and the Quebec boundary as well as the planned connection to Thunder Bay and Winnipeg.{{sfn|Shragge|Bagnato|1984|p=66}}


[[File:17 near Kenora, 1939.png|thumb|right|A gravel-surfaced Highway&nbsp;17 near Kenora in 1939]]
[[File:17 near Kenora, 1939.png|thumb|right|A gravel-surfaced Highway&nbsp;17 near Kenora in 1939]]
By June 1931, planning for the route of the highway was complete,<ref>{{cite news
By June 1931, planning for the route of the highway was complete,<ref>{{cite news

| title = News Briefs
| title = News Briefs
| work = Toronto Daily Star
| work = Toronto Daily Star
| date = June 11, 1931
| date = June 11, 1931
| section = News
| page = 2}}</ref>
| page = 2}}</ref>
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, Manitoba|Whitemouth]] and Kenora. On [[Dominion Day]] (July&nbsp;1) 1932, an inter-provincial ceremony was held in Kenora to dedicate the new route.<ref name="kdr">{{cite news
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, Manitoba|Whitemouth]] and Kenora. On July 1, 1932, ([[Dominion Day]]), an inter-provincial ceremony was held in Kenora to dedicate the new route.<ref name="kdr">{{cite news

| title = Kenora–Dryden Road May Be Ready By Fall
| title = Kenora–Dryden Road May Be Ready By Fall
| work = The Fort William Daily Times–Journal
| work = The Fort William Daily Times–Journal
| date = July 4, 1932
| date = July 4, 1932
| page = 1}}</ref><ref>{{cite news
| page = 1}}</ref><ref>{{cite news

| title = Winnipeg–Kenora Highway Finished
| title = Winnipeg–Kenora Highway Finished
| work = The Fort William Daily Times–Journal
| work = The Fort William Daily Times–Journal
| date = April 9, 1932
| date = April 9, 1932
| page = <!-- illegible. 12 page newspaper -->}}</ref>
| page = <!-- illegible. 12 page newspaper -->}}</ref>
The next link would connect the road through the Kenora with the rough road connecting [[Vermilion Bay, Ontario|Vermilion Bay]], Dryden and [[Dyment, Ontario|Dyment]]. This section opened in early 1933.<ref name="kdr">{{cite news
The next link would connect the road through the Kenora with the rough road connecting [[Vermilion Bay, Ontario|Vermilion Bay]], Dryden and [[Dyment, Ontario|Dyment]]. This section opened in early 1933.<ref name="kdr"/>

| title = Vermilion Bay Will Be Linked Up to Kenora
| work = The Fort William Daily Times–Journal
| date = November 30, 1932
| page = 1}}</ref>


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, Ontario|Upsala]] to [[English River, Ontario|English River]]. A {{convert|75|mi|km|abbr=on}} gap was all that remained, between Dyment and English River.<ref name="kdr" />
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, Ontario|Upsala]] to [[English River, Ontario|English River]]. A {{convert|75|mi|km|abbr=on}} gap was all that remained, between Dyment and English River.<ref name="kdr" />
On June&nbsp;4, 1934, crews cleared the last section of forest separating Thunder Bay from Winnipeg.<ref>{{cite news
On June&nbsp;4, 1934, crews cleared the last section of forest separating Thunder Bay from Winnipeg.<ref>{{cite news

| title = Highway Now Open to Dryden
| title = Highway Now Open to Dryden
| work = The Fort William Daily Times–Journal
| work = The Fort William Daily Times–Journal
Line 103: Line 106:
| page = 1}}</ref>
| page = 1}}</ref>
However, it would require another year of rock blasting and construction to make the route navigable by vehicles. On July&nbsp;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.<ref>{{cite news
However, it would require another year of rock blasting and construction to make the route navigable by vehicles. On July&nbsp;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.<ref>{{cite news

| title = Day of Festivity to Mark Opening of Trans-Canada
| title = Day of Festivity to Mark Opening of Trans-Canada
| work = The Fort William Daily Times–Journal
| work = The Fort William Daily Times–Journal
| date = April 25, 1935
| date = April 25, 1935
| page = <!-- unknown. 15 page newspaper -->}}</ref><ref>{{cite news
| page = <!-- unknown. 15 page newspaper -->}}</ref><ref>{{cite news

| title = Dramatic Events to Mark Dominion Day Festivities in City
| title = Dramatic Events to Mark Dominion Day Festivities in City
| work = The Fort William Daily Times–Journal
| work = The Fort William Daily Times–Journal
Line 118: Line 119:
| publisher = Socialist History Project
| publisher = Socialist History Project
| url = http://www.socialisthistory.ca/Docs/TrotOrigin/1931Trial/Trial%201.htm
| url = http://www.socialisthistory.ca/Docs/TrotOrigin/1931Trial/Trial%201.htm
| accessdate = September 14, 2012}}</ref>
| access-date = September 14, 2012}}</ref>
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.
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.


{{multiple image
{{multiple image
Line 133: Line 134:
}}
}}


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.{{sfn|Shragge|1982|p=73}} At this point, the highway from Sault Ste. Marie to the Quebec boundary was {{convert|1045.8|km|abbr=on}} 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 {{convert|659.8|km|abbr=on}}, mostly gravel-surfaced. The only significant exceptions were in the Kenora and Thunder Bay areas.<ref>{{Cite map
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.{{sfn|Shragge|Bagnato|1984|p=73}} At this point, the highway from Sault Ste. Marie to the Quebec boundary was {{convert|1045.8|km|abbr=on}} 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 {{convert|659.8|km|abbr=on}}, mostly gravel-surfaced. The only significant exceptions were in the Kenora and Thunder Bay areas.<ref>{{Cite map

| title = Road Map of Ontario
| title = Road Map of Ontario
| publisher = Ontario Department of Public Highways
| publisher = Ontario Department of Public Highways
Line 140: Line 140:


Before the outbreak of [[World War II]] in 1939, a [[Nipigon River Bridge|new bridge]] spanning the [[Nipigon River]] was completed alongside a {{convert|91.6|km|abbr=on}} highway eastward to [[Schreiber, Ontario|Schreiber]]. Both were opened together ceremoniously on September&nbsp;24, 1937.<ref>{{cite web
Before the outbreak of [[World War II]] in 1939, a [[Nipigon River Bridge|new bridge]] spanning the [[Nipigon River]] was completed alongside a {{convert|91.6|km|abbr=on}} highway eastward to [[Schreiber, Ontario|Schreiber]]. Both were opened together ceremoniously on September&nbsp;24, 1937.<ref>{{cite web

| title = A New Highway Opens
| title = A New Highway Opens
| publisher = Schreiber Public Library
| publisher = Schreiber Public Library
| url = http://images.ourontario.ca/Schreiber/2300948/data?n=7
| url = http://images.ourontario.ca/Schreiber/2300948/data?n=7
| accessdate = September 14, 2012}}</ref>
| access-date = September 14, 2012}}</ref>
When the war began, construction on Highway&nbsp;17 halted,<ref name="nos" /> with effort instead focused on the simpler northern route via [[Geraldton]] and [[Hearst, Ontario|Hearst]].<ref>{{cite report
When the war began, construction on Highway&nbsp;17 halted,<ref name="nos" /> with effort instead focused on the simpler northern route via [[Greenstone, Ontario|Geraldton]] and [[Hearst, Ontario|Hearst]].<ref>{{cite report

| title = Annual Report
| title = Annual Report
| publisher = Department of Highways
| publisher = Department of Highways
Line 166: Line 164:


=== The Gap ===
=== The Gap ===
Following the war, construction on the missing segment of Highway&nbsp;17 between Schreiber and Sault Ste. Marie proceeded slowly; the completion of Highway&nbsp;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&nbsp;69 between Parry Sound and Sudbury, and Highway&nbsp;17 along the north shore of Lake Superior.{{sfn|Shragge|1982|pp=84&ndash;87}}
Following the war, construction on the missing segment of Highway&nbsp;17 between Schreiber and Sault Ste. Marie proceeded slowly; the completion of Highway&nbsp;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&nbsp;69 between Parry Sound and Sudbury, and Highway&nbsp;17 along the north shore of Lake Superior.{{sfn|Shragge|Bagnato|1984|pp=84&ndash;87}}


Amongst some of the most difficult terrain encountered in Canada, engineers blasted 2,087,234&nbsp;cubic metres (2,730,000&nbsp;cubic yards) of rock, removed 5,982,641&nbsp;cubic metres (7,825,000&nbsp;cubic yards) of earth, and cleared {{convert|6.97|km2|acre}} of forest in order to bridge the {{convert|266|km}} of wilderness known as "the Gap".{{sfn|Shragge|1982|pp=84&ndash;87}} The Gap was completed and opened to traffic on September&nbsp;17, 1960, uniting the two segments and completing the route of Highway&nbsp;17 from the Manitoba border to the Quebec border.
Amongst some of the most difficult terrain encountered in Canada, engineers blasted 2,087,234&nbsp;cubic metres (2,730,000&nbsp;cubic yards) of rock, removed 5,982,641&nbsp;cubic metres (7,825,000&nbsp;cubic yards) of earth, and cleared {{convert|6.97|km2|acre}} of forest in order to bridge the {{convert|266|km}} of wilderness known as "the Gap".{{sfn|Shragge|Bagnato|1984|pp=84&ndash;87}} The Gap was completed and opened to traffic on September&nbsp;17, 1960, uniting the two segments and completing the route of Highway&nbsp;17 from the Manitoba border to the Quebec border.


=== The Queensway ===
=== The Queensway ===
{{see also|Ontario Highway 417}}
{{see also|Ontario Highway 417}}
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&nbsp;17. The [[Greber Plan]] was produced by [[Jacques Gréber]] under the direction of Prime Minister [[William Lyon Mackenzie King|William Mackenzie]] 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.<ref>{{cite book
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&nbsp;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.<ref>{{cite book
|title = Plan for the National Capital (Greber Report) Introduction

|first = Jacques
| title = Plan for the National Capital (Greber Report) Introduction
| first = Jacques
|last = Gréber
|publisher = Queen's University
| last = Gréber
|year = 1950
| publisher = Queen's University
|url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/intorduction.htm
| year = 1950
|access-date = June 18, 2012
| url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/intorduction.htm
|archive-date = September 26, 2018
| accessdate = June 18, 2012}}</ref>
|archive-url = https://web.archive.org/web/20180926175713/https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/intorduction.htm
|url-status = dead
}}</ref>
The Greber Plan, as it came to be known, was released in 1950 and presented to the House of Commons on May 22, 1951.<ref name="greber review">{{cite book
The Greber Plan, as it came to be known, was released in 1950 and presented to the House of Commons on May 22, 1951.<ref name="greber review">{{cite book
|title = Weaving a Modern Plan for Canada's Capital: Jacques Gréber and the 1950 Plan for the National Capital Region

|first = David
| title = Weaving a Modern Plan for Canada’s Capital: Jacques Gréber and the 1950 Plan for the National Capital Region
| first = David
|last = Gordon
| last = Gordon
|publisher = Queen's University
|year = 1950
| publisher = Queen's University
|url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/Greber_review.htm
| year = 1950
|access-date = June 18, 2012
| url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/Greber_review.htm
|archive-date = September 26, 2018
| accessdate = June 18, 2012}}</ref>
|archive-url = https://web.archive.org/web/20180926180052/https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/Greber_review.htm
|url-status = dead
}}</ref>
The plan called for the complete reorganization of Ottawa's road and rail network, and included amongst the numerous [[parkways]] was an east to west expressway along what was then a [[Canadian National Railway]] line.<ref>{{cite book
The plan called for the complete reorganization of Ottawa's road and rail network, and included amongst the numerous [[parkways]] was an east to west expressway along what was then a [[Canadian National Railway]] line.<ref>{{cite book
|title = Plan for the National Capital (Greber Report) Plate 12

|first = Jacques
| title = Plan for the National Capital (Greber Report) Plate 12
| first = Jacques
|last = Gréber
|publisher = Queen's University
| last = Gréber
|year = 1950
| publisher = Queen's University
|url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/plate12.htm
| year = 1950
|access-date = June 18, 2012
| url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/plate12.htm
|archive-date = September 26, 2018
| accessdate = June 18, 2012}}</ref><ref>{{cite book
|archive-url = https://web.archive.org/web/20180926172620/https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/plate12.htm

|url-status = dead
| title = Plan for the National Capital (Greber Report) Plate 26
}}</ref><ref>{{cite book
| first = Jacques
|title = Plan for the National Capital (Greber Report) Plate 26
| last = Gréber
|first = Jacques
| publisher = Queen's University
| year = 1950
|last = Gréber
|publisher = Queen's University
| url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/plates_doc/300/plate_26.jpg
|year = 1950
| accessdate = June 18, 2012}}</ref>
|url = https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/plates_doc/300/plate_26.jpg
|access-date = June 18, 2012
|archive-date = September 26, 2018
|archive-url = https://web.archive.org/web/20180926181417/https://qshare.queensu.ca/Users01/gordond/planningcanadascapital/greber1950/plates_doc/300/plate_26.jpg
|url-status = dead
}}</ref>


With the rail lines removed, construction of the new expressway got underway in 1957 when [[Elizabeth II|Queen Elizabeth]] visited Ottawa to open the first session of the 23rd Parliament. On October&nbsp;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.<ref>{{cite news
With the rail lines removed, construction of the new expressway got underway in 1957 when [[Elizabeth II|Queen Elizabeth]] visited Ottawa to open the first session of the 23rd Parliament. On October&nbsp;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.<ref>{{cite news

| title = City's "Turn" To Play Host At Ceremony
| title = City's "Turn" To Play Host At Ceremony
| first = Greg
| first = Greg
Line 215: Line 224:
| work = The Ottawa Citizen
| work = The Ottawa Citizen
| date = October 15, 1957
| date = October 15, 1957
| url = https://news.google.com/newspapers?id=n-owAAAAIBAJ&sjid=rN8FAAAAIBAJ&pg=6383%2C3574793
| url = https://news.google.com/newspapers?id=n-owAAAAIBAJ&pg=6383%2C3574793
| accessdate = July 1, 2012}}</ref><ref>{{cite web
| access-date = July 1, 2012}}</ref><ref>{{cite web
|title = The Queensway Began with a Royal Blast: Flashback to 1957.

|first = Peter
| title = The Queensway Began with a Royal Blast: Flashback to 1957.
| first = Peter
|last = Robertson
|publisher = Carlington Community Association
| last = Robertson
|url = http://www.carlingtoncommunity.org/?p=1492
| publisher = Carlington Community Association
|access-date = June 18, 2012
| url = http://www.carlingtoncommunity.org/?p=1492
|url-status = dead
| accessdate = June 18, 2012}}</ref>
|archive-url = https://web.archive.org/web/20120426061730/http://www.carlingtoncommunity.org/?p=1492

|archive-date = April 26, 2012
The Queensway was constructed in four phases, each opening independently: phase one, from Alta Vista Drive (now Riverside Drive) east to Highway&nbsp;17 (Montreal Road); phase two, from Highway&nbsp;7 and Highway&nbsp;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.<ref>{{cite book
}}</ref>


The Queensway was constructed in four phases, each opening independently: phase one, from Alta Vista Drive (now Riverside Drive) east to Highway&nbsp;17 (Montreal Road); phase two, from Highway&nbsp;7 and Highway&nbsp;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.<ref>{{cite book
| title = Legislative Assembly of Ontario Hansard
| title = Legislative Assembly of Ontario Hansard
| publisher = Government of Ontario
| publisher = Government of Ontario
| year = 1964
| year = 1964
| page = 1644
| page = 1644
| url = https://books.google.com/books?ei=xO7vTqTCFYHh0QGYrpzxCQ&id=qpokAQAAIAAJ&dq=Queensway+Ottawa&q=%22Stage+I%22+%2B%22II%22+%2B%22III%22+%2B%22IV%22#search_anchor
| url = https://books.google.com/books?id=qpokAQAAIAAJ&q=%22Stage+I%22+%2B%22II%22+%2B%22III%22+%2B%22IV%22
| accessdate = July 1, 2012}}</ref>
| access-date = July 1, 2012}}</ref>
Phase one opened to traffic on November 25, 1960, extending up to the Rideau River.<ref name="gloucester">{{cite book
Phase one opened to traffic on November 25, 1960, extending up to the Rideau River.<ref name="gloucester">{{cite book

| title = A Historical Timeline for the Township of Gloucester
| title = A Historical Timeline for the Township of Gloucester
| first = Glenn
| first = Glenn
Line 241: Line 251:
| date = April 14, 2012
| date = April 14, 2012
| url = http://www.gloucesterhistory.com/history.html
| url = http://www.gloucesterhistory.com/history.html
| accessdate = July 1, 2012}}</ref>
| access-date = July 1, 2012}}</ref>
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 [[grade-separated|grade-separations]]. In addition, the structures over the Rideau Canal and river required several years of construction. On May&nbsp;15, 1964, the majority of the third phase was ceremonially opened.<ref name="phaseIII">{{cite report
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 [[grade-separated|grade-separations]]. In addition, the structures over the Rideau Canal and river required several years of construction. On May&nbsp;15, 1964, the majority of the third phase was ceremonially opened.<ref name="phaseIII">{{cite report

| title = Annual Report
| title = Annual Report
| publisher = Department of Highways
| publisher = Department of Highways
Line 249: Line 258:
| section = Chronology
| section = Chronology
| page = 302}}</ref>
| page = 302}}</ref>
completing the Carling Avenue interchange and extending the freeway as far as Bronson Avenue.<ref>{{cite journal
completing the Carling Avenue interchange and extending the freeway as far as [[Bronson Avenue]].<ref>{{cite conference
| book-title = Proceedings of the... Convention

| title = Proceedings of the... Convention
| author = A.T.C. McNab
| author = A.T.C. McNab
| publisher = Canadian Good Roads Association
| publisher = Canadian Good Roads Association
| year = 1964
| year = 1964
| section = Ontario
| title= Ontario
| page = 104}}</ref>
| page = 104}}{{clarify|reason=incomplete title|date=February 2021}}</ref>
Several months later, on September&nbsp;17 the short but complicated section east to O'Connor Street was opened.<ref name="phaseIII" />
Several months later, on September&nbsp;17 the short but complicated section east to O'Connor Street was opened.<ref name="phaseIII" />
This left only phase four, the central section of the Queensway, which was opened in three segments. On November&nbsp;26, 1965, the structures over the Rideau Canal were opened to traffic. At the same time, the westbound lanes of the Queensway were extended to Concord Street, located west of the Nicholas Street interchange.<ref>{{cite report
This left only phase four, the central section of the Queensway, which was opened in three segments. On November&nbsp;26, 1965, the structures over the Rideau Canal were opened to traffic. At the same time, the westbound lanes of the Queensway were extended to Concord Street, located west of the Nicholas Street interchange.<ref>{{cite report

| title = Annual Report
| title = Annual Report
| publisher = Department of Highways
| publisher = Department of Highways
Line 266: Line 273:
| page = 324}}</ref>
| page = 324}}</ref>
The interchange opened on January&nbsp;1, 1966, allowing travel in both directions over the canal.<ref name="aadt p54">{{cite book
The interchange opened on January&nbsp;1, 1966, allowing travel in both directions over the canal.<ref name="aadt p54">{{cite book

| title = AADT Traffic Volumes 1955&ndash;1969 And Traffic Collision Data 1967&ndash;1969
| title = AADT Traffic Volumes 1955&ndash;1969 And Traffic Collision Data 1967&ndash;1969
| publisher = Department of Highways
| publisher = Department of Highways
Line 272: Line 278:
| page = 54}}</ref>
| page = 54}}</ref>
The final segment, linking the two section of the Queensway, was placed into service on October&nbsp;28, 1966.<ref>{{cite report
The final segment, linking the two section of the Queensway, was placed into service on October&nbsp;28, 1966.<ref>{{cite report

| title = Annual Report
| title = Annual Report
| publisher = Department of Highways
| publisher = Department of Highways
Line 279: Line 284:
| page = 315}}</ref>
| page = 315}}</ref>
Following this, the Highway&nbsp;17 designation was applied along the Queensway and the old routing renumbered as Highway&nbsp;17B.<ref>{{cite map
Following this, the Highway&nbsp;17 designation was applied along the Queensway and the old routing renumbered as Highway&nbsp;17B.<ref>{{cite map

| title = Ontario Road Map
| title = Ontario Road Map
| cartography = Photogrammetry Division
| cartography = Photogrammetry Division
Line 287: Line 291:


=== Bypasses and upgrades ===
=== Bypasses and upgrades ===
Although it was completed from Manitoba to Quebec in 1960, many upgrades to the original routing of Highway&nbsp;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 lay abandoned in the forest. Of special note is 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.
Although it was completed from Manitoba to Quebec in 1960, many upgrades to the original routing of Highway&nbsp;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
;Thunder Bay
Line 296: Line 300:


;Sault Ste. Marie
;Sault Ste. Marie
Although the route into and out of Sault Ste. Marie has remained generally the same, Highway&nbsp;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 [[Ministry of Transportation of Ontario|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.<ref>{{Cite web |title=Four-laning Highway 17 N essential for outlying communities |url=https://saultstar.com/news/four-laning-highway-17-n-essential-for-outlying-communities |access-date=2022-04-16 |website=saultstar |language=en-CA}}</ref><ref>{{Cite web |date=2022-03-28 |title=Sault council wants highway safety improvements to be a priority in Ontario election |url=https://northernontario.ctvnews.ca/sault-council-wants-highway-safety-improvements-to-be-a-priority-in-ontario-election-1.5838525 |access-date=2022-04-16 |website=Northern Ontario |language=en}}</ref><ref>{{Cite web |last=Huckerby |first=Craig |orig-date=2014-06-09 |title=No Highway Bypass For You ! – MTO On Highway 17 East {{!}} SaultOnline.com |url=https://saultonline.com/2014/06/highway-bypass-mto-highway-17east/ |url-status=dead |archive-url=https://web.archive.org/web/20220516112330/https://saultonline.com/2014/06/highway-bypass-mto-highway-17east/ |archive-date=2022-05-16 |access-date= |language=en-CA}}</ref>
Although the route into and out of Sault Ste. Marie has remained generally the same, Highway&nbsp;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.


;Espanola
;Espanola
Line 307: Line 311:
;Upper Ottawa Valley
;Upper Ottawa Valley
Construction of the Renfrew Bypass began in June 1974,<ref>{{cite news
Construction of the Renfrew Bypass began in June 1974,<ref>{{cite news

| title = Motorists May Have Long Wait For Proposed Renfrew Bypass
| title = Motorists May Have Long Wait For Proposed Renfrew Bypass
| work = The Mercury
| work = The Mercury
Line 316: Line 319:
| page = 1}}</ref>
| page = 1}}</ref>
and continued for three years, opening in 1977.<ref>{{cite map
and continued for three years, opening in 1977.<ref>{{cite map

| title = Ontario Road Map
| title = Ontario Road Map
| cartography = Cartography Section
| cartography = Cartography Section
Line 322: Line 324:
| year = 1977
| year = 1977
| section = C28–D29}}</ref><ref>{{cite map
| section = C28–D29}}</ref><ref>{{cite map

| title = Ontario Road Map
| title = Ontario Road Map
| cartography = Cartography Section
| cartography = Cartography Section
Line 335: Line 336:
;Elsewhere
;Elsewhere
The last gravel stretches of Highway 17, between Kenora and Dryden and north of Batchawana Bay, were paved in 1964.<ref>{{cite map
The last gravel stretches of Highway 17, between Kenora and Dryden and north of Batchawana Bay, were paved in 1964.<ref>{{cite map

| title = Ontario Road Map
| title = Ontario Road Map
| cartography = C.P. Robins
| cartography = C.P. Robins
Line 341: Line 341:
| year = 1964<!-- Information compiled to January 1, 1964 -->
| year = 1964<!-- Information compiled to January 1, 1964 -->
| section = F4–5, M23}}</ref><ref>{{cite map
| section = F4–5, M23}}</ref><ref>{{cite map

| title = Ontario Road Map
| title = Ontario Road Map
| cartography = C.P. Robins
| cartography = C.P. Robins
Line 349: Line 348:


=== Downloads ===
=== Downloads ===
On April&nbsp;1, 1997, the [[Ministry of Transportation of Ontario]] (MTO) transferred the responsibility of maintenance and upkeep along {{convert|14.2|km|abbr=on}} of Highway&nbsp;17 east of "the split" with Highway&nbsp;417 to Trim Road (Regional Road&nbsp;57), a process commonly referred to as ''downloading''. The Region of Ottawa–Carleton designated the road as [[Regional Road&nbsp;174]]. Despite the protests of the region that the route served a provincial purpose, a second round of transfers saw Highway&nbsp;17 within Ottawa downloaded entirely on January&nbsp;1, 1998. An additional {{convert|12.8|km|abbr=on}} was added to the length of Regional Road&nbsp;174.<ref>{{cite report
On April&nbsp;1, 1997, the [[Ministry of Transportation of Ontario]] (MTO) transferred the responsibility of maintenance and upkeep along {{convert|14.2|km|abbr=on}} of Highway&nbsp;17 east of "the split" with Highway&nbsp;417 to Trim Road (Regional Road&nbsp;57), a process commonly referred to as ''downloading''. The Region of Ottawa–Carleton designated the road as [[Regional Road&nbsp;174]]. Despite the protests of the region that the route served a provincial purpose, a second round of transfers saw the remainder of Highway&nbsp;17 to the Region's eastern limit downloaded on January&nbsp;1, 1998, adding {{convert|12.8|km|abbr=on}} to the length of Regional Road&nbsp;174.<ref>{{cite report

| title = Responsibilities and Obligations Re: Highway 174
| title = Responsibilities and Obligations Re: Highway 174
| author = Department of Public Works and Services
| author = Department of Public Works and Services
Line 356: Line 354:
| date = September 14, 2004
| date = September 14, 2004
| url = http://www.ottawa.ca/calendar/ottawa/citycouncil/occ/2004/10-13/trc/ACS2004-CCS-TRC-0009.htm
| url = http://www.ottawa.ca/calendar/ottawa/citycouncil/occ/2004/10-13/trc/ACS2004-CCS-TRC-0009.htm
| accessdate = February 14, 2011}}</ref>
| access-date = February 14, 2011}}</ref>
The highway was also downloaded within the [[United Counties of Prescott and Russell]], where it was redesignated as County Road&nbsp;17.<ref>{{cite report
The highway was also downloaded within the [[United Counties of Prescott and Russell]], where it was redesignated as County Road&nbsp;17.<ref>{{cite report

| title = Economic Development Plan - Final Report
| title = Economic Development Plan - Final Report
| author = Millier Dickinson Blais
| author = Millier Dickinson Blais
Line 366: Line 363:
| pages = 41&ndash;42
| pages = 41&ndash;42
| url = http://www.sdcpr-prcdc.ca/index.php?option=com_k2&view=item&task=download&id=13&Itemid=208&lang=en
| url = http://www.sdcpr-prcdc.ca/index.php?option=com_k2&view=item&task=download&id=13&Itemid=208&lang=en
| accessdate = March 10, 2011}}</ref>
| access-date = March 10, 2011}}</ref>
The result of these transfers was the truncation of Highway&nbsp;17 at the western end of Highway&nbsp;417.<ref>{{cite map
The result of these transfers was the truncation of Highway&nbsp;17 at the western end of Highway&nbsp;417, while the [[Trans-Canada Highway]] designation was taken from the former Highway&nbsp;17 and applied to Highway&nbsp;417.<ref>{{cite map

| title = Ontario Road Map
| title = Ontario Road Map
| cartography = Geomatics Office
| cartography = Geomatics Office
| publisher = Ministry of Transportation
| publisher = Ministry of Transportation
| year = 1999<!-- Note: Compiled to January 1, 1999 -->
| year = 1999<!-- Note: Compiled to January 1, 1999 -->
| section = }}</ref>
}}</ref>
A short disconnected section of Highway&nbsp;17 between Ottawa Road 29 and Grants Side Road remains under provincial jurisdiction to the present day.{{Citation needed|date=July 2022}}


=== Conversion to Highway&nbsp;417 northwest of Ottawa ===
== Route description ==
Expansion of the two lane Highway&nbsp;17 west of the interchange with Highway&nbsp;7 got underway in 1991; this section was renumbered as Highway&nbsp;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 (roads)|twinning]].<ref>{{cite journal |author=Transportation Capital Branch |year=1991–1992<!-- May 1991 --> |title=Provincial Highways Construction Projects |journal=Northern Transportation, Construction Projects |publisher=Ministry of Transportation and Communications |page=17 |issn=0714-1149}}</ref>
Highway 17 crosses some of the most remote regions of Ontario. Although there are several settlements established throughout its length, the distance between [[gas stations]] can often exceed several hundred kilometres.{{citation needed|date=December 2012}} Despite the isolation of the highway, it is well-travelled throughout its length.<ref name="km" /> The section of Highway 17 north of Lake Superior is regarded as one of the most scenic drives in the province.<ref>{{cite news


When the twinning of Highway&nbsp;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.<ref>{{cite news |author=Ministry of Transportation of Ontario |date=December 9, 2012 |title=Twinning On 9.1 Kilometres of Highway 417 Underway West Of Ottawa |url=http://www.newswire.ca/government/ontario/english/releases/December1998/09/c3465.html |archive-url=https://web.archive.org/web/19991109072754/http://www.newswire.ca/government/ontario/english/releases/December1998/09/c3465.html |archive-date=November 9, 1999 |access-date=June 15, 2012 |publisher=Government of Ontario}}</ref> On February&nbsp;16, 2000, the Ministry of Transportation of Ontario (MTO) officially announced that Highway&nbsp;417 would be extended to Arnprior over the next several years.<ref>{{cite news |author=Ministry of Transportation of Ontario |date=January 21, 2002 |title=Highway 417 Extended Between Panmure Road in Ottawa and Arnprior |url=http://www.mto.gov.on.ca/english/news/regional/2002/012102_1b.htm |archive-url=https://web.archive.org/web/20021002203106/http://www.mto.gov.on.ca/english/news/regional/2002/012102_1b.htm |archive-date=October 2, 2002 |access-date=June 15, 2012 |publisher=Government of Ontario}}</ref> A contract to build the freeway from north of Panmure Road to south of Arnprior was tendered in early 2002.<ref>{{cite news |author=Ministry of Transportation of Ontario |date=January 21, 2002 |title=SuperBuild Investment to Extend Highway 417 to Arnprior |url=http://www.mto.gov.on.ca/english/news/regional/2002/012102_1.htm |archive-url=https://web.archive.org/web/20021002203106/http://www.mto.gov.on.ca/english/news/regional/2002/012102_1.htm |archive-date=October 2, 2002 |access-date=June 15, 2012 |publisher=Government of Ontario}}</ref> This work was completed and the extension opened to traffic on September 24, 2004.<ref>{{cite news |date=September 24, 2004 |title=Ontario Government Completes Highway 417 Between Ottawa and Arnprior |url=http://ogov.newswire.ca/ontario/GONE/2004/09/24/c3345.html?lmatch=&lang=_e.html |archive-url=https://web.archive.org/web/20041118064047/http://ogov.newswire.ca/ontario/GONE/2004/09/24/c3345.html?lmatch=&lang=_e.html |archive-date=November 18, 2004 |access-date=June 14, 2012 |publisher=Government of Ontario}}</ref>

Concurrent with the twinning of Highway&nbsp;7 between [[Carleton Place]] and Ottawa, the interchange with Highway&nbsp;417 was upgraded to support the divided traffic flows; a new flyover ramp was built connecting westbound Highway&nbsp;417 with westbound Highway&nbsp;7. Construction began on August 22, 2006,<ref>{{cite news |date=August 22, 2006 |title=Work begins to widen Highway 7 west of Ottawa |url=http://www.obj.ca/Other/Archives/2006-08-22/article-2157289/Work-begins-to-widen-Highway-7-west-of-Ottawa/1 |url-status=dead |archive-url=https://web.archive.org/web/20120402015340/http://www.obj.ca/Other/Archives/2006-08-22/article-2157289/Work-begins-to-widen-Highway-7-west-of-Ottawa/1 |archive-date=April 2, 2012 |access-date=May 25, 2012 |work=Ottawa Business Journal}}</ref> and was opened in June 2008 along with the Highway&nbsp;7 expansion.<ref>{{cite report |url=http://ottawa.ca/calendar/ottawa/citycouncil/occ/2008/09-10/trc/01%20-%20ACS2008-PWS-INF-0010.htm |title=Highway 7 Expansion from Highway 417 to Ashton Station Road - Transfer of Service Roads to the City of Ottawa |author=Transportation Committee |date=July 22, 2008 |publisher=City of Ottawa |access-date=July 1, 2012}}</ref>

Construction to twin the Arnprior Bypass portion of Highway&nbsp;17, which included a new interchange at White Lake Road, began during the spring of 2009.<ref name="Arnprior funding">{{cite news |last=DeWolf |first=Peter |date=May 1, 2008 |title=Confusion Over Hwy. 417 Funding |url=http://www.yourottawaregion.com/yourottawaregion/article/227032 |access-date=June 18, 2012 |work=YourOttawaRegion.com |publisher=Metroland Media Group}}</ref> The bypass was originally built in 1981 as one of a number of upgrades to Highway&nbsp;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.<ref>{{cite book |title=Construction Program |publisher=Ministry of Transportation and Communications |year=1980–1981 |page=XXV}}</ref> The major structure in this project was a second crossing of the Madawaska River.<ref name="Arnprior funding" /> Work was completed in late 2012; the new {{convert|5.6|km|abbr=on}} section was opened ceremonially on November&nbsp;29 and cost $63&nbsp;million,<ref name="Arnprior">{{cite news |last=Chase |first=Sean |date=November 30, 2012 |title=Highway 417 opens at Arnprior |url=http://www.thedailyobserver.ca/2012/11/30/highway-417-opens-at-arnprior |access-date=December 2, 2012 |work=The Pembroke Observer |publisher=Canoe Sun Media}}</ref> $7&nbsp;million less than projected.<ref>{{cite news |last=Dixon |first=Anthony |date=January 19, 2011 |title=Expansion is Crucial to Area |url=http://www.thedailyobserver.ca/ArticleDisplay.aspx?e=2936084 |url-status=dead |archive-url=https://archive.today/20130115211545/http://www.thedailyobserver.ca/ArticleDisplay.aspx?e=2936084 |archive-date=January 15, 2013 |access-date=June 18, 2012 |work=The Pembroke Observer |publisher=Canoe Sun Media}}</ref>

== 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.<ref name="km" /> The section of Highway 17 north of Lake Superior is regarded as one of the most scenic drives in the province.<ref>{{cite news
| title = The Scenic Wonders of Highway 17 - From the Soo to Thunder Bay
| title = The Scenic Wonders of Highway 17 - From the Soo to Thunder Bay
| first = Robert
| first = Robert
Line 389: Line 394:


=== Manitoba to Nipigon ===
=== 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 [[Canadian Shield]]; further west into Manitoba the highway widens into a four lane divided expressway. To the east, the highway travels through thick [[boreal forest]] towards [[Keewatin, Ontario|Keewatin]], where the [[Kenora Bypass]], Highway 17A, splits to the north. Through the town of [[Kenora]], Highway 17 is signed, but maintained under a [[connecting link]] agreement between the town and the province. Full provincial maintenance resumes at the eastern town limits. Further east, the highway merges with the Kenora Bypass. It meets the northern terminus of [[Ontario Highway 71|Highway 71]], then makes a gradual eastward journey through the lake-dotted [[Kenora District]] to the town of [[Dryden, Ontario|Dryden]]. Here the highway encounters one of the few agriculturally-sustainable areas of [[northern Ontario]]. The highway begins to zig-zag southeasterly, passing through several minor settlements before entering the mining town of [[Ignace, Ontario|Ignace]]. Shortly thereafter, it begins to curve to the south. It meets [[Ontario Highway 11|Highway 11]] {{convert|475|km|abbr=on}} east of the Manitoba boundary.
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 [[Canadian Shield]]; further west into Manitoba the highway widens into a four-lane divided expressway. To the east, the highway travels through thick [[boreal forest]] towards [[Keewatin, Ontario|Keewatin]], where the [[Kenora Bypass]], Highway 17A, splits to the north. Through the town of [[Kenora]], Highway 17 is signed but maintained under a [[connecting link]] agreement between the town and the province. Full provincial maintenance resumes at the eastern town limits. Further east, the highway merges with the Kenora Bypass. It meets the northern terminus of [[Ontario Highway 71|Highway 71]], then makes a gradual eastward journey through the lake-dotted [[Kenora District]] to the town of [[Dryden, Ontario|Dryden]]. Here the highway encounters one of the few agriculturally-sustainable areas of [[northern Ontario]]. The highway begins to zig-zag southeasterly, passing through several minor settlements before entering the mining town of [[Ignace, Ontario|Ignace]]. Shortly thereafter, it begins to curve to the south. It meets [[Ontario Highway 11|Highway 11]] {{convert|475|km|abbr=on}} east of the Manitoba boundary.


[[File:Highway 17 Lake Superior.png|thumb|left|Highway 17 divides mountains on its journey along the north shore of [[Lake Superior]]]]
[[File:Highway 17 Lake Superior.png|thumb|left|Highway 17 cut on its journey along the north shore of [[Lake Superior]]]]
The two highways travel [[concurrency (road)|concurrently]] towards [[Thunder Bay]] at the western lakehead of [[Lake Superior]]. Though it originally travelled through what was then the twin-cities, the highway [[bypass (road)|bypasses]] to the northwest on the at-grade [[Thunder Bay Expressway]].
The two highways travel [[concurrency (road)|concurrently]] towards [[Thunder Bay]] at the western Lakehead of [[Lake Superior]]. Though it originally travelled through what was then the twin-cities, the highway [[bypass (road)|bypasses]] to the northwest on the at-grade [[Thunder Bay Expressway]].


=== Nipigon to Sudbury ===
=== Nipigon to Sudbury ===
Line 398: Line 403:


[[File:Hwy 17 Wawa.jpg|thumb|right|Highway 17 near Wawa]]
[[File:Hwy 17 Wawa.jpg|thumb|right|Highway 17 near Wawa]]
South of Wawa, the highway enters [[Lake Superior Provincial Park]]. After proceeding through several mountain ranges, and crossing numerous rivers, the highway enters [[Sault Ste. Marie, Ontario|Sault Ste. Marie]]. Here a border crossing into the United States is provided via the [[Sault Ste. Marie International Bridge]], which connects with [[Interstate 75 in Michigan|I-75]] in [[Michigan]]. As the highway exits Sault Ste. Marie to the east, a newly constructed segment of four lane divided highway branches north; [[Ontario Highway 17B|Highway 17B]] (the only remaining business route of Highway 17 in service) continues east through [[Garden River, Ontario|Garden River]]. The divided highway bypasses Garden River and passes east of [[Echo Bay, Ontario|Echo Bay]] before curving south and merging with Highway 17B.
South of Wawa, the highway enters [[Lake Superior Provincial Park]]. After proceeding through several mountain ranges, and crossing numerous rivers and the [[Montreal River Hill]], the highway enters [[Sault Ste. Marie, Ontario|Sault Ste. Marie]]. Here a border crossing into the United States is provided via the [[Sault Ste. Marie International Bridge]], which connects with [[Interstate 75 in Michigan|I-75]] in [[Michigan]]. As the highway exits Sault Ste. Marie to the east, a newly constructed segment of four-lane divided highway branches north; [[Ontario Highway 17B|Highway 17B]] (one of two remaining business routes of Highway 17 in service) continues east through [[Garden River, Ontario|Garden River]]. The divided highway bypasses Garden River and passes east of [[Echo Bay, Ontario|Echo Bay]] before curving south and merging with Highway 17B.


Shortly thereafter, it turns to the east and travels along the [[North Channel (Ontario)|North Channel]] of [[Lake Huron]] towards Sudbury, passing through numerous small towns, including [[Thessalon, Ontario|Thessalon]], [[Blind River, Ontario|Blind River]], [[Massey, Ontario|Massey]] and [[McKerrow, Ontario|McKerrow]]. At Sudbury, the highway widens into a [[freeway]] through the [[Walden, Ontario|Walden]] area of the city until reaching the [[Southwest and Southeast Bypasses (Sudbury)|Southwest / Southeast Bypass]] at [[Lively, Ontario|Lively]], where it narrows again to a [[Super two|Super 2]] road. This segment is currently undergoing an [[environmental assessment]], with plans to upgrade it to a full [[freeway]] in the next ten years.
Shortly thereafter, it turns to the east and travels along the [[North Channel (Ontario)|North Channel]] of [[Lake Huron]] towards Sudbury, passing through numerous small towns, including [[Thessalon, Ontario|Thessalon]], [[Blind River, Ontario|Blind River]], [[Massey, Ontario|Massey]] and [[McKerrow, Ontario|McKerrow]]. At Sudbury, the highway widens into a [[freeway]] through the [[Walden, Ontario|Walden]] area of the city until reaching the [[Southwest and Southeast Bypasses (Sudbury)|Southwest / Southeast Bypass]] at [[Lively, Ontario|Lively]], where it narrows again to a [[Super two|Super 2]] road. This segment is currently undergoing an [[environmental assessment]], with plans to upgrade it to a full [[freeway]] in the next ten years.
Line 404: Line 409:
=== Sudbury to Arnprior ===
=== Sudbury to Arnprior ===
[[File:Deux Rivieres ON.jpg|thumb|left|Highway 17 meets the [[Ottawa River]] in [[Deux Rivieres, Ontario|Deux Rivieres]]]]
[[File:Deux Rivieres ON.jpg|thumb|left|Highway 17 meets the [[Ottawa River]] in [[Deux Rivieres, Ontario|Deux Rivieres]]]]
Highway 17 passes to the south of the urban centre of Sudbury. It meets [[Ontario Highway 69|Highway 69]] at an [[interchange (road)|interchange]]. At this interchange, the Southwest and Southeast Bypasses meet, and for just over a kilometre, Highway 17 is a divided four-laned freeway.
Highway 17 passes to the south of the urban centre of Sudbury. It meets [[Ontario Highway 69|Highway 69]] at an [[interchange (road)|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 [[Coniston, Ontario|Coniston]] and [[Wahnapitae]]; a new [[freeway]] alignment of this route is currently in the planning stages.
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 [[Coniston, Ontario|Coniston]] and [[Wahnapitae]]; a new [[freeway]] alignment of this route is currently in the planning stages.


The highway route passes through the rural municipalities of [[Markstay-Warren]] and [[West Nipissing]] before reaching [[North Bay, Ontario|North Bay]], where it follows an undivided four-lane [[Limited-access road|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 [[Ontario Highway 11|Highway 11]]. At the northern end of this concurrency, Highway 11 travels north and wraps westward and south to Nipigon; at the southern end, it continues southward towards [[Toronto]], while Highway 17 turns east toward the [[Ottawa Valley]]. An [[grade separation|at-grade]] intersection with [[Ontario Highway 63|Highway 63]] is located at approximately the midpoint of the concurrency.
The highway route passes through the rural municipalities of [[Markstay-Warren]] and [[West Nipissing]] before reaching [[North Bay, Ontario|North Bay]], where it follows an undivided four-lane [[Limited-access road|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 [[Ontario Highway 11|Highway 11]]. At the northern end of this concurrency, Highway 11 travels north towards [[Cochrane, Ontario|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 [[grade separation|at-grade]] intersection with [[Ontario Highway 63|Highway 63]] is located at approximately the midpoint of the concurrency.


[[File:Highway 17 near Bissett Creek, Ontario, Canada.jpg|thumb|right|Highway 17 looking east towards Stonecliffe]]
[[File:Highway 17 near Bissett Creek, Ontario, Canada.jpg|thumb|right|Highway 17 looking east towards Stonecliffe]]
East of North Bay, Highway 17 meets [[Ontario Highway 94|Highway 94]], thereafter travelling alongside the [[Mattawa River]] to its [[confluence]] with the [[Ottawa River]] in [[Mattawa, Ontario|Mattawa]], where drivers must turn at a junction with [[Ontario Highway 533|Highway 533]]. The highway then parallels the Ottawa River through a mountainous region, first passing through the villages of [[Stonecliffe]] and [[Rolphton]] before arriving in [[Deep River, Ontario|Deep River]], a [[planned community]] developed as part of the [[Manhattan Project]]. It then passes through [[Chalk River]] and enters [[Canadian Forces Base Petawawa]].
East of North Bay, Highway 17 meets [[Ontario Highway 94|Highway 94]], thereafter travelling alongside the [[Mattawa River]] to its [[confluence]] with the [[Ottawa River]] in [[Mattawa, Ontario|Mattawa]], where it meets [[Ontario Highway 533|Highway 533]] at a [[roundabout]]. The highway then parallels the Ottawa River through a mountainous region, first passing through the villages of [[Stonecliffe]] and [[Rolphton]] before arriving in [[Deep River, Ontario|Deep River]], a [[planned community]] developed as part of the [[Manhattan Project]]. It then passes through [[Chalk River]] and enters [[Canadian Forces Base Petawawa]].


Beginning at the southern end of the army base, Highway&nbsp;17 follows the ''Pembroke Bypass'', bypassing west of [[Petawawa]] and [[Pembroke, Ontario|Pembroke]], where it intersects [[Ontario Highway 41|Highway&nbsp;41]]. The bypass ends at [[Renfrew County Road 40]], north of [[Muskrat Lake]]. The highway then travels south through the town of [[Cobden, Ontario|Cobden]]. It follows a bypass east of [[Renfrew, Ontario|Renfrew]] and meets [[Ontario Highway 60|Highway&nbsp;60]]. Highway&nbsp;17 curves east and passes north of Alexander Stewart Provincial Park. Approximately {{convert|500|m|abbr=on}} east of Campbell Drive, just northwest of Arnprior, the highway divides and widens to four lanes, at which point Highway&nbsp;17 ends and Highway&nbsp;417 begins.
Beginning at the southern end of the army base, Highway&nbsp;17 follows the ''Pembroke Bypass'', bypassing west of [[Petawawa]] and [[Pembroke, Ontario|Pembroke]], where it intersects [[Ontario Highway 41|Highway&nbsp;41]]. The bypass ends at [[Renfrew County Road 40]], north of [[Muskrat Lake]]. The highway then travels south through the town of [[Cobden, Ontario|Cobden]]. It follows a bypass east of [[Renfrew, Ontario|Renfrew]] and meets [[Ontario Highway 60|Highway&nbsp;60]]. Highway&nbsp;17 curves east and passes north of Alexander Stewart Provincial Park. Approximately {{convert|200|m|abbr=on}} west of Scheel Drive, {{convert|6|km|abbr=on}} west of Arnprior, the highway divides and widens to four lanes, at which point Highway 417 begins. A disconnected section of Highway 17 still exists within the City of Ottawa, between Ottawa Road 29 and Grants Side Road, travelling parallel to Highway 417. However, it is likely to be downgraded, becoming an extension of Ottawa Road 117.
[[File:Hwy 17 Echo Bay.jpg|thumb|right|One of the few short sections of 4-lane divided Highway 17 between Echo Bay and [[Desbarats, Ontario|Desbarats]]]]
[[File:Hwy 17 Echo Bay.jpg|thumb|right|One of the few short sections of 4-lane divided Highway 17 between Echo Bay and [[Desbarats, Ontario|Desbarats]]]]


=== Business routes ===
=== Business routes ===
{{Further|Ontario Highway 17B}}
Highway 17 used to have a number of [[business route]]s, all but one of which have been decommissioned. All were at one time the primary route of Highway 17 through their respective locations, and were given the business route designation following the construction or designation of a newer [[bypass (road)|bypass]] alignment.
For many decades, Highway&nbsp;17 had five [[business route]]s. All were at one time the primary route of Highway&nbsp;17 through their respective locations, and were given the [[Ontario Highway 17B|Highway&nbsp;17B]] business route designation following the construction or designation of a newer [[bypass (road)|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&nbsp;17B route was created in the [[Garden River First Nation]].
*[[Highway 17B (Ottawa)]]
*[[Highway 17B (North Bay)]]
*[[Highway 17B (Thessalon)]]
*[[Highway 17B (Sault Ste. Marie)]]
*[[Highway 17B (Thunder Bay)]]


== Future ==
== Future ==
{{See also|Ontario Highway 417}}
{{See also|Ontario Highway 417}}


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 [[freeway]]. Although no comprehensive conversion plan is currently in place, planning and construction projects are now underway at a number of locations along the highway.
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 [[freeway]]. Although no comprehensive conversion plan is currently in place, planning and construction projects are now underway at a number of locations along the highway.


[[Sault Ste. Marie (electoral district)|Sault Ste. Marie]] MPP [[David Orazietti]] has spearheaded a petition to have the entire highway four-laned from Arnprior to Sault Ste. Marie,<ref>[http://www.4lane17.com/ 4 Lane 17]</ref> 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, Ontario|North Bay]], and ultimately the entire length of the highway throughout [[Northern Ontario]].<ref>[http://www.thedailyobserver.ca/ArticleDisplay.aspx?archive=true&e=2456774 "Cheryl Gallant pushing highway expansion"]. ''[[Pembroke Observer]]'', February 2010.</ref>
[[Sault Ste. Marie (federal electoral district)|Sault Ste. Marie]] MPP [[David Orazietti]] has spearheaded a petition to have the entire highway four-laned from Arnprior to Sault Ste. Marie,<ref>{{cite web|url=http://www.4lane17.com/|title=4 Lane 17|website=4lane17.com|access-date=10 April 2018|archive-url=https://web.archive.org/web/20161013014204/http://www.4lane17.com/|archive-date=13 October 2016|url-status=dead}}</ref> 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 (federal electoral district)|Renfrew—Nipissing—Pembroke]], has also advocated the four-laning of the highway through the [[Ottawa Valley]] toward [[North Bay, Ontario|North Bay]], and ultimately the entire length of the highway throughout [[Northern Ontario]].<ref>[http://www.thedailyobserver.ca/ArticleDisplay.aspx?archive=true&e=2456774 "Cheryl Gallant pushing highway expansion"]. ''[[Pembroke Observer]]'', February 2010.</ref>


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 [[Ontario Highway 11|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.<ref>"Four-Laning". ''Temiskaming Speaker'', December 2, 2009.</ref>
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 [[Ontario Highway 11|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.<ref>"Four-Laning". ''Temiskaming Speaker'', December 2, 2009.</ref>


=== Renfrew County ===
=== Renfrew County ===
[[File:Cobdenpic.jpg|thumb|A new route east of [[Cobden, Ontario|Cobden]] has been selected by the [[Ministry of Transportation of Ontario|MTO]]]]
[[File:Cobdenpic.jpg|thumb|A new route east of [[Cobden, Ontario|Cobden]] has been selected by the [[Ministry of Transportation of Ontario|MTO]]]]
Studies are underway on the extension of Highway 417 through the [[Ottawa Valley]] region from its current terminus at [[Arnprior, Ontario|Arnprior]] to [[Petawawa, Ontario|Petawawa]]. From Arnprior to [[Haley Station, Ontario|Haley Station]] and from [[Meath, Ontario|Meath]] to Petawawa, the proposed freeway route largely follows the existing alignment — in these areas, the current highway route largely avoids existing communities, and thus a second set of lanes can be easily added alongside the existing route. Within the township of [[Whitewater Region, Ontario|Whitewater Region]], however, a new alignment is planned several kilometres east of the existing road in order to bypass communities such as [[Cobden, Ontario|Cobden]].{{citation needed|date=December 2012}}
Studies are underway on the extension of Highway 417 through the [[Ottawa Valley]] region from its current terminus at [[Arnprior, Ontario|Arnprior]] to [[Petawawa, Ontario|Petawawa]]. From Arnprior to [[Haley Station, Ontario|Haley Station]] and from [[Meath, Ontario|Meath]] to Petawawa, the proposed freeway route largely follows the existing alignment — in these areas, the current highway route largely avoids existing communities, and thus a second set of lanes can be easily added alongside the existing route. Within the township of [[Whitewater Region, Ontario|Whitewater Region]], however, a new alignment is planned several kilometres east of the existing road in order to bypass communities such as [[Cobden, Ontario|Cobden]].<ref>[http://www.thedailyobserver.ca/2012/11/01/417-widening-is-going-to-take-forever "County council talks 417 widening"]. ''[[Pembroke Daily Observer]]'', November 1, 2012.</ref>

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.<ref>[https://www.insideottawavalley.com/news-story/7492558-province-confirms-design-plans-for-highway-17-expansion-in-renfrew-county/ "Province confirms design plans for Highway 17 expansion in Renfrew County"]. ''Inside Ottawa Valley'', August 8, 2017.</ref>


=== North Bay ===
=== North Bay ===
Planning studies have been completed for the conversion of Highway 17's alignment through North Bay to a full freeway, including an interchange with a new alignment of Highway 11 which would replace the existing Algonquin Avenue segment.<ref>[http://www.northernontariobusiness.com/Regional-News/North-Bay/MTO-maps-new-Highway-11-17-expressway.aspx "MTO maps new Highway 11-17 expressway"]. ''[[Northern Ontario Business]]'', March 11, 2008.</ref> Studies commenced on an extension of the four-lane route easterly to [[Bonfield, Ontario|Bonfield]] in early 2011,<ref>[http://www.nugget.ca/ArticleDisplay.aspx?e=2957216 "Exploring expansion: MTO studies Highway 17"]. ''[[North Bay Nugget]]'', February 3, 2011.</ref> and from [[Eau Claire Station, Ontario|Eau Claire Station]] to the [[Nipissing District]]-[[Renfrew County, Ontario|Renfrew County]] boundary in early 2012; further studies on the routes from Bonfield to Eau Claire Station and from North Bay to [[Cache Bay, Ontario|Cache Bay]] are expected to begin at a later date.
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.<ref>[http://www.northernontariobusiness.com/Regional-News/North-Bay/MTO-maps-new-Highway-11-17-expressway.aspx "MTO maps new Highway 11-17 expressway"]. ''[[Northern Ontario Business]]'', March 11, 2008.</ref> 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.<ref name=route6>[http://www.nugget.ca/2012/07/27/north-bay-expressway-footprint-updated "North Bay Expressway 'footprint' updated"]. ''[[North Bay Nugget]]'', July 27, 2012.</ref> The bypassed portion of the current route will be realigned to connect with Lansdowne Avenue.<ref name=route6/> 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.<ref name=route6/>

Studies commenced on an extension of the four-lane route easterly to [[Bonfield, Ontario|Bonfield]] in early 2011,<ref>[http://www.nugget.ca/ArticleDisplay.aspx?e=2957216 "Exploring expansion: MTO studies Highway 17"]. ''[[North Bay Nugget]]'', February 3, 2011.</ref> and from [[Eau Claire Station, Ontario|Eau Claire Station]] to the [[Nipissing District]]-[[Renfrew County, Ontario|Renfrew County]] boundary in early 2012; further studies on the routes from Bonfield to Eau Claire Station and from North Bay to [[Cache Bay, Ontario|Cache Bay]] are expected to begin at a later date.


=== Sudbury ===
=== Sudbury ===
As the extension of Highway&nbsp;400 approaches Sudbury, with planned completion in 2021, the MTO began a route planning and environmental assessment study on Highway&nbsp;17 easterly from Highway&nbsp;69 to [[Markstay, Ontario|Markstay]] in 2010;<ref>[http://www.highway17sudburytomarkstay.ca/ Highway&nbsp;17 Route Planning Study: Sudbury to Markstay]. Stantec Consulting.</ref> studies for the segment from Highway&nbsp;69 westerly to the existing freeway in Walden were completed in 2007. Current proposals, though only initial, involve extending the terminus of the freeway segment of Highway&nbsp;69 southeast of Sudbury northward to meet Highway&nbsp;17. Portions of the Southeast Bypass will be utilized for this new freeway, but several possible corridors have been identified east of there. Original plans called for the possibility of a new multi-level interchange east of Highway&nbsp;69 in the [[Lake Laurentian Conservation Area]].<ref>{{cite report
As the extension of [[Ontario Highway 400|Highway&nbsp;400]] approaches Sudbury, the MTO began a route planning and environmental assessment study on Highway&nbsp;17 easterly from Highway&nbsp;69 to [[Markstay, Ontario|Markstay]] in 2010;<ref>[http://www.highway17sudburytomarkstay.ca/ Highway&nbsp;17 Route Planning Study: Sudbury to Markstay] {{webarchive|url=https://web.archive.org/web/20110706182558/http://www.highway17sudburytomarkstay.ca/ |date=2011-07-06 }}. Stantec Consulting.</ref> studies for the segment from Highway&nbsp;69 westerly to the existing freeway in Walden were completed in 2007. The current route plan involves twinning the existing Southeast Bypass to its terminus, along with the construction of a new four-lane route north of Coniston and Wahnapitae.


Original plans called for a new multi-level interchange with Highway&nbsp;69 in the [[Lake Laurentian Conservation Area]].<ref>{{cite report
| title = Route Planning and Environmental Assessment Study, Public Information Centre #1
| title = Route Planning and Environmental Assessment Study, Public Information Centre #1
| author = [[Stantec]]
| author = [[Stantec]]
Line 449: Line 456:
| date = January 26, 2011
| date = January 26, 2011
| url = http://www.greatersudbury.ca/agendas/index.cfm?pg=feed&action=file&attachment=5101.pdf
| url = http://www.greatersudbury.ca/agendas/index.cfm?pg=feed&action=file&attachment=5101.pdf
| accessdate = February 22, 2011}}</ref>
| access-date = February 22, 2011}}</ref>
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 to a full freeway which would meet Highway 17 at the existing interchange.<ref>{{cite report
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.<ref>{{cite report
|title = Route Planning and Environmental Assessment Study, Public Information Centre #3
|author = [[Stantec]]
|publisher = Ministry of Transportation of Ontario
|date = April 16, 2013
|url = http://www.highway17sudburytomarkstay.ca/pic3.htm
|access-date = July 23, 2013
|archive-url = https://web.archive.org/web/20130923021641/http://highway17sudburytomarkstay.ca/pic3.htm
|archive-date = September 23, 2013
|url-status = dead
}}</ref>


Preliminary route planning studies have also been completed on the freeway's westerly extension to [[McKerrow, Ontario|McKerrow]], near [[Espanola, Ontario|Espanola]], but no construction schedule has been announced to date. However, the first phase of this route, extending the existing freeway from [[Greater Sudbury Road 55|Municipal Road 55]] in Sudbury for six kilometres farther west through the [[Walden, Ontario|Den-Lou]] neighbourhood, is currently in the detail design phase.
| title = Route Planning and Environmental Assessment Study, Public Information Centre #3
| author = [[Stantec]]
| publisher = Ministry of Transportation of Ontario
| date = April 16, 2013
| url = http://www.highway17sudburytomarkstay.ca/pic3.htm
| accessdate = July 23, 2013}}</ref>

Preliminary route planning studies have also been completed on the freeway's westerly extension to [[McKerrow, Ontario|McKerrow]], near [[Espanola, Ontario|Espanola]], but no construction schedule has been announced to date. However, the first phase of this route, extending the existing freeway from [[Greater Sudbury Road 55|Municipal Road 55]] in Sudbury for six kilometers farther west through the [[Walden, Ontario|Den-Lou]] neighbourhood, is currently in the detail design phase.


=== Sault Ste. Marie ===
=== Sault Ste. Marie ===
At [[Sault Ste. Marie, Ontario|Sault Ste. Marie]], the expressway segment currently ends six kilometres short of its eventual terminus at Black Road and Second Line, as an agreement has yet to be reached with the Batchawana First Nation regarding land use through [[Rankin Location 15D, Ontario|Rankin]]. Completion of the segment is not currently expected until at least 2015. In the interim, highway traffic travels between the expressway and the current highway alignment through Sault Ste. Marie by means of the previously planned northerly extension of Trunk Road.<ref>[http://maps.google.ca/maps?client=firefox-a&rls=org.mozilla:en-US:official&hl=en&tab=wl Google Maps]</ref>
At [[Sault Ste. Marie, Ontario|Sault Ste. Marie]], the expressway segment currently ends six kilometres short of its eventual terminus at Black Road and Second Line, as an agreement has yet to be reached with the Batchawana First Nation regarding land use through [[Rankin Location 15D, Ontario|Rankin]]. The completion date for this segment is not currently known. In the interim, highway traffic travels between the expressway and the current highway alignment through Sault Ste. Marie by means of the previously planned northerly extension of Trunk Road.<ref>{{cite web|url=http://maps.google.ca/maps?client=firefox-a&rls=org.mozilla:en-US:official&hl=en&tab=wl|title=Google Maps|website=Google Maps|access-date=10 April 2018}}</ref>


The former segment of Highway 17 through [[Garden River First Nation|Garden River]] was initially redesignated as part of [[Ontario Highway 638|Highway 638]], although the Garden River First Nation disputed this designation and insisted that the highway be renamed [[Ontario Highway 17B|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 [[toll road|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.<ref>[http://www.saultstar.com/ArticleDisplay.aspx?e=2434318 "Province mum on legality of toll on Hwy. 17E"]. ''[[Sault Star]]'', February 5, 2010.</ref>
The former segment of Highway 17 through [[Garden River First Nation|Garden River]] was initially redesignated as part of [[Ontario Highway 638|Highway 638]], although the Garden River First Nation disputed this designation and insisted that the highway be renamed [[Ontario Highway 17B|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 [[toll road|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.<ref>[http://www.saultstar.com/ArticleDisplay.aspx?e=2434318 "Province mum on legality of toll on Hwy. 17E"]{{Dead link|date=April 2020 |bot=InternetArchiveBot |fix-attempted=yes }}. ''[[Sault Star]]'', February 5, 2010.</ref>


In February 2011, the Ministry of Transportation announced that the expressway's current level intersection at Highway 638 in Echo Bay will be upgraded to a full interchange.<ref>[http://www.saultstar.com/ArticleDisplay.aspx?e=2961003 "It's official: Hwy. 638 to get interchange at bypass"]. ''[[Sault Star]]'', February 4, 2011.</ref>
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.<ref>[http://www.saultstar.com/ArticleDisplay.aspx?e=2961003 "It's official: Hwy. 638 to get interchange at bypass"]. ''[[Sault Star]]'', February 4, 2011.</ref>


=== Thunder Bay and Kenora ===
=== Thunder Bay and Kenora ===
[[File:11-17 NipigonBridge Sep18 wiki.jpg|thumb|The [[Nipigon River Bridge]], of the cable stayed design, carries Highway 11/17 over the Nipigon River.]]
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.<ref>[http://www.mndm.gov.on.ca/MNDM/pub/newrel/NRView.asp?NRNUM=265&NRYear=2003&NRLAN=EN&NRID=3127 "McGuinty Government Secures Partnership To Improve Northern Highways"], [[Ministry of Northern Development and Mines (Ontario)|MNDM]], November 21, 2003.</ref>
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.<ref>[http://www.mndm.gov.on.ca/MNDM/pub/newrel/NRView.asp?NRNUM=265&NRYear=2003&NRLAN=EN&NRID=3127 "McGuinty Government Secures Partnership To Improve Northern Highways"], [[Ministry of Northern Development and Mines (Ontario)|MNDM]], November 21, 2003.</ref>


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.<ref>{{cite web|url=http://www.chroniclejournal.com/stories_local.php?id=124467 |title=Local News |publisher=The Chronicle-Journal |date= |accessdate=2010-12-29}}</ref> On May 1, 2009 the federal and provincial government announced that twinning of Highway 11/17 would begin in 2010.<ref>{{cite web|url=http://www.mndm.gov.on.ca/news/NRView.asp?NRNUM=73&NRYear=2009&NRLAN=EN&NRID=5427 |title=News &#124; Ministry of Northern Development, Mines and Forestry |publisher=Mndm.gov.on.ca |date= |accessdate=2010-12-29}}</ref>
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.<ref>{{cite web|url=http://www.chroniclejournal.com/stories_local.php?id=124467 |title=Local News |publisher=The Chronicle-Journal |access-date=2010-12-29}}</ref> On May 1, 2009 the federal and provincial government announced that twinning of Highway 11/17 would begin in 2010.<ref>{{cite web|url=http://www.mndm.gov.on.ca/news/NRView.asp?NRNUM=73&NRYear=2009&NRLAN=EN&NRID=5427 |title=News {{pipe}} Ministry of Northern Development, Mines and Forestry |publisher=Mndm.gov.on.ca |access-date=2010-12-29}}</ref>
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.<ref>{{cite web|url=http://www.news.ontario.ca/opo/en/2009/05/northern-highway-improvements-around-the-corner.html |title=Northern Highway Improvements Around The Corner |publisher=News.ontario.ca |date= |accessdate=2010-12-29}}</ref>
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.<ref>{{cite web|url=http://www.news.ontario.ca/opo/en/2009/05/northern-highway-improvements-around-the-corner.html |title=Northern Highway Improvements Around The Corner |publisher=News.ontario.ca |access-date=2010-12-29}}</ref> Construction to twin the highway between Ouimet and [[Dorion, Ontario|Dorion]] northeast of Thunder Bay is currently underway.{{cn|date=November 2021}}

On November{{nbsp}}19, 2021, the first contracts for the twinning of Highway{{nbsp}}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 [[Ontario Highway 673|Highway&nbsp;673]].<ref>{{cite news
| first = Charles | last = Lefebvre
| title = Ontario moves forward on twinning highway between Manitoba border and Kenora
| work = [[CTV News]]
| location = [[Winnipeg]]
| url = https://winnipeg.ctvnews.ca/ontario-moves-forward-on-twinning-highway-between-manitoba-border-and-kenora-1.5673904
| access-date = November 19, 2021}}</ref>


== Major intersections ==
== Major intersections ==
{{ONinttop|maint=MTO|length_ref=<ref name="km">{{cite web
{{ONinttop|exit|maint=MTO|length_ref=<ref name="km">{{cite web
|title = Annual Average Daily Traffic (AADT) counts

|author = Ministry of Transportation of Ontario
| title = Annual Average Daily Traffic (AADT) counts
| author = Ministry of Transportation of Ontario
|year = 2008
|url = http://www.raqsb.mto.gov.on.ca/techpubs/TrafficVolumes.nsf/tvweb?OpenForm&Seq=5
| year = 2008
|access-date = February 16, 2011
| url = http://www.raqsb.mto.gov.on.ca/techpubs/TrafficVolumes.nsf/tvweb?OpenForm&Seq=5
|archive-url = https://web.archive.org/web/20110706192209/http://www.raqsb.mto.gov.on.ca/techpubs/TrafficVolumes.nsf/tvweb?OpenForm&Seq=5
| accessdate = February 16, 2011}}</ref>|append=Rail and river crossings noted by the ministry are included for remote areas.}}
|archive-date = July 6, 2011
{{jctgap
| col = 6
|url-status = dead
}}</ref>|append=Rail and river crossings noted by the ministry are included for remote areas.}}
| text = <center>Continues as [[File:Manitoba Highway 1.svg|18px|alt=|link=]]&nbsp;[[Manitoba Highway 1]] west towards [[Winnipeg]] </center>
}}
{{ONint
{{ONint
| division = Kenora
| division = Kenora
| dspan = 22
| dspan = 23
| location_special = &#32;
| location_special = [[Unorganized Kenora District|Unorganized Kenora]]
| lspan = 2
| lspan = 5
| exit = —
| type = trans
| km = 0.0
| km = 0.0
| road = {{jct|province=MB|TCH|1|dir1=west|city1=Winnipeg}}
| bridge = '''Ontario&ndash;[[Manitoba]] boundary
| notes = Continuation into [[Manitoba]]
}}
{{ONint
| exit = &nbsp;
| espan = 24
| km = 6.5
| road = {{jcon|Hwy|673|dir=south}}
| notes = Access to [[Shoal Lake 40 First Nation]]
}}
}}
{{ONint
{{ONint
Line 500: Line 528:
}}
}}
{{ONint
{{ONint
| location = Kenora
| lspan = 3
| km = 37.6
| km = 37.6
| km2 = 39.6
| km2 = 39.6
| road = {{jcon|Hwy|17A|Kenora Bypass|dir=east|town=Thunder Bay}}
| road = {{jcon|Hwy|17A|name=Kenora Bypass|dir=east|city=Thunder Bay}}
| notes = Through traffic follows Highway 17A.
| notes = Through traffic follows Highway&nbsp;17A
}}
}}
{{ONint
{{ONint
| km = 40.4
| km = 40.4
| road = {{jcon|Hwy|641|Laclu Road}}
| road = {{jcon|Hwy|641|dir=north|Laclu Road}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| location = Kenora
| km = 43.4
| km = 43.4
| km2 = 63.0
| km2 = 63.0
Line 518: Line 545:
}}
}}
{{ONint
{{ONint
| location_special = &#32;
| location_special = [[Unorganized Kenora District|Unorganized Kenora]]
| lspan = 2
| lspan = 2
| km = 67.8
| km = 67.8
| km2 = 68.1
| km2 = 68.1
| road = {{jcon|Hwy|17A|Kenora Bypass|dir=west}} – [[Winnipeg]]
| road = {{jcon|Hwy|17A|name=Kenora Bypass|dir=west|city=[[Winnipeg]]}}
| notes = Through traffic follows Highway 17A.
| notes = Through traffic follows Highway&nbsp;17A
}}
}}
{{ONint
{{ONint
| km = 72.2
| km = 72.2
| road = {{jct|state=ON|Hwy|71|TCH|dir1=south|city1=Rainy River|city2=Fort Frances|location3=[[International Falls, Minnesota|International Falls]]}}
| road = {{jcon|Hwy|71|tch=y|dir=south|town=Sioux Narrows|town2=Nestor Falls}}, [[Fort Frances, Ontario|Fort Frances]]
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| location = Vermillion Bay
| location = Machin
| lspan = 2
| lspan = 3
| km = 144.6
| km = 144.6
| road = {{jcon|Hwy|647|dir=north|Vermillion Bay Road}}
| road = {{jcon|Hwy|647|dir=north|Blue Lake Road}}
| notes =
| notes = [[Vermilion Bay, Ontario|Vermillion Bay]]
| nspan = 2
}}
}}
{{ONint
{{ONint
| km = 146.6
| km = 146.6
| road = {{jcon|Hwy|105|dir=north|Red Lake Road|town=Red Lake}}
| road = {{jcon|Hwy|105|dir=north|Red Lake Road|town=Red Lake}}
| notes =
| notes = none
}}
}}
{{ONint
{{ONint
| location_special = &#32;
| lspan = 2
| km = 160.9
| km = 160.9
| road = {{jcon|Hwy|594|dir=south|Five Acres Rest}}
| road = {{jcon|Hwy|594|dir=east|Five Acres Rest}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| location_special = [[Unorganized Kenora District|Unorganized Kenora]]
| lspan = 2
| km = 173.8
| km = 173.8
| road = {{jcon|Hwy|605|dir=north}}
| road = {{jcon|Hwy|605|dir=north}}
Line 555: Line 583:
}}
}}
{{ONint
{{ONint
| location = Dryden
| lspan = 6
| km = 185.1
| km = 185.1
| road = {{jcon|Hwy|665|Richan Road|dir=north}}
| road = {{jcon|Hwy|665|Richan Road|dir=north}}
Line 562: Line 588:
}}
}}
{{ONint
{{ONint
| location = Dryden
| lspan = 5
| km = 186.5
| km = 186.5
| bridge = Dryden connecting link agreement begins
| bridge = Dryden connecting link agreement begins
Line 567: Line 595:
{{ONint
{{ONint
| km = 189.6
| km = 189.6
| road = {{jcon|Hwy|601|Colonization Avenue North}}
| road = {{jcon|Hwy|601|dir=north|Colonization Avenue}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| km = 189.9
| km = 189.9
| road = {{jcon|Hwy|594|Duke Street}}
| road = {{jcon|Hwy|594|dir=west|Duke Street}}
| notes =
| notes =
}}
}}
Line 581: Line 609:
{{ONint
{{ONint
| km = 194.6
| km = 194.6
| road = {{jcon|Hwy|601|Airport Road|town=Rice Lake}}
| road = {{jcon|Hwy|601|dir=north|Airport Road|town=Rice Lake}}
| notes =
| notes =
}}
}}
Line 593: Line 621:
| location = Borups Corners
| location = Borups Corners
| km = 228.8
| km = 228.8
| road = {{jcon|Hwy|603|town=Dyment}}
| road = {{jcon|Hwy|603|dir=north|town=Dyment}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| location_special = &#32;
| location_special = [[Unorganized Kenora District|Unorganized Kenora]]
| km = 238.3
| km = 238.3
| road = {{jcon|Hwy|622|dir=south|town=Atikokan}}
| road = {{jcon|Hwy|622|dir=south|town=Atikokan}}
Line 609: Line 637:
}}
}}
{{ONint
{{ONint
| location_special = &#32;
| location_special = [[Unorganized Kenora District|Unorganized Kenora]]
| lspan = 3
| km = 307.2
| km = 307.2
| bridge = [[Gulliver River]] bridge
| bridge = [[Gulliver River]] bridge
Line 616: Line 643:
{{ONint
{{ONint
| division = Thunder Bay
| division = Thunder Bay
| dspan = 32
| dspan = 29
| location_special = [[Unorganized Thunder Bay District|Unorganized Thunder Bay]]
| lspan = 2
| km = 366.1
| km = 366.1
| bridge = Sheba [[Canadian Pacific|CPR]] underpass
| bridge = Sheba [[Canadian Pacific|CPR]] underpass
Line 623: Line 652:
| km = 386.8
| km = 386.8
| bridge = Little Firesteel River bridge
| bridge = Little Firesteel River bridge
}}
{{ONint
| location = Upsala
| km = 404.1
| road =
| notes = [[Inwood Provincial Park]] entrance
}}
}}
{{ONint
{{ONint
| location = Shabaqua Corners
| location = Shabaqua Corners
| exit = &nbsp;
| km = 474.9
| km = 474.9
| type = concur
| type = concur
| road = {{jct|state=ON|Hwy|11|TCH|dir1=west|city1=Fort Frances|city2=Rainy River}}
| road = {{jcon|Hwy|11|tch=y|dir=west|town=Atikokan|town2=Fort Frances|[[MOM's Way]]}}
| notes = Western end of Highway 11 Thunder Bay concurrency
| notes = Western end of Highway&nbsp;11 Thunder Bay concurrency
}}
}}
{{ONint
{{ONint
| location = &nbsp;
| location = Sunshine
| exit = &nbsp;
| espan = 6
| km = 495.9
| km = 495.9
| road = {{jcon|Hwy|102|Dawson Road|dir=east}}
| road = {{jcon|Hwy|102|[[Dawson Road]]|dir=east}}
| notes =
| notes = {{jcon|Hwy|102|ot=y}} western terminus
}}
}}
{{ONint
{{ONint
| location = Kakabeka Falls
| location = Oliver Paipoonge
| lspan = 3
| km = 511.1
| km = 511.1
| road = {{jcon|Hwy|590|Hymers Road|dir=|town=}}
| road = {{jcon|Hwy|590|Hymers Road}}
| notes =
| notes = [[Kakabeka Falls]]
}}
}}
{{ONint
{{ONint
| location = &nbsp;
| lspan = 2
| km = 517.4
| km = 517.4
| road = {{jcon|Hwy|588|dir=south|town=Stanley}}
| road = {{jcon|Hwy|588|dir=south|town=Stanley}}
Line 659: Line 684:
| km = 526.8
| km = 526.8
| road = {{jcon|Hwy|130|Arthur Street West|town=Rosslyn}}
| road = {{jcon|Hwy|130|Arthur Street West|town=Rosslyn}}
| notes = Former alignment of Highway 11/17
| notes = Former {{jcon|Hwy|11|con=17|ot=y}} alignment
}}
}}
{{Jctint
{{ONint
| location_special = [[Thunder Bay]]
| location = Thunder Bay
| lspan = 5
| lspan = 3
| km = 539.0
| km = 539.0
| road = {{jcon|Hwy|61|[[Thunder Bay Expressway]]|dir=south|city=[[Duluth, Minnesota|Duluth]]}}<hr/>[[Harbour Expressway]] east
| mspan = 2
| road = {{jcon|Hwy|61|[[Thunder Bay Expressway]]|dir=south}} – [[Duluth, Minnesota]]<hr>[[Harbour Expressway]] east
| notes = {{jcon|Hwy|11|con=17|ot=y}} follow Thunder Bay Expressway; [[MOM's Way]] eastern terminus
| notes = Highway 11/17 branches north
}}
{{Jctgap
| text = West end of [[Thunder Bay Expressway]]
}}
}}
{{ONint
{{ONint
| km = 545.0
| km = 545.0
| road = {{jcon|Hwy|102|Dawson Road|dir=west|town=Kaministiquia}}
| road = {{jcon|Hwy|102|[[Dawson Road]]|dir=west|town=Kaministiquia}}
| notes =
| notes = {{jcon|Hwy|102|ot=y}} eastern terminus
}}
}}
{{Jctint
{{ONint
| exit = —
| km = 551.4
| km = 551.4
| mspan = 2
| road = Hodder Avenue&nbsp;/ Copenhagen Road
| notes = Former {{jcon|Hwy|11B|con=17B|dir=west|nosh=y}}; eastern end of [[Thunder Bay Expressway]]
| road = Hodder Avenue / Copenhagen Road
| notes = Former {{jcon|Hwy|17B|con=11B|dir=south}}
}}
{{Jctgap
| text = East end of [[Thunder Bay Expressway]]
}}
}}
{{ONint
{{ONint
| location = &nbsp;
| location = Shuniah
| lspan = 5
| lspan = 2
| exit = &nbsp;
| espan = 7
| km = 555.2
| km = 555.2
| road = {{jcon|Hwy|527|dir=north|town=Armstrong}}
| road = {{jcon|Hwy|527|dir=north|town=Armstrong}}
Line 699: Line 719:
}}
}}
{{ONint
{{ONint
| location_special = [[Unorganized Thunder Bay District|Unorganized Thunder Bay]]
| lspan = 2
| km = 621.5
| km = 621.5
| road = {{jcon|Hwy|582|Hurkett Road|dir=east|town=Hurkett}}
| road = {{jcon|Hwy|582|Hurkett Road|dir=east|town=Hurkett}}
Line 709: Line 731:
}}
}}
{{ONint
{{ONint
| location = Red Rock
| km = 641.3
| km = 641.3
| road = {{jcon|Hwy|628|dir=east|town=Red Rock}}
| road = {{jcon|Hwy|628|dir=east|town=Red Rock}}
Line 726: Line 749:
{{ONint
{{ONint
| km = 655.0
| km = 655.0
| exit = &nbsp;
| type = concur
| type = concur
| road = {{jct|state=ON|Hwy|11|TCH||dir1=east|city1=Greenstone|city2=Cochrane}}
| road = {{jcon|Hwy|11|tch=y|dir=east|town=Greenstone|city2=Cochrane}}
| notes = Eastern end of Highway 11 Thunder Bay concurrency
| notes = Eastern end of Highway&nbsp;11 Thunder Bay concurrency
}}
}}
{{ONint
{{ONint
| location_special = &#32;
| location_special = [[Unorganized Thunder Bay District|Unorganized Thunder Bay]]
| lspan = 2
| lspan = 2
| km = 699.2
| km = 699.2
| exit = &nbsp;
| espan = 24
| bridge = Little Gravel River bridge
| bridge = Little Gravel River bridge
}}
}}
Line 747: Line 773:
}}
}}
{{ONint
{{ONint
| location = Terrace Bay
| location_special = &#32;
| lspan = 2
| lspan = 3
| km = 748.6
| km = 748.6
| bridge = Heron Bay CPR underpass
| bridge = Heron Bay CPR underpass
Line 757: Line 783:
}}
}}
{{ONint
{{ONint
| location = Terrace Bay
| km = 759.1
| km = 759.1
| bridge = Terrace Bay CPR underpass
| bridge = Terrace Bay CPR underpass
}}
}}
{{ONint
{{ONint
| location_special = &#32;
| location_special = [[Unorganized Thunder Bay District|Unorganized Thunder Bay]]
| lspan = 5
| lspan = 2
| km = 785.7
| km = 785.7
| bridge = Steel River bridge
| bridge = Steel River bridge
Line 772: Line 797:
}}
}}
{{ONint
{{ONint
| location = Marathon
| lspan = 2
| km = 835.4
| km = 835.4
| road = Peninsula Road &ndash; [[Marathon, Ontario|Marathon]]
| road = Peninsula Road
| notes = Formerly [[Ontario Highway 626|Highway 626]]
| notes = Formerly {{jcon|Hwy|626|dir=south|nosh=y}}
}}
}}
{{ONint
{{ONint
| km = 842.1
| km = 842.1
| road = {{jcon|Hwy|627|dir=south|Heron Bay Road}}
| road = {{jcon|Hwy|627|dir=south|town=Heron Bay|town2=Pic River}}, [[Pukaskwa National Park]]
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| location_special = [[Unorganized Thunder Bay District|Unorganized Thunder Bay]]
| km = 875.3
| km = 875.3
| road = {{jcon|Hwy|614|dir=north|Manitouwadge Road}}
| road = {{jcon|Hwy|614|dir=north|Manitouwadge Road}}
Line 787: Line 815:
}}
}}
{{ONint
{{ONint
| division = Algoma District
| division = Algoma
| dspan = 25
| dspan = 25
| location = White River
| location = White River
Line 798: Line 826:
| km = 1015.6
| km = 1015.6
| road = {{jcon|Hwy|101|dir=east|city=Chapleau|city2=Timmins}}
| road = {{jcon|Hwy|101|dir=east|city=Chapleau|city2=Timmins}}
| notes = No year-round service including fuel between Wawa and Highway&nbsp;552 junction (200 km)
| notes =
}}
{{ONint
| location_special = [[Unorganized North Algoma District|Unorganized North Algoma]]
| lspan = 6
| km = 1028.6
| km2 = 1117.5
| bridge = Passes through [[Lake Superior Provincial Park]]
}}
}}
{{ONint
{{ONint
| location_special = &#32;
| lspan = 5
| km = 1120.9
| km = 1120.9
| bridge = [[Montreal River (Algoma–Sudbury, Ontario)|Montreal River]] bridge
| bridge = [[Montreal River (Algoma–Sudbury, Ontario)|Montreal River]] bridge
Line 833: Line 866:
{{ONint
{{ONint
| km = 1234.3
| km = 1234.3
| road = {{jcon|Hwy|550|Second Line|dir=west}}<br>{{jct|state=MI|I|75|to1=yes|dir1=south|location1=[[Sault Ste. Marie, Michigan]]}}<hr>Great Northern Road south
| road = {{jcon|Hwy|550|Second Line|dir=west}}<br/>{{jct|state=MI|I|75|to1=yes|location1=[[Sault Ste. Marie, Michigan|Sault Ste. Marie (MI)]]}}<hr/>Great Northern Road south
| notes = Former {{jcon|Hwy|17B|dir=south}}; Highway 17 branches east
| notes = Formerly {{jcon|Hwy|17B|dir=east|nosh=y}}
}}
{{ONint
| km = 1236.7
| road = Black Road
| notes = Highway 17 branches south
}}
}}
{{ONint
{{ONint
| km = 1239.3
| km = 1239.3
| road = Trunk Road<br>{{jct|state=MI|I|75|to1=yes|dir1=south|location1=[[Sault Ste. Marie, Michigan]]}}
| road = Trunk Road
| notes = Former {{jcon|Hwy|17B|dir=west}}; Highway 17 branches east
| notes = Formerly {{jcon|Hwy|17B|dir=west|nosh=y}}
}}
}}
{{ONint
{{ONint
Line 850: Line 878:
| bridge = End of Sault Ste. Marie connecting link agreement
| bridge = End of Sault Ste. Marie connecting link agreement
}}
}}
{{Jctint
{{ONint
| location_special = [[Garden River First Nation]]
| lspan = 2
| km = 1244.4
| km = 1244.4
| mspan = 2
| road = {{jcon|Hwy|17B|dir=east|town=Garden River}}
| road = {{jcon|Hwy|17B|dir=east|town=Garden River}}
| notes = Highway 17 branches northeast
| notes =
}}
}}
{{ONint
{{Jctplace
| location_special = [[Garden River First Nation]]
| km = none
| place = Beginning of divided expressway
| lspan = 2
| exit = —
| km = 1252.0
| road = Jardun Mine Road
| notes =
}}
}}
{{ONint
{{ONint
| exit = —
| location_special = [[Macdonald, Meredith and Aberdeen Additional]]
| lspan = 2
| km = 1253.5
| road = Noonday Drive
| notes =
}}
{{ONint
| location = Macdonald, Meredith and Aberdeen Additional
| exit = &nbsp;
| espan = 14
| km = 1260.3
| km = 1260.3
| road = {{jcon|Hwy|638|town=Echo Bay}}
| road = {{jcon|Hwy|638|town=Echo Bay}}
| notes =
| notes =
}}
}}
{{Jctint
{{ONint
| location_special = [[Macdonald, Meredith and Aberdeen Additional]]&ndash;[[Laird, Ontario|Laird]] boundary
| lspan = 1
| km = 1265.5
| km = 1265.5
| road = {{jcon|Hwy|17B|dir=west|Bar River Road}}
| road = {{jcon|Hwy|17B|dir=west|Bar River Road}}
Line 875: Line 913:
}}
}}
{{ONint
{{ONint
| location = Tarbutt
| location_special = &#32;
| lspan = 2
| km = 1280.7
| km = 1280.7
| road = {{jcon|Hwy|548|dir=south|town=St. Joseph Island}}
| road = {{jcon|Hwy|548|dir=south|town=St. Joseph Island}}
| notes =
| notes =
}}
{{ONint
| km = 1281.7
| bridge = <center>End of Divided expressway</center>
}}
}}
{{ONint
{{ONint
Line 900: Line 933:
| location_special = [[Huron Shores]]
| location_special = [[Huron Shores]]
| km = 1347.5
| km = 1347.5
| road = {{jcon|Hwy|546|dir=north|town=Iron Bridge}}
| road = {{jcon|Hwy|546|dir=north|town=}}
| notes =
| notes = [[Iron Bridge, Ontario|Iron Bridge]]
}}
}}
{{ONint
{{ONint
Line 914: Line 947:
| km = 1384.3
| km = 1384.3
| road = {{jcon|Hwy|538|dir=east}}
| road = {{jcon|Hwy|538|dir=east}}
| notes =
| notes = [[Algoma Mills, Ontario|Algoma Mills]]
}}
}}
{{ONint
{{ONint
| km = 1389.1
| km = 1389.1
| road = {{jcon|Hwy|538|dir=west|town=Algoma Mills}}
| road = {{jcon|Hwy|538|dir=west}}
| notes =
| notes =
}}
}}
Line 924: Line 957:
| km = 1403.7
| km = 1403.7
| road = {{jcon|Hwy|108|dir=north|Elliot Lake Road|city=Elliot Lake}}
| road = {{jcon|Hwy|108|dir=north|Elliot Lake Road|city=Elliot Lake}}
| notes =
| notes = [[Serpent River, Ontario|Serpent River]]
}}
}}
{{ONint
{{ONint
| division = Sudbury District
| division = Sudbury
| dspan = 2
| dspan = 15
| location_special = [[Sables-Spanish Rivers]]
| location_special = [[Sables-Spanish Rivers]]
| km = 1443.7
| km = 1443.7
| road = {{jcon|Hwy|553|dir=north|Imperial Street|town=Massey}}
| road = {{jcon|Hwy|553|dir=north|Imperial Street}}
| notes =
| notes = [[Massey, Ontario|Massey]]
}}
}}
{{ONint
{{ONint
Line 938: Line 971:
| km = 1469.6
| km = 1469.6
| road = {{jcon|Hwy|6|dir=south|town=Espanola}}, [[Manitoulin Island]]
| road = {{jcon|Hwy|6|dir=south|town=Espanola}}, [[Manitoulin Island]]
| notes =
| notes = [[McKerrow, Ontario|McKerrow]]
}}
{{ONint
| location = Greater Sudbury
| lspan = 10
| km = 1503.8
| road = {{jcon|Sudbury|4|dir=north|Fairbank Lake Road}}
| notes = Formerly {{jcon|Hwy|658|dir=north|nosh=y}}
}}
}}
{{ONint
{{ONint
| division = Greater Sudbury
| dspan = 7
| location_special = [[Walden, Ontario|Walden]] area
| lspan = 3
| km = 1505.9
| km = 1505.9
| road = {{jcon|Sudbury|55|town=Whitefish}}
| road = {{jcon|Sudbury|55|dir=east|town=Whitefish}}
| notes = Beginning of [[freeway]] segment; MR55 is the former alignment of Highway 17 through Sudbury.
| notes = Beginning of [[freeway]] segment; former {{jcon|Hwy|17|dir=east|ot=y}}
}}
}}
{{ONint
{{ONint
| exit = —
| km = 1520.5
| km = 1520.5
| road = {{jcon|Hwy|144|dir=north|Northwest Bypass|city=Timmins}}
| road = {{jcon|Hwy|144|dir=north|Northwest Bypass|city=Timmins}}
Line 955: Line 992:
}}
}}
{{ONint
{{ONint
| exit = —
| km = 1525.6
| km = 1525.6
| road = {{jcon|Sudbury|55|town=Lively}}
| road = {{jcon|Sudbury|55|town=Lively}}
| notes = End of freeway segment; beginning of [[Southwest and Southeast Bypasses (Sudbury)|Southwest Bypass]].
| notes = End of freeway segment; beginning of [[Southwest and Southeast Bypasses (Sudbury)|Southwest Bypass]]; former {{jcon|Hwy|17|ot=y}}
}}
}}
{{ONint
{{ONint
| exit = —
| location_special = [[Urban neighbourhoods of Sudbury|South End/McFarlane Lake]]
| lspan = 2
| km = 1535.5
| km = 1535.5
| road = {{jcon|Sudbury|80|Long Lake Road}}
| road = {{jcon|Sudbury|80|Long Lake Road}}
Line 967: Line 1,004:
}}
}}
{{ONint
{{ONint
| exit = —
| km = 1538.9
| km = 1538.9
| road = {{jcon|Sudbury|46|Regent Street|dir=North}}<br />{{jcon|Hwy|69|TCH|city=Toronto|dir=south}}
| road = {{jcon|Hwy|69|tch=y|city=Toronto|dir1=south}}<br/>{{jcon|Sudbury|46|Regent Street|dir=north}}
| notes = End of Southwest Bypass; beginning of [[Southwest and Southeast Bypasses (Sudbury)|Southeast Bypass]].
| notes = End of Southwest Bypass; beginning of [[Southwest and Southeast Bypasses (Sudbury)|Southeast Bypass]]
}}
}}
{{ONint
{{ONint
| exit = &nbsp;
| location_special = [[Nickel Centre]] area
| lspan = 2
| espan = 8
| km = 1550.0
| km = 1550.0
| road = {{jcon|Sudbury|55|Kingsway|town=Coniston}}
| road = {{jcon|Sudbury|55|dir=west|Kingsway}}
| notes = End of Southeast Bypass
| notes = End of Southeast Bypass; former {{jcon|Hwy|17|dir=west|ot=y}}
}}
}}
{{ONint
{{ONint
| km = 1558.1
| km = 1552.9
| road = {{jcon|Sudbury|537|town=Wahnapitae}}
| road = {{jcon|Sudbury|93|dir=south|Second Avenue|town=Coniston}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| division = Sudbury District
| km = 1553.4
| road = {{jcon|Sudbury|90|dir=north|Garson Coniston Road|town=Garson}}
| dspan = 3
| notes =
}}
{{ONint
| km = 1558.1
| road = {{jcon|Sudbury|537|dir=south|town=Wahnapitae}}
| notes = Formerly {{jcon|Hwy|537|dir=south|nosh=y}}
}}
{{ONint
| location_special = [[Markstay-Warren]]
| location_special = [[Markstay-Warren]]
| lspan = 3
| lspan = 3
| km = 1579.1
| km = 1579.1
| road = Markstay Road<br />Main Street
| road = Markstay Road&nbsp;/ Main Street
| notes = Future end of freeway segment in current expansion plans.
| notes = Future end of freeway segment in current expansion plans
}}
}}
{{ONint
{{ONint
| km = 1589.4
| km = 1589.4
| road = {{jcon|Hwy|535|town=Hagar}}
| road = {{jcon|Hwy|535|town=Rivière Veuve|town2=St. Charles}}, [[Noëlville, Ontario|Noëlville]]
| notes =
| notes = [[Hagar, Ontario|Hagar]]
}}
}}
{{ONint
{{ONint
| km = 1597.8
| km = 1597.8
| road = {{jcon|Hwy|539|dir=north|town=Warren}}
| road = {{jcon|Hwy|539|dir=north|town=River Valley}}
| notes =
| notes = [[Warren, Ontario|Warren]]
}}
}}
{{ONint
{{ONint
Line 1,006: Line 1,052:
| dspan = 13
| dspan = 13
| location_special = [[West Nipissing]]
| location_special = [[West Nipissing]]
| lspan = 6
| lspan = 5
| km = 1611.4
| km = 1611.4
| road = {{jcon|Hwy|575|dir=north}}
| road = {{jcon|Hwy|575|dir=north|town=Field}}
| notes =
| notes = [[Verner, Ontario|Verner]]
}}
}}
{{ONint
{{ONint
| exit = &nbsp;
| km = 1612.4
| km = 1612.4
| type = concur
| type = concur
| road = {{jcon|Hwy|64|dir=south}}
| road = {{jcon|Hwy|64|dir=south|town=Lavigne|town2=Noëlville}}
| notes = West end of Highway 64 concurrency
| notes = Western end of Highway&nbsp;64 concurrency
}}
}}
{{ONint
{{ONint
| exit = &nbsp;
| km = 1627.5
| km = 1627.5
| road = Leblanc Road
| road = Leblanc Road
| notes = Beginning of Sturgeon Falls connecting link agreement
| notes = Beginning of [[Sturgeon Falls]] connecting link agreement
}}
}}
{{ONint
{{ONint
| km = 1629.0
| km = 1629.0
| exit = &nbsp;
| type = concur
| type = concur
| road = {{jcon|Hwy|64|dir=north|town=Field}}
| road = {{jcon|Hwy|64|dir=north|town=Field}}
| notes = East end of Highway 64 concurrency
| notes = Eastern end of Highway&nbsp;64 concurrency
}}
}}
{{ONint
{{ONint
| km = 1629.9
| km = 1629.9
| exit = &nbsp;
| espan = 2
| road = Nipissing Street
| road = Nipissing Street
| notes = End of Sturgeon Falls connecting link agreement
| notes = End of Sturgeon Falls connecting link agreement
}}
}}
{{ONint
{{ONint
| location_special = [[Nipissing First Nation]]
| km = 1661.8
| km = 1661.8
| road = Main Street West
| road = {{jcon|Hwy|17B|dir=east|Main Street West}}
| notes = Formerly [[Ontario Highway 17B|Highway 17B]]
| notes =
}}
}}
{{ONint
{{ONint
Line 1,042: Line 1,094:
| lspan = 3
| lspan = 3
| type = concur
| type = concur
| exit = &nbsp;
| km = 1665.5
| km = 1665.5
| road = {{jct|state=ON|Hwy|11|TCH||dir1=north|name1=Algonquin Avenue|city1=Kirkland Lake}}
| road = {{jcon|Hwy|11|dir1=north|Algonquin Avenue|city=Timmins|city2=Cochrane|tch=y}}
| notes = West end of Highway 11 North Bay concurrency
| notes = Western end of Highway 11 North Bay concurrency; former {{jcon|Hwy|11B|dir=south|nosh=y}}
}}
}}
{{ONint
{{ONint
| km = 1667.8
| km = 1667.8
| road = {{jcon|Hwy|63|Trout Lake Road|town=Temiscaming}}
| exit = &nbsp;
| road = {{jcon|Hwy|63|Trout Lake Road / Cassels Street|dir=north|town=Temiscaming}}
| notes =
| notes = Formerly {{jcon|Hwy|17B|dir=west|nosh=y}}
}}
}}
{{ONint
{{ONint
| type = concur
| exit = &nbsp;
| km = 1669.6
| km = 1669.6
| type = concur
| road = {{jcon|Hwy|11|dir=south|city=Toronto}}
| road = {{jcon|Hwy|11|dir=south|city=Toronto}}
| notes = East end of Highway 11 North Bay concurrency
| notes = Eastern end of Highway&nbsp;11 North Bay concurrency; Highway&nbsp;11 exit&nbsp;344
}}
}}
{{ONint
{{ONint
| location_special = [[East Ferris]]
| location_special = [[East Ferris]]
| exit = &nbsp;
| espan = 26
| km = 1680.2
| km = 1680.2
| road = {{jcon|Hwy|94|town=Corbeil}}
| road = {{jcon|Hwy|94|dir=south|town=Corbeil}}
| notes =
| notes =
}}
}}
Line 1,066: Line 1,123:
| location = Bonfield
| location = Bonfield
| km = 1692.9
| km = 1692.9
| road = {{jcon|Hwy|531|Bonfield Road}}
| road = {{jcon|Hwy|531|dir=south|town=Bonfield}}
| notes =
| notes =
}}
}}
Line 1,072: Line 1,129:
| location = Calvin
| location = Calvin
| km = 1710.6
| km = 1710.6
| road = {{jcon|Hwy|630|Eau Claire Station}}
| road = {{jcon|Hwy|630|dir=south|town=Kiosk}}
| notes = [[Kiosk, Ontario|Kiosk]] access point for [[Algonquin Park]]
| notes = [[Eau Claire Station, Ontario|Eau Claire Station]]
}}
}}
{{ONint
{{ONint
| location = Mattawa
| location = Mattawa
| km = 1729.6
| km = 1729.6
| road = {{jcon|Hwy|533|Main Street}}
| road = {{jcon|Hwy|533|dir=north|Main Street}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| division = Renfrew
| division = Renfrew
| dspan = 20
| dspan = 24
| location_special = [[Head, Clara and Maria]]
| location_special = [[Head, Clara and Maria]]
| lspan = 2
| lspan = 2
Line 1,096: Line 1,153:
| location_special = [[Laurentian Hills]]
| location_special = [[Laurentian Hills]]
| km = 1814.9
| km = 1814.9
| road = {{jcon|Hwy|635|Swisha Road}}
| road = {{jcon|Renfrew|635|dir=north|Swisha Road}}
| notes = Location of [[Nuclear Power Demonstration]], the first [[CANDU]] reactor
| notes = [[Rolphton]]; location of [[Nuclear Power Demonstration]], the first [[CANDU]] reactor; formerly {{jcon|Hwy|635|dir=north|nosh=y}}
}}
}}
{{ONint
{{ONint
| location = Deep River
| location = Deep River
| lspan = 2
| km = 1833.2
| road = {{jcon|Renfrew|72|dir=east|Ridge Road}}
| notes =
}}
{{ONint
| km = 1834.1
| km = 1834.1
| road = Deep River Road
| road = {{jcon|Renfrew|73|dir=north|Deep River Road}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| location_special = [[Petawawa]]
| location_special = [[Petawawa]]
| lspan = 2
| lspan = 3
| km = 1861.6
| road = {{jcon|Renfrew|55|dir=east|Paquette Road}}
| notes =
}}
{{ONint
| km = 1863.6
| km = 1863.6
| road = {{jcon|Renfrew|37|Murphy Road}}
| road = {{jcon|Renfrew|37|dir=east|Murphy Road}}
| notes =
| notes =
}}
}}
Line 1,119: Line 1,187:
{{ONint
{{ONint
| location_special = [[Laurentian Valley]]
| location_special = [[Laurentian Valley]]
| lspan = 3
| lspan = 2
| km = 1873.2
| km = 1873.2
| road = {{jcon|Renfrew|42|Forest Lea Road}}
| road = {{jcon|Renfrew|42|dir=east|Forest Lea Road}}
| notes =
| notes =
}}
}}
Line 1,127: Line 1,195:
| km = 1877.5
| km = 1877.5
| road = {{jcon|Renfrew|58|Round Lake Road}}
| road = {{jcon|Renfrew|58|Round Lake Road}}
| notes = Formerly [[Ontario Highway 148|Highway 148]]
| notes = Formerly {{jct|province=ON|Hwy|62|Hwy|148|dir1=west|dir2=east|noshield=y}}
}}
}}
{{ONint
{{ONint
| location = Pembroke
| km = 1883.3
| km = 1883.3
| road = {{jcon|Hwy|41|town=Eganville|dir=south}}<br />Paul Martin Drive &ndash; [[Pembroke, Ontario|Pembroke]]
| road = {{jcon|Hwy|41|town=Eganville|city2=Pembroke|Paul Martin Drive}}
| notes =
}}
{{ONint
| location_special = [[Laurentian Valley]]
| km = 1873.2
| road = {{jcon|Renfrew|24|White Water Road}}
| notes =
| notes =
}}
}}
Line 1,138: Line 1,213:
| lspan = 5
| lspan = 5
| km = 1894.4
| km = 1894.4
| road = {{jcon|Renfrew|40|Greenwood Road}}
| road = {{jcon|Renfrew|40|dir=east|Greenwood Road}}
| notes = Beginning of proposed realignment of Highway 17
| notes = Beginning of proposed realignment of Highway&nbsp;17
}}
}}
{{ONint
{{ONint
| km = 1899.0
| km = 1899.0
| road = {{jcon|Renfrew|13|Mountain Road}}
| road = {{jcon|Renfrew|13|dir=south|Mountain Road}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| km = 1911.0
| km = 1911.0
| road = {{jcon|Renfrew|8|Main Street}}
| road = {{jcon|Renfrew|8|dir=west|Main Street}}
| notes =
| notes = [[Cobden, Ontario|Cobden]]
}}
}}
{{ONint
{{ONint
| km = 1912.3
| km = 1912.3
| road = {{jcon|Renfrew|7|Foresters Falls Road}}
| road = {{jcon|Renfrew|7|dir=east|Foresters Falls Road}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| km = 1923.0
| km = 1923.0
| road = {{jcon|Hwy|653|dir=east|town=Chenaux}}<br />{{jcon|Renfrew|61|dir=west|Godfrey Road|town=Haley Station}}
| road = {{jcon|Renfrew|653|dir=east|town=Chenaux}}<br/>{{jcon|Renfrew|61|dir=west|Godfrey Road|town=Haley Station}}
| notes =
| notes = Formerly {{jcon|Hwy|653|dir=east|nosh=y}}
}}
}}
{{ONint
{{ONint
| location = Horton
| location = Horton
| lspan = 2
| km = 1930.2
| km = 1930.2
| road = {{jcon|Renfrew|4|Storyland Road}}
| road = {{jcon|Renfrew|4|dir=west|Storyland Road}}
| notes =
}}
{{ONint
| km = 1934.7
| road = {{jcon|Renfrew|20|Castleford Road&nbsp;/ Bruce Street}}
| notes =
| notes =
}}
}}
Line 1,171: Line 1,252:
| km = 1937.4
| km = 1937.4
| road = {{jcon|Hwy|60|O'Brien Road|dir=west|town=Huntsville}}, [[Algonquin Provincial Park]]
| road = {{jcon|Hwy|60|O'Brien Road|dir=west|town=Huntsville}}, [[Algonquin Provincial Park]]
| notes =
}}
{{ONint
| location = Horton
| km = 1939.8
| road = {{jcon|Renfrew|6|Gillan Road&nbsp;/ Lochwinnoch Road}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| location_special = [[McNab/Braeside]]
| location_special = [[McNab/Braeside]]
| lspan = 2
| lspan = 3
| km = 1948.2
| km = 1948.2
| road = {{jcon|Renfrew|63|Anderson Road / Miller Road}}
| road = {{jcon|Renfrew|63|Miller Road&nbsp;/ Anderson Road}}
| notes =
| notes =
}}
}}
{{ONint
{{ONint
| km = 1950.3
| km = 1950.3
| exit = 194
| road = {{jcon|Hwy|508|Calabogie Road}}<br />{{jcon|Renfrew|54|McLean Drive|town=Braeside}}
| road = {{jcon|Renfrew|508|dir=west|Calabogie Road|town=Calabogie}}<br/>{{jcon|Renfrew|54|dir=east|McLean Drive|town=Glasgow Station|town2=Braeside}}
| notes = Formerly {{jcon|Hwy|508|dir=west|nosh=y}}
}}
{{ONint
| type = trans
| km = 1953.3
| exit = —
| road = {{jcon|Hwy|417|tch=yes|shield=yes|dir=east|town=Arnprior|city2=Ottawa}}
| notes = Freeway begins; continues east as Highway&nbsp;417
}}
{{jctgap
| type = closed
}}
{{ONint|former
| municipality = Ottawa
| lspan = 7
| exit = —
| km = 2033.2
| road = {{jcon|Ottawa|174|dir=begins}}<br/>{{jcon|Hwy|417|tch=y|city=Ottawa|city2=Cornwall|city3=[[Montreal]]}}
| notes = The Split; Highway&nbsp;417 exit&nbsp;113A; former Highway&nbsp;17 follows Road&nbsp;174; beginning of freeway
}}
{{ONint|former
| exit = —
| km = 2034.3
| road = {{jcon|Ottawa|27|[[Blair Road]]}}
| notes =
| notes =
}}
}}
{{ONint|former
{{ONint|former
| exit = —
| location_special = [[Arnprior]]
| lspan = 2
| km = 2036.9
| km = 1961.4
| road = {{jcon|Ottawa|34|[[Montreal Road]]}}
| road = {{jcon|Renfrew|2|White Lake Road}}
| notes = Formerly {{jcon|Hwy|17B|dir=west|nosh=y}}
| notes = Arnprior Bypass opened November&nbsp;29, 2012 as part of [[Ontario Highway 417|Highway&nbsp;417]]
}}
}}
{{ONint|former
{{ONint|former
| km = 1964.0
| exit =
| road =
| km = 2041.1
| notes = Formerly Ottawa Road 117; disconnected due to [[Twinning (roads)|twinning]]
| road = {{jcon|Ottawa|47|Jeanne d'Arc Boulevard}}
| jspan = 2
| notes =
}}
}}
{{ONint|former
{{ONintfiller
| municipality = Ottawa
| exit =
| km = 2043.1
| road = {{jcon|Ottawa|84|Place d'Orléans Drive}}<br/>{{jcon|Ottawa|39|Champlain Street}}
| notes =
}}
}}
{{ONint|former
{{jctgap
| col = 6
| exit =
| km = 2044.5
| text = <center>Continues as [[File:Ontario 417.svg|15px|alt=|link=]][[File:Trans-Canada Highway shield.svg|18px|alt=|link=]]&nbsp;[[Ontario Highway 417|Highway 417]] east towards [[Ottawa]]</center>
| road = {{jcon|Ottawa|47|[[Tenth Line Road]]}}
| notes =
}}
{{ONint|former
| exit = &nbsp;
| km = 2046.5
| road = {{jcon|Ottawa|57|[[Trim Road]]}}
| notes = At-grade; end of freeway
}}
{{ONint|former
| division_special = [[Ottawa]]&ndash;[[United Counties of Prescott and Russell|Prescott and Russell]] boundary
| location_special = [[Ottawa]]&ndash;[[Clarence-Rockland]] boundary
| exit = &nbsp;
| km = 2059.5
| road = {{jcon|Ottawa|174|dir=ends|fulltext=y}}<br/>{{jcon|PR|17|dir=begins|fulltext=y}}
| notes =
}}
{{ONint|former
| division = Prescott and Russell
| dspan = 2
| location = Hawkesbury
| exit = —
| km = 2119.6
| road = {{jcon|Hwy|34|city=Hawkesbury|town2=Vankleek Hill}}
| notes =
}}
{{ONint|former
| location = East Hawkesbury
| exit = &nbsp;
| km = 2129.3
| road = {{jcon|Hwy|417|dir=east|tch=y|city=[[Montreal]]}}
| notes = Former Highway&nbsp;17 eastern terminus; westbound exit and eastbound entrance; Highway&nbsp;417 exit&nbsp;9
}}
}}
{{jctbtm|keys=closed,concur}}
{{jctbtm|exit|keys=closed,concur,trans}}


== Notes ==
== Notes ==
Line 1,216: Line 1,362:
;Bibliography
;Bibliography
*{{cite book
*{{cite book

| title = From Footpaths to Freeways
| title = From Footpaths to Freeways
| last1 = Shragge
| last1 = Shragge
Line 1,231: Line 1,376:
*[http://www.transcanadahighway.net/ Trans Canada Highway distance charts, road conditions, maps]
*[http://www.transcanadahighway.net/ Trans Canada Highway distance charts, road conditions, maps]
*[http://www.asphaltplanet.ca/ON/highway_17.htm Highway 17 photos and information]
*[http://www.asphaltplanet.ca/ON/highway_17.htm Highway 17 photos and information]
*[http://maps.google.com/maps?f=d&source=s_d&saddr=Trans-Canada+Hwy%2FON-17+E&daddr=47.635784,-84.858398+to:ON-17+E%2FON-417+E&hl=en&geocode=FdT19gIdUhRU-g%3B%3BFZYLtQIdMiVz-w&mra=dpe&mrcr=0&mrsp=1&sz=6&via=1&sll=47.945786,-82.419434&sspn=8.332048,23.269043&ie=UTF8&ll=47.457809,-85.166016&spn=16.827838,46.538086&t=h&z=5 Google Maps: Highway 17 route]
*[https://maps.google.com/maps?f=d&source=s_d&saddr=Trans-Canada+Hwy%2FON-17+E&daddr=47.635784,-84.858398+to:ON-17+E%2FON-417+E&hl=en&geocode=FdT19gIdUhRU-g%3B%3BFZYLtQIdMiVz-w&mra=dpe&mrcr=0&mrsp=1&sz=6&via=1&sll=47.945786,-82.419434&sspn=8.332048,23.269043&ie=UTF8&ll=47.457809,-85.166016&spn=16.827838,46.538086&t=h&z=5 Google Maps: Highway 17 route]

{{Interprovincial highway
| name = TCH
| curr = 17
| curr_type = Hwy
| curr_province = ON
| prev = 1
| prev_type = Hwy
| prev_province = MB
| prev2 = 11
| prev2_type = Hwy
| prev2_province = ON
| next = 71
| next_type = Hwy
| next_province = ON
| next2 = 11
| next2_type = Hwy
| next2_province = ON
| next3 = 69
| next3_type = Hwy
| next3_province = ON
| next4 = 417
| next4_type = Hwy
| next4_province = ON
}}


{{Trans-Canada}}
{{Trans-Canada}}
{{Ontario King's Highways}}
{{Ontario King's Highways}}
{{Roads in Greater Sudbury}}


[[Category:Ontario provincial highways|017]]
[[Category:Ontario provincial highways|017]]

Latest revision as of 23:30, 1 September 2024

Highway 17 marker Highway 17 marker Highway 17 marker
Highway 17
Trans-Canada Highway
Map
ON 17 highlighted in red
Route information
Maintained by Ministry of Transportation of Ontario
Length1,964.0 km[1] (1,220.4 mi)
ExistedJuly 9, 1920[2]–present
Tourist
routes
Lake Superior Circle Tour
Lake Huron Circle Tour
Major junctions
West end PTH 1 (TCH) towards Winnipeg
Major intersections Highway 71Kenora
 Highway 61Thunder Bay
 Highway 11Nipigon
 Highway 101Wawa

To I-75 in Sault Ste. Marie
 Highway 6McKerrow
 Highway 69Sudbury
 Highway 11North Bay
 Highway 41Pembroke
 Highway 60Renfrew
East end Highway 417 near Arnprior
Location
CountryCanada
ProvinceOntario
Major citiesKenora, Dryden, Ignace, Thunder Bay, Wawa, Sault Ste. Marie, Sudbury, North Bay, Mattawa, Petawawa, Pembroke, Arnprior
Highway system
Highway 16 Highway 17A

King's Highway 17, more commonly known as Highway 17, is a provincially maintained highway and the primary route of the Trans-Canada Highway through the Canadian province of Ontario. It begins at the Manitoba boundary, 50 km (31 mi) west of Kenora, and the main section ends where Highway 417 begins just west of Arnprior. A small disconnected signed section of the highway still remains within the Ottawa Region between County Road 29 and Grants Side Road. This makes it Ontario's longest highway.[note 1]

The highway once extended even farther to the Quebec boundary in East Hawkesbury with a peak length of about 2,180 km (1,350 mi). However, a section of Highway 17 "disappeared" when the Ottawa section of it was upgraded to the freeway Highway 417 in 1971. Highway 17 was not re-routed through Ottawa, nor did it share numbering with Highway 417 to rectify the discontinuity, even though Highway 417 formed a direct link between the western and eastern sections of Highway 17. However, from East Hawkesbury to Ottawa, Highway 17 retained the Trans-Canada Highway routing and signs until it met up again and merged with Highway 417 until 1997 when Highway 17 through Ottawa was downgraded. The Trans-Canada Highway designation now extends along all of Highway 417.

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

[edit]
The official ceremony for the opening of the Lake Superior Circle Tour and the Trans-Canada Highway was held on September 17, 1960, near Wawa.

Beginnings

[edit]

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 Carillon Generating Station in 1964 raised the water level of the Ottawa River north of Voyageur Provincial Park.

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.

Highway 17 at Nipigon Bay in 1937.

Northern development and the Lakehead

[edit]

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 Department of Northern Development (DND) Act in 1926, construction resumed on improving many northern roads; the Ferguson Highway was the main project to begin as a result of the act.[3] The onset of the Great Depression would result in federally funded relief projects being signed with provinces in late 1930.[10] Thousands of men were hired to construct highways in remote areas of the province from temporary camps,[11] named Bennett Camps after then-Prime Minister R. B. Bennett. This provided the necessary labour to open road links through vast expanses of wilderness in a relatively short period of time.[9] Beginning in 1931, certain routes were designated as the Trans-Canada Highway, including the route between Sault Ste. Marie and the Quebec boundary as well as the planned connection to Thunder Bay and Winnipeg.[12]

A gravel-surfaced Highway 17 near Kenora in 1939

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 Vermilion Bay, Dryden and Dyment. This section opened in early 1933.[11]

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.

Construction of the Nipigon River Bridge, July 1937
Opening ceremony for the bridge and highway connection east to Schreiber, September 24, 1937

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]

Construction of "the Gap" at the Michipicoten River bridge in 1959
Same angle several days after the opening of the highway on September 17, 1960

The Gap

[edit]

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

[edit]

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 parkways was an east to west expressway along what was then a Canadian National Railway line.[26][27]

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 grade-separations. In addition, the structures over the Rideau Canal and river required several years of construction. On May 15, 1964, the majority of the third phase was ceremonially opened.[32] completing the Carling Avenue interchange and extending the freeway as far as Bronson Avenue.[33] Several months later, on September 17 the short but complicated section east to O'Connor Street was opened.[32] This left only phase four, the central section of the Queensway, which was opened in three segments. On November 26, 1965, the structures over the Rideau Canal were opened to traffic. At the same time, the westbound lanes of the Queensway were extended to Concord Street, located west of the Nicholas Street interchange.[34] The interchange opened on January 1, 1966, allowing travel in both directions over the canal.[35] The final segment, linking the two section of the Queensway, was placed into service on October 28, 1966.[36] Following this, the Highway 17 designation was applied along the Queensway and the old routing renumbered as Highway 17B.[37]

Bypasses and upgrades

[edit]

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 Highway 628 before turning north alongside the Nipigon River north to Nipigon.

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 Southwest and Southeast Bypasses through the south end of the city. Prior to the completion of this route, the highway followed what is now Municipal Road 55 through the downtown core.

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

[edit]

On April 1, 1997, the Ministry of Transportation of Ontario (MTO) transferred the responsibility of maintenance and upkeep along 14.2 km (8.8 mi) of Highway 17 east of "the split" with Highway 417 to Trim Road (Regional Road 57), a process commonly referred to as downloading. The Region of Ottawa–Carleton designated the road as Regional Road 174. Despite the protests of the region that the route served a provincial purpose, a second round of transfers saw the remainder of Highway 17 to the Region's eastern limit downloaded on January 1, 1998, adding 12.8 km (8.0 mi) to the length of Regional Road 174.[46] The highway was also downloaded within the United Counties of Prescott and Russell, where it was redesignated as County Road 17.[47] The result of these transfers was the truncation of Highway 17 at the western end of Highway 417, while the Trans-Canada Highway designation was taken from the former Highway 17 and applied to Highway 417.[48] A short disconnected section of Highway 17 between Ottawa Road 29 and Grants Side Road remains under provincial jurisdiction to the present day.[citation needed]

Conversion to Highway 417 northwest of Ottawa

[edit]

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

[edit]

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

[edit]

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 Canadian Shield; further west into Manitoba the highway widens into a four-lane divided expressway. To the east, the highway travels through thick boreal forest towards Keewatin, where the Kenora Bypass, Highway 17A, splits to the north. Through the town of Kenora, Highway 17 is signed but maintained under a connecting link agreement between the town and the province. Full provincial maintenance resumes at the eastern town limits. Further east, the highway merges with the Kenora Bypass. It meets the northern terminus of Highway 71, then makes a gradual eastward journey through the lake-dotted Kenora District to the town of Dryden. Here the highway encounters one of the few agriculturally-sustainable areas of northern Ontario. The highway begins to zig-zag southeasterly, passing through several minor settlements before entering the mining town of Ignace. Shortly thereafter, it begins to curve to the south. It meets Highway 11 475 km (295 mi) east of the Manitoba boundary.

Highway 17 cut on its journey along the north shore of Lake Superior

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

[edit]

Within Nipigon, Highway 11 and Highway 17 cross the Nipigon River on the Nipigon River Bridge. Along with the railway crossing immediately to the south, and another on the northern shore of Lake Nipigon, this forms the narrowest bottleneck in Canada between the Atlantic and Pacific oceans.[citation needed] On the eastern shore of the river, Highway 11 separates and travels north towards Geraldton and Hearst. Highway 17 continues east along the northern shore of Lake Superior. Near White River, the highway enters Algoma District and turns southward. It meets the western terminus of Highway 101 near Wawa, which provides for a shorter route to Sudbury via the Sultan Industrial Road.

Highway 17 near Wawa

South of Wawa, the highway enters Lake Superior Provincial Park. After proceeding through several mountain ranges, and crossing numerous rivers and the Montreal River Hill, the highway enters Sault Ste. Marie. Here a border crossing into the United States is provided via the Sault Ste. Marie International Bridge, which connects with I-75 in Michigan. As the highway exits Sault Ste. Marie to the east, a newly constructed segment of four-lane divided highway branches north; Highway 17B (one of two remaining business routes of Highway 17 in service) continues east through Garden River. The divided highway bypasses Garden River and passes east of Echo Bay before curving south and merging with Highway 17B.

Shortly thereafter, it turns to the east and travels along the North Channel of Lake Huron towards Sudbury, passing through numerous small towns, including Thessalon, Blind River, Massey and McKerrow. At Sudbury, the highway widens into a freeway through the Walden area of the city until reaching the Southwest / Southeast Bypass at Lively, where it narrows again to a Super 2 road. This segment is currently undergoing an environmental assessment, with plans to upgrade it to a full freeway in the next ten years.

Sudbury to Arnprior

[edit]
Highway 17 meets the Ottawa River in Deux Rivieres

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 Coniston and Wahnapitae; a new freeway alignment of this route is currently in the planning stages.

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.

Highway 17 looking east towards Stonecliffe

East of North Bay, Highway 17 meets Highway 94, thereafter travelling alongside the Mattawa River to its confluence with the Ottawa River in Mattawa, where it meets Highway 533 at a roundabout. The highway then parallels the Ottawa River through a mountainous region, first passing through the villages of Stonecliffe and Rolphton before arriving in Deep River, a planned community developed as part of the Manhattan Project. It then passes through Chalk River and enters Canadian Forces Base Petawawa.

Beginning at the southern end of the army base, Highway 17 follows the Pembroke Bypass, bypassing west of Petawawa and Pembroke, where it intersects Highway 41. The bypass ends at Renfrew County Road 40, north of Muskrat Lake. The highway then travels south through the town of Cobden. It follows a bypass east of Renfrew and meets Highway 60. Highway 17 curves east and passes north of Alexander Stewart Provincial Park. Approximately 200 m (660 ft) west of Scheel Drive, 6 km (3.7 mi) west of Arnprior, the highway divides and widens to four lanes, at which point Highway 417 begins. A disconnected section of Highway 17 still exists within the City of Ottawa, between Ottawa Road 29 and Grants Side Road, travelling parallel to Highway 417. However, it is likely to be downgraded, becoming an extension of Ottawa Road 117.

One of the few short sections of 4-lane divided Highway 17 between Echo Bay and Desbarats

Business routes

[edit]

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

[edit]

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 freeway. Although no comprehensive conversion plan is currently in place, planning and construction projects are now underway at a number of locations along the highway.

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

[edit]
A new route east of Cobden has been selected by the MTO

Studies are underway on the extension of Highway 417 through the Ottawa Valley region from its current terminus at Arnprior to Petawawa. From Arnprior to Haley Station and from Meath to Petawawa, the proposed freeway route largely follows the existing alignment — in these areas, the current highway route largely avoids existing communities, and thus a second set of lanes can be easily added alongside the existing route. Within the township of Whitewater Region, however, a new alignment is planned several kilometres east of the existing road in order to bypass communities such as Cobden.[64]

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

[edit]

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 Bonfield in early 2011,[68] and from Eau Claire Station to the Nipissing District-Renfrew County boundary in early 2012; further studies on the routes from Bonfield to Eau Claire Station and from North Bay to Cache Bay are expected to begin at a later date.

Sudbury

[edit]

As the extension of Highway 400 approaches Sudbury, the MTO began a route planning and environmental assessment study on Highway 17 easterly from Highway 69 to Markstay in 2010;[69] studies for the segment from Highway 69 westerly to the existing freeway in Walden were completed in 2007. The current route plan involves twinning the existing Southeast Bypass to its terminus, along with the construction of a new four-lane route north of Coniston and Wahnapitae.

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 McKerrow, near Espanola, but no construction schedule has been announced to date. However, the first phase of this route, extending the existing freeway from Municipal Road 55 in Sudbury for six kilometres farther west through the Den-Lou neighbourhood, is currently in the detail design phase.

Sault Ste. Marie

[edit]

At Sault Ste. Marie, the expressway segment currently ends six kilometres short of its eventual terminus at Black Road and Second Line, as an agreement has yet to be reached with the Batchawana First Nation regarding land use through Rankin. The completion date for this segment is not currently known. In the interim, highway traffic travels between the expressway and the current highway alignment through Sault Ste. Marie by means of the previously planned northerly extension of Trunk Road.[72]

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

[edit]
The Nipigon River Bridge, of the cable stayed design, carries Highway 11/17 over the Nipigon River.

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 Highway 673.[79]

Major intersections

[edit]

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. 

DivisionLocationkm[1]miExitDestinationsNotes
KenoraUnorganized Kenora0.00.0 PTH 1 (TCH) west – WinnipegContinuation into Manitoba
6.54.0  Highway 673 southAccess to Shoal Lake 40 First Nation
29.518.3Lindsay Road
37.6–
39.6
23.4–
24.6
 Highway 17A east – Thunder BayThrough traffic follows Highway 17A
40.425.1 Highway 641 north (Laclu Road)
Kenora43.4–
63.0
27.0–
39.1
Keewatin / Kenora connecting link agreement
Unorganized Kenora67.8–
68.1
42.1–
42.3
 Highway 17A west – WinnipegThrough traffic follows Highway 17A
72.244.9  Highway 71 south / TCHSioux Narrows, Nestor Falls, Fort Frances
Machin144.689.9 Highway 647 north (Blue Lake Road)Vermillion Bay
146.691.1 Highway 105 north (Red Lake Road) – Red Lake
160.9100.0 Highway 594 east (Five Acres Rest)
Unorganized Kenora173.8108.0 Highway 605 north
185.1115.0 Highway 665 north (Richan Road)
Dryden186.5115.9
Dryden connecting link agreement begins
189.6117.8 Highway 601 north (Colonization Avenue)
189.9118.0 Highway 594 west (Duke Street)
191.3118.9
Dryden connecting link agreement ends
194.6120.9 Highway 601 north (Airport Road) – Rice Lake
Dinorwic217.4135.1 Highway 72 north – Sioux Lookout
Borups Corners228.8142.2 Highway 603 north – Dyment
Unorganized Kenora238.3148.1 Highway 622 south – Atikokan
Ignace297.0184.5 Highway 599 north
Unorganized Kenora307.2190.9
Thunder BayUnorganized Thunder Bay366.1227.5
Sheba CPR underpass
386.8240.3
Little Firesteel River bridge
Shabaqua Corners474.9295.1   Highway 11 west (MOM's Way) / TCHAtikokan, Fort FrancesWestern end of Highway 11 Thunder Bay concurrency
Sunshine495.9308.1  Highway 102 east (Dawson Road)Highway 102 western terminus
Oliver Paipoonge511.1317.6 Highway 590 (Hymers Road)Kakabeka Falls
517.4321.5 Highway 588 south – Stanley
526.8327.3 Highway 130 (Arthur Street West) – RosslynFormer Highway 11 / Highway 17 alignment
Thunder Bay539.0334.9 Highway 61 south (Thunder Bay Expressway) – Duluth
Harbour Expressway east
Highway 11 / Highway 17 follow Thunder Bay Expressway; MOM's Way eastern terminus
545.0338.6 Highway 102 west (Dawson Road) – KaministiquiaHighway 102 eastern terminus
551.4342.6Hodder Avenue / Copenhagen RoadFormer Highway 11B west / Highway 17B; eastern end of Thunder Bay Expressway
Shuniah555.2345.0  Highway 527 north – Armstrong
585.2363.6 Highway 587 south (Pass Lake Road) – Pass Lake
Unorganized Thunder Bay621.5386.2 Highway 582 east (Hurkett Road) – Hurkett
625.8388.9 Highway 582 south (Hurkett Road) – Hurkett
Red Rock641.3398.5 Highway 628 east – Red Rock
Nipigon649.7403.7 Highway 585 north (Cameron Falls Road) – Cameron Falls, Pine Portage
654.5406.7
655.0407.0   Highway 11 east / TCHGreenstone, CochraneEastern end of Highway 11 Thunder Bay concurrency
Unorganized Thunder Bay699.2434.5 
Little Gravel River bridge
730.4453.8
Selim CPR underpass
Schreiber744.9462.9Quebec Street
Terrace Bay748.6465.2
Heron Bay CPR underpass
757.0470.4
Aquasabon River bridge
759.1471.7
Terrace Bay CPR underpass
Unorganized Thunder Bay785.7488.2
Steel River bridge
807.5501.8
Little Pic River bridge
Marathon835.4519.1Peninsula RoadFormerly Highway 626 south
842.1523.3 Highway 627 south – Heron Bay, Pic River, Pukaskwa National Park
Unorganized Thunder Bay875.3543.9 Highway 614 north (Manitouwadge Road)
AlgomaWhite River926.0575.4 Highway 631 north (Elgin Street)
Wawa1,015.6631.1 Highway 101 east – Chapleau, TimminsNo year-round service including fuel between Wawa and Highway 552 junction (200 km)
Unorganized North Algoma1,028.6–
1,117.5
639.1–
694.4
1,120.9696.5
1,170.8727.5 Highway 563Batchawana Bay
1,195.3742.7
Harmony River bridge
1,209.2751.4 Highway 552Goulais Bay
1,221.2758.8 Highway 556 east – Heyden
Sault Ste. Marie1,225.0761.2
Beginning of Sault Ste. Marie connecting link agreement
1,234.3767.0 Highway 550 west (Second Line)

To I-75 – Sault Ste. Marie (MI)
Great Northern Road south
Formerly Highway 17B east
1,239.3770.1Trunk RoadFormerly Highway 17B west
1,240.3770.7
End of Sault Ste. Marie connecting link agreement
1,244.4773.2 Highway 17B east – Garden River
Garden River First Nation1,252.0778.0Jardun Mine Road
1,253.5778.9Noonday Drive
Macdonald, Meredith and Aberdeen Additional1,260.3783.1  Highway 638Echo Bay
Macdonald, Meredith and Aberdeen AdditionalLaird boundary1,265.5786.3 Highway 17B west (Bar River Road)
Tarbutt1,280.7795.8 Highway 548 south – St. Joseph Island
Bruce Mines1,300.6808.2 Highway 638 north (Richardson Street)
Thessalon1,320.2820.3 Highway 129 north – Chapleau
Huron Shores1,347.5837.3 Highway 546 northIron Bridge
Blind River1,373.3853.3 Highway 557 north (Huron Avenue)
North Shore1,384.3860.2 Highway 538 eastAlgoma Mills
1,389.1863.1 Highway 538 west
1,403.7872.2 Highway 108 north (Elliot Lake Road) – Elliot LakeSerpent River
SudburySables-Spanish Rivers1,443.7897.1 Highway 553 north (Imperial Street)Massey
Baldwin1,469.6913.2 Highway 6 south – Espanola, Manitoulin IslandMcKerrow
Greater Sudbury1,503.8934.4 Municipal Road 4 north (Fairbank Lake Road)Formerly Highway 658 north
1,505.9935.7 Municipal Road 55 east – WhitefishBeginning of freeway segment; former Highway 17 east
1,520.5944.8 Highway 144 north (Northwest Bypass) – Timmins
1,525.6948.0 Municipal Road 55LivelyEnd of freeway segment; beginning of Southwest Bypass; former Highway 17
1,535.5954.1 Municipal Road 80 (Long Lake Road)
1,538.9956.2  Highway 69 / TCHToronto
 Municipal Road 46 north (Regent Street)
End of Southwest Bypass; beginning of Southeast Bypass
1,550.0963.1  Municipal Road 55 west (Kingsway)End of Southeast Bypass; former Highway 17 west
1,552.9964.9 Municipal Road 93 south (Second Avenue) – Coniston
1,553.4965.2 Municipal Road 90 north (Garson Coniston Road) – Garson
1,558.1968.2 Municipal Road 537 south – WahnapitaeFormerly Highway 537 south
Markstay-Warren1,579.1981.2Markstay Road / Main StreetFuture end of freeway segment in current expansion plans
1,589.4987.6 Highway 535Rivière Veuve, St. Charles, NoëlvilleHagar
1,597.8992.8 Highway 539 north – River ValleyWarren
NipissingWest Nipissing1,611.41,001.3 Highway 575 north – FieldVerner
1,612.41,001.9  Highway 64 south – Lavigne, NoëlvilleWestern end of Highway 64 concurrency
1,627.51,011.3 Leblanc RoadBeginning of Sturgeon Falls connecting link agreement
1,629.01,012.2  Highway 64 north – FieldEastern end of Highway 64 concurrency
1,629.91,012.8 Nipissing StreetEnd of Sturgeon Falls connecting link agreement
Nipissing First Nation1,661.81,032.6 Highway 17B east (Main Street West)
North Bay1,665.51,034.9   Highway 11 (Algonquin Avenue) / TCHTimmins, CochraneWestern end of Highway 11 North Bay concurrency; former Highway 11B south
1,667.81,036.3  Highway 63 north (Trout Lake Road / Cassels Street) – TemiscamingFormerly Highway 17B west
1,669.61,037.4  Highway 11 south – TorontoEastern end of Highway 11 North Bay concurrency; Highway 11 exit 344
East Ferris1,680.21,044.0  Highway 94 south – Corbeil
Bonfield1,692.91,051.9 Highway 531 south – Bonfield
Calvin1,710.61,062.9 Highway 630 south – KioskEau Claire Station
Mattawa1,729.61,074.7 Highway 533 north (Main Street)
RenfrewHead, Clara and Maria1,763.71,095.9
Deux-Rivières CPR underpass
1,799.71,118.3
Stonecliffe CPR overpass
Laurentian Hills1,814.91,127.7 County Road 635 north (Swisha Road)Rolphton; location of Nuclear Power Demonstration, the first CANDU reactor; formerly Highway 635 north
Deep River1,833.21,139.1 County Road 72 east (Ridge Road)
1,834.11,139.7 County Road 73 north (Deep River Road)
Petawawa1,861.61,156.7 County Road 55 east (Paquette Road)
1,863.61,158.0 County Road 37 east (Murphy Road)
1,870.21,162.1 County Road 26 (Doran Road)
Laurentian Valley1,873.21,164.0 County Road 42 east (Forest Lea Road)
1,877.51,166.6 County Road 58 (Round Lake Road)Formerly Highway 62 west / Highway 148 east
Pembroke1,883.31,170.2 Highway 41 (Paul Martin Drive) – Eganville, Pembroke
Laurentian Valley1,873.21,164.0 County Road 24 (White Water Road)
Whitewater Region1,894.41,177.1 County Road 40 east (Greenwood Road)Beginning of proposed realignment of Highway 17
1,899.01,180.0 County Road 13 south (Mountain Road)
1,911.01,187.4 County Road 8 west (Main Street)Cobden
1,912.31,188.2 County Road 7 east (Foresters Falls Road)
1,923.01,194.9 County Road 653 east – Chenaux
 County Road 61 west (Godfrey Road) – Haley Station
Formerly Highway 653 east
Horton1,930.21,199.4 County Road 4 west (Storyland Road)
1,934.71,202.2 County Road 20 (Castleford Road / Bruce Street)
Renfrew1,937.41,203.8 Highway 60 west (O'Brien Road) – Huntsville, Algonquin Provincial Park
Horton1,939.81,205.3 County Road 6 (Gillan Road / Lochwinnoch Road)
McNab/Braeside1,948.21,210.6 County Road 63 (Miller Road / Anderson Road)
1,950.31,211.9194 County Road 508 west (Calabogie Road) – Calabogie
 County Road 54 east (McLean Drive) – Glasgow Station, Braeside
Formerly Highway 508 west
1,953.31,213.7  Highway 417 east / TCHArnprior, OttawaFreeway begins; continues east as Highway 417
Gap in route
Ottawa2,033.21,263.4 Road 174 begins
 Highway 417 / TCHOttawa, Cornwall, Montreal
The Split; Highway 417 exit 113A; former Highway 17 follows Road 174; beginning of freeway
2,034.31,264.1 Road 27 (Blair Road)
2,036.91,265.7 Road 34 (Montreal Road)Formerly Highway 17B west
2,041.11,268.3 Road 47 (Jeanne d'Arc Boulevard)
2,043.11,269.5 Road 84 (Place d'Orléans Drive)
 Road 39 (Champlain Street)
2,044.51,270.4 Road 47 (Tenth Line Road)
2,046.51,271.6  Road 57 (Trim Road)At-grade; end of freeway
OttawaPrescott and Russell boundaryOttawaClarence-Rockland boundary2,059.51,279.7  Ottawa Road 174 ends
 Prescott and Russell County Road 17 begins
Prescott and RussellHawkesbury2,119.61,317.1 Highway 34Hawkesbury, Vankleek Hill
East Hawkesbury2,129.31,323.1   Highway 417 east / TCHMontrealFormer 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
  •       Closed/former
  •       Concurrency terminus
  •       Route transition

Notes

[edit]
  1. ^ See List of highways in Ontario for length comparisons.

References

[edit]
Sources
  1. ^ a b c Ministry of Transportation of Ontario (2008). "Annual Average Daily Traffic (AADT) counts". Archived from the original on July 6, 2011. Retrieved February 16, 2011.
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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.
[edit]
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