The Don Valley Parkway (DVP) is a municipal expressway in Toronto, Ontario, Canada which connects the Gardiner Expressway in downtown Toronto with Highway 401. North of Highway 401, it continues as Highway 404. The parkway runs through the parklands of the Don River Valley, after which it is named. It has a maximum speed limit of for its entire length of . It is six lanes for most of its length but it is eight lanes north of York Mills and four lanes south of Eastern. As a municipal road, it is patrolled by the Toronto Police Service. The parkway was the second expressway to be built by Metropolitan Toronto (Metro).
Introduction
Don Valley Parkway
Don Valley Parkway | Introduction
Sorry. I cannot find the answer based on the context. Yes, traffic conditions on the parkway often exceed its intended capacity of 60,000 vehicles per day. Yes Yes, it is one of Toronto's busiest municipal routes.
what is don valley parkway?
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It is a municipal expressway.
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has it been represented in media?
user
Yes, the music video for the song Subdivisions by Canadian rock group Rush features scenes of the DVP
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when was the construction completed?
user
1966
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is it a busy expressway?
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Planning began in 1954, the year of Metro's formation. The first section opened during 1961 and the entire route was completed by the end of 1966. South of Bloor Street, the expressway was constructed over existing roadways. North of Bloor Street, it was built on a new alignment through the valley, requiring the removal of several hills, diversion of the Don River and the clearing of woodland. North of Eglinton Avenue, the expressway follows the former Woodbine Avenue right-of-way north to Highway 401. Traffic conditions on the parkway often exceed its intended capacity of 60,000 vehicles per day. Today, some sections carry an average of 100,000 vehicles a day and have bumper-to-bumper traffic conditions during commuting hours.
Don Valley Parkway | Introduction
Congestion in the northbound lanes is attributed to truck traffic coping with the steep grade of the valley, lane changing, and insufficient advanced signage for Highway 401. Most traffic in this section travels north on Highway 404, but only two of the five lanes lead to it.
Don Valley Parkway | Traffic congestion
During the morning commute, commuters fill the southbound lanes as far south as Bloor Street. In the afternoon/evening commute, commuters fill the northbound lanes from Bloor Street, and often the full length of the highway in event of a collision or other hazard. The daily congestion has earned the highway the quasi-affectionate nickname of the "Don Valley Parking Lot". The section immediately south of Highway 401 is often congested at all hours. Traffic studies have attributed congestion in the southbound lanes to the number of lanes merging from Highways 401 and 404 into the parkway and the lane changing that results from merging traffic from Highway 401 clashing with exiting traffic to the nearby York Mills exit.
Don Valley Parkway | Traffic congestion
Its mission from the start was to build the infrastructure needed to support the rapidly growing suburbs, whose governments could not afford the projects and often disagreed on joint projects. One of its first priorities was to build the Lakeshore Expressway, and its second road priority was an expressway through the Don River valley. Gardiner was a major proponent of building a highway through the valley, since his days in the 1940s with the Toronto and York Planning Board. At the time, engineers felt that building a six-lane roadway was unfeasible due to the two large hills and a narrow valley.
Don Valley Parkway | Conditions before construction
The Don Valley Parkway, along with the Gardiner Expressway, is one of Toronto's busiest municipal routes. It is the sole north–south expressway into Toronto's downtown, a role it was not designed to support. The parkway was planned as one of a series of expressways to provide commuter routes to downtown from the expanding suburbs. Two other un-built expressways were planned: the Scarborough Expressway, expected to handle traffic between downtown and the eastern suburbs, and the Spadina Expressway, expected to serve traffic from the north-west. By the early 1980s, traffic volumes on the parkway exceeded capacity, and today, the parkway has significant traffic congestion on most days.
Don Valley Parkway | Traffic congestion
The parkway was planned to be one of two north–south expressways into downtown Toronto. The other was cancelled due to public opposition, leaving the DVP as the sole north–south expressway into downtown. The parkway is also used by regional transit buses which can access designated lanes to pass slow-moving traffic. Locals refer to the parkway as the "Don Valley Parking Lot" due to the bumper-to-bumper traffic.
Don Valley Parkway | Introduction
The Don Valley Parkway begins at an interchange with the Gardiner Expressway near the mouth of the Don River in downtown Toronto. From there, it runs northwards on the eastern bank of the valley, between the river and the developed city to the east. Beyond the southern, older section of the city, the valley widens and the expressway continues northwards through the parklands along the river to Don Mills Road. The route leaves the valley, rises to meet Eglinton Avenue, descends into the valley again and goes through the park lands of Milne Hollow to Lawrence Avenue. It ascends to meet York Mills Road and ends at Highway 401.
Don Valley Parkway | Route description
The Don Valley Parkway (DVP) is a municipal expressway in Toronto, Ontario, Canada which connects the Gardiner Expressway in downtown Toronto with Highway 401. North of Highway 401, it continues as Highway 404. The parkway runs through the parklands of the Don River Valley, after which it is named. It has a maximum speed limit of for its entire length of . It is six lanes for most of its length but it is eight lanes north of York Mills and four lanes south of Eastern. As a municipal road, it is patrolled by the Toronto Police Service. The parkway was the second expressway to be built by Metropolitan Toronto (Metro).
Don Valley Parkway | Introduction
The first Metro staff survey and feasibility study of the parkway's route was approved in late 1953, before the Metro government itself came into being in 1954.
Don Valley Parkway | Conditions before construction
The expressway begins to descend back into the East Don Valley. It passes beneath Wynford Drive and two railways (the CPR Midtown line and the CNR/Richmond Hill GO line) before reaching Lawrence Avenue East, one of the few remaining cloverleaf interchanges in Ontario. This area, known as Milne Hollow, is partially forested, some of the land being conservation reserve. Passing beneath Lawrence and back over the East Don River, the expressway begins climbing out of the valley once more. It reaches the top of the valley and curves along a plateau before passing over York Mills Road. Residential sub-divisions are present along both sides of the road, isolated from the expressway by noise barriers, from north of Lawrence to the Highway 401 interchange.
Don Valley Parkway | North to Highway 401
Today, the RESCU Traffic Management System monitors the highway and can call for emergency help. On April 18, 1969, the slope behind Davies Crescent (just west of Don Mills Road) gave way after heavy rain, covering the northbound lanes and part of the southbound lanes with up to of mud. There were only minor injuries. The slope, which had had its trees removed for the building of the expressway, was covered with sod and stakes to hold the soil. In the late 1980s, a new partial-access interchange was built at Wynford Drive to provide access between the parkway and the Concorde Place development.
Don Valley Parkway | Since completion
Since completion, the parkway has not been changed significantly, other than adding one partial interchange at Wynford Drive and updating its infrastructure to current standards.
Don Valley Parkway | History
North of Bloor Street, the wide valley floor became dominated by industrial concerns of the Taylor family, including the Don Valley Brick Works. The area from the Forks of the Don and north along the river valleys had been lumbered and farmed, such as at Milne Hollow, but several natural areas remained by the 1950s. The forests of the Don valley had been where Canadian naturalist Ernest Thompson Seton spent much of his youth in the 1870s studying animal life. The Don Valley Parkway was not the first highway planned through the valley. In the 1930s, a "speedway" through the lower valley was promoted as possible depression relief.
Don Valley Parkway | Conditions before construction
The Don Valley Parkway (DVP) is a controlled-access six-lane expressway in Toronto connecting the Gardiner Expressway in downtown Toronto with Highway 401. North of Highway 401, the expressway continues as Highway 404 to Newmarket. The parkway runs through the parklands of the Don River valley, after which it is named. It is patrolled by the Toronto Police Service, has a maximum speed limit of and is in length. The parkway was the second expressway to be built by Metropolitan Toronto (Metro). Planning for it began in 1954, the year of Metro's formation; the first section opened in 1961 and the entire route was completed by the end of 1966.
List of north–south roads in Toronto | Don Valley Parkway
The design of the project was contracted to the engineering consortium of Fenco-Harris, which completed the plans in the fall of 1955. The project included extending Bayview Avenue south along the Lower Don valley, which replaced the 'north' arm of the previous Don Valley roadway project, and the realignment of Lawrence Avenue over the East Don River. The design for the section north of the Don River mouth incorporated the existing river-side Don Roadway on the east side of the River. The design also incorporated a section of the old Don Mills Road leading up from the River, north of Gerrard, to Broadview Avenue and Danforth Avenue into the highway as a northbound on-ramp from Danforth.
Don Valley Parkway | Construction
Unlike today's parkway, this road would have curved northwest near the Don Valley Brick Works and connected to Mount Pleasant at Davisville. The city did not have the money and appealed to 'civic-minded citizens' to donate the land on which the highway would be built. None came forward. In 1939, city transportation planner Norman Wilson proposed a boulevard that would follow the valley into the northeast. On January 1, 1946, Toronto voters approved the building of a 'Don Valley Traffic Artery' following the same route as the "speedway" by a vote of 31,882 to 12,328. This was the same plebiscite where Toronto voters approved the construction of the Yonge segment of Line 1.
Don Valley Parkway | Conditions before construction
The interchange is constrained by that distance for the Gardiner—Don Valley two-lane ramps bridge the difference in height from ground-level under the viaduct with the height of the Gardiner. Acceleration and deceleration lanes for the Lake Shore—Don Valley ramps connect under the viaduct. From the viaduct, the parkway proceeds north as a four-lane highway on a straight course along the east bank of the channelized Don River, passing beneath Eastern Avenue and veering slightly to the east as it passes below Queen Street East. On- and off-ramps project northward from Eastern Avenue, each adding a lane to both carriageways. The expressway continues northward, with the Don River sandwiched between the highway and Bayview Avenue.
Don Valley Parkway | South of the Forks
Gardiner and T&Y Board (and later Metro Planning Board) chairman James Maher personally walked the route through the valley, determining the works that would be needed to put the highway through. "We'll move the railway over a piece. We'll tear down the hill. We'll shift the river over a piece, then we can have the highway through there." Gardiner toured New York City in June 1954 to study the city's expressways and municipal parking lots. Gardiner compared the proposed Don Valley expressway to the scenic Grand Central Parkway, and was quoted as claiming that valleys like the Don are not spoiled by arterial highways, but beautified by them.
Don Valley Parkway | Conditions before construction
By 1966, rush hour traffic and accidents in the Jameson area meant that the Jameson westbound on-ramp was closed permanently during rush hours. That same year, after criticism of the safety of the expressway by Toronto coroner Morton Shulman, Metro started installing guardrails on the full length of the Gardiner and Don Valley expressways.
Gardiner Expressway | From completion to the present
To facilitate the Flemingdon Park development, located south-east of Don Mills Road and Eglinton, the entire planned route south of Lawrence to the present interchange at Don Mills Road was moved east to its current alignment. The plan, estimated to cost C$28.674 million, was approved by Metro Council in early 1956. Formal approval to build came in 1958 and construction of the parkway began. A stumbling block to construction was resolved by a deal between Metro and the City of Toronto over City-owned parklands needed for the parkway. North of Bloor Street, of City-owned land would be transferred to Metro and any lands not needed for the parkway would be developed as parks by Metro.
Don Valley Parkway | Construction
Two proposals were put forward for approval: the Leslie Street extension and widening of Don Mills Road. Don Mills Road was widened from four to six lanes with the new lanes to be high occupancy/bus lanes. The Leslie Street extension was approved by East York and North York, but was abandoned by Metro Council in 1993, after the provincial government refused to subsidize its construction.
Don Valley Parkway | Since completion
The construction of the Don Valley Parkway was a major undertaking that changed much of the Don valley. While industrial areas existed both near the mouth of the Don River and the area of today's Leaside Bridge, several natural areas remained in those places where the steep sides of the valley had dissuaded large-scale urban development. The post-war growth period of Toronto provided an impetus to build a new automobile route into central Toronto, and the route through the valley was chosen to avoid expropriation of existing development and provide access for new development in the Metropolitan Toronto region. The construction of the six-lane highway modified the valley through the removal of hills, other earth works and the rerouting of the Don River.
Don Valley Parkway | History
As the Greater Toronto Area grew in population after World War II, the Province of Ontario set up a special regional government in Toronto known as Metropolitan Toronto to build and manage the infrastructure for the growing suburbs. One of Metro's priority projects upon its founding in 1954, was the construction of the Don Valley Parkway expressway from downtown Toronto to the Ontario Highway 401. The route chosen followed the lower Don valley to the forks of the Don River, then proceeded north along the 'right-of-way' assigned to Woodbine Avenue in the grid layout of Toronto. This crossed the valley of the East Don at Lawrence, which was a dirt road at the time.
Milne Hollow | Don Valley Parkway project
After rising to meet the interchange, it widens to four lanes and splits into two branches: two lanes continuing north as Highway 404, and the three others as Highway 401. The entire length of the parkway uses the RESCU Traffic Management System, which was installed in 1994. Like the similar COMPASS system on provincial freeways, RESCU combines in-pavement sensors with traffic cameras and changeable message signs (6 fixed and 10 portable) to alert drivers of accidents, traffic conditions and upcoming closures. The system is used as a means of managing traffic flow along the parkway. The message signs also frequently display non-urgent messages to motorists, such as notices for future construction, safety messages and smog alerts.
Don Valley Parkway | North to Highway 401
The Don Valley Parkway is a north–south expressway that links downtown Toronto to the 401. Beyond the 401, this route is known as Highway 404, and connects the more distant outer suburbs of Markham, Richmond Hill, Aurora, and Newmarket to the 401.
Transportation in Toronto | Highways
The new partial-access interchange was paid for by the developers. The ramp connecting Wynford with the northbound parkway required a tunnel under the Canadian Pacific Railway (CPR) Midtown railway lines. To avoid delaying trains on the vital freight line, a prefabricated concrete arch was jacked into the embankment, at a time, over 12 days. This was the first North American use of such a technique. From 1986 to 1988, the City studied traffic congestion in the 'Don Valley Corridor', an area from Leslie Street east to Victoria Park Avenue. To improve traffic in the area, the proposed solutions were extending Leslie Street south of Eglinton Avenue and south-west to Bayview Avenue; widening Don Mills Road; and expanding the parkway.
Don Valley Parkway | Since completion
South of Bloor Street, the expressway was constructed over existing roadways. North of Bloor Street, the expressway was built on a new alignment through the valley, requiring the removal of several hills, the rerouting of the Don River and the clearing of green space. North of Eglinton Avenue, the expressway follows the former Woodbine Avenue right-of-way north to Highway 401. The parkway operates well beyond its intended capacity of 60,000 vehicles per day and is known for its daily traffic jams; some sections carry an average of 100,000 vehicles a day. Planned as part of a larger expressway network within Toronto, it was one of the few expressways built before the public opposition that cancelled many of the others.
List of north–south roads in Toronto | Don Valley Parkway
Running parallel to Highway 400 approximately to the east, Highway 404 extends on a north–south orientation between Highway 401 and Woodbine Avenue. There are 16 interchanges along its length, mostly of the Partial cloverleaf A4 configuration. Exit numbers on the freeway start at 17, suggesting that the length of the Don Valley Parkway was considered in distance calculations; until 2017, there were no exit numbers posted on the DVP. Officially, the Ministry of Transportation of Ontario (MTO) jurisdiction over the freeway begins as the opposing directions of travel diverge south of the Highway 401 interchange. Northbound, two lanes from the DVP are joined by a third from the eastbound collectors of Highway 401.
Ontario Highway 404 | Route description
The expressway crosses Taylor-Massey Creek and the East Don River, and climbs out of the valley, swinging northwards toward Eglinton Avenue. In this section, the DVP passes around the apartment buildings of Flemingdon Park. The lanes split again before the underpass at Spanbridge Road, the road that connects a three-tower complex of apartments to the east of the parkway with Flemingdon Park to the west. The lanes pass beneath the Gatineau Hydro Corridor and reconnect south of the Eglinton interchange. As it crosses Eglinton, the expressway passes a business park to the west and the Concorde Place commercial and condominium development to the east.
Don Valley Parkway | North to Highway 401
Last-ditch efforts by opponents, including occupying the valley, lawsuits and blocking construction access, failed and the expressway was finally constructed in the 2000s, opening to traffic in 2007. The cost to the city included $100 million in construction costs, plus legal costs fighting to get the expressway constructed. The city fought the provincial government once and the federal government twice to build the project. As of November 2009, a $75 million lawsuit is still pending with the federal government.
Red Hill Valley Parkway | Introduction
At its southern end near the mouth of the Don River, the parkway begins in a multiple-level interchange with the ground-level Lake Shore Boulevard and the elevated Gardiner Expressway directly above the boulevard. The Gardiner–Don Valley ramps provide access to the section of the Gardiner Expressway west of the parkway. There is no access either from or to the Gardiner east of the parkway. To travel east from the southbound lanes of the parkway, motorists must exit via the off-ramp to Lake Shore Boulevard, which meets the Lake Shore at a signalized intersection. Less than north of the Gardiner, the Canadian National Railway (CNR)/GO Toronto railway viaduct passes over the parkway.
Don Valley Parkway | South of the Forks
This part of the freeway was opened in July 1970. As the freeway was constructed through the valley, it caused a break in many north–south roads. These breaks were located where access to the part of the road on the other side of the freeway was cut off. Plans were put in place to build frontage roads to improve access through the region.
Interstate 8 | Construction
In 1959, the DOH announced that they would construct and maintain the new route once the DVP was completed to Highway 401 and designate it Highway 404. The proposed route of the freeway was presented at a special delegation on 13 December 1960 by Harold Barry, a representative of the department. Design work started in 1973, and construction began following the awarding of a C$6.9 million contract in March 1976. This contract included construction of the Finch Avenue interchange, overpasses at McNicoll and Van Horne Avenues and of six-lane freeway between Sheppard and Steeles Avenues. Shortly thereafter, on 20 April, Ernest Avenue and Van Horne Avenue were closed to traffic at Woodbine.
Ontario Highway 404 | Initial construction
On July 26, 2009, sections of the expressway at the QEW were closed due to flooding of the Red Hill Creek after a thunderstorm. On July 7, 2010, sections of the expressway at Barton Street were closed due to flooding of the Red Hill Creek after a thunderstorm. From Barton Street, the expressway travels along the Creek, which is visible on the right. Both sides of the highway are residential lands, and the slopes of the valley have some forestation as far south as Queenston, where the valley sides were cleared of trees and landscaped for the interchange, with sound barriers on the top of the slopes.
Red Hill Valley Parkway | Route description
The City then borrowed $1.5 million to finance the project. In 1949, the Official Plan of the City of Toronto updated the Don Valley Roadway plan to include two branches—one to the north-west which would eventually become the Crosstown Expressway proposal, and one to the north-east leading to O'Connor Drive. The original plan to connect to St. Clair remained. East York Township opposed construction of the north-east roadway. The City started the first section of this route from Eastern Avenue south to Keating Street in 1949, but had to suspend work in 1951 due to a lack of steel. Recognizing the value of the natural spaces of the valley, conservationists such as Charles Sauriol founded the Don Valley Conservation Association, in 1948 to assist the provincial Don Valley Conservation Authority (DVCA) itself founded in 1946.
Don Valley Parkway | Conditions before construction
Despite a quadrupling of traffic volumes, the original roadway north of the Los Angeles River largely remains as it was when it opened in 1940. Trucks and buses were banned in 1943, though the bus restriction has since been dropped; this has kept the freeway in good condition and relatively safe, despite its outdated design. This design, state-of-the-art when built, includes tight "right-in/right-out" access with a recommended exit speed of and stop signs on the entrance ramps; there are no acceleration or deceleration lanes. While the curves are banked for higher speeds, they were designed at half the modern standard.
Arroyo Seco Parkway | Post-construction
South of Bloor Street, Metro agreed to replace any recreation facilities lost in Riverdale Park due to the parkway construction. The City had threatened to not allow construction through City-owned land.
Don Valley Parkway | Construction
The province agreed to split the cost for the east–west portion of the planned expressway, but opposed the north–south link. Nevertheless, construction continued throughout the mid-1990s, and the expressway opened on October 15, 1997, just over a decade before the controversial Red Hill Valley Parkway, which opened on November 17, 2007. The speed limit along the parkway is .
Lincoln M. Alexander Parkway | Introduction
The Gardiner Expressway and Don Valley Parkway close annually for two events. Ride for Heart closes the Gardiner Expressway east of the Humber River and the entire length of the Don Valley Parkway in both directions and is typically held on the first Sunday in June from 2am to 2pm. Toronto Triathlon Festival closes the eastbound lanes of the Gardiner Expressway east of the Humber River and the northbound lanes of the Don Valley Parkway south of Eglinton Avenue and is held on the third Sunday of July from 2 am to 12 pm. The annual closure of the Gardiner Expressway and Don Valley Parkway for Ride for Heart has been criticized for the amount of disruption it causes and its impact on traffic congestion.
Gardiner Expressway | Closures
Construction on the highway began in 1928, which involved the boring of three tunnels. Previously, the road was signed as U.S. Route 40 Alternate, crossing the Sierra Nevada at a lower elevation than Donner Pass on US 40, now Interstate 80 (I-80). The road was renumbered SR 70 in the 1964 state highway renumbering. Today, portions of SR 70 have been upgraded to a four-lane expressway, and even a freeway in a few locations.
California State Route 70 | Introduction
In 1965, Metro Toronto Chief Coroner Morton Shulman released a report criticizing the lack of safety in the design of the parkway. In the first five months of 1965, there were 136 accidents on the parkway, with four deaths and 86 injuries. Among the "death-dealing" deficiencies that had to be corrected were inadequate guardrails, exposed steep slopes and light standards that were exposed to collision from passing high-speed traffic. Call boxes with emergency telephones were installed on the parkway in 1966. The boxes, attached to street lighting on the right shoulder, provided a direct line for help from the Ontario Motor League, now part of the Canadian Automobile Association (CAA).
Don Valley Parkway | Since completion
Construction in the early 1990s extended the freeway in sections from US 31/Business US 31 (Bus. US 31) to its current end with US 20 at CR 17, with the portion from US 31/Bus. US 31 to SR 19 opening on December 11, 1991, and the portion from there to CR 17 opening on October 9, 1992. Ramps from Nimtz Parkway were opened November 3, 1997, and the portion in Elkhart was also named the "Dean R. Mock Expressway" in March 2002.
St. Joseph Valley Parkway | Indiana section
The Parkway passes beneath Dundas and Gerrard Streets and rises onto the 'Don Flats' plateau at Riverdale Park. In this section, the elevation of the highway is close to the level of the river and is liable to flood after heavy rains, as occurred in June 2010, for example.
Don Valley Parkway | South of the Forks
North Valley Parkway begins at Jomax Road in northern Phoenix as a continuation of 19th Avenue. A six-lane bridge over the Central Arizona Project Canal was completed in December 2011. Heading north as a six-lane divided boulevard, the road temporarily narrows to just two lanes as it approaches Dixileta Drive where it temporarily narrows to two lanes, but widens to four lanes to intersect Sonoran Desert Drive, a surface road that connects to the Bob Stump Memorial Parkway (Loop 303). North of Dove Valley Road, traffic temporarily detours onto 27th Drive due to lack of funding of a bridge over Skunk Creek..
North Valley Parkway | North Valley section
Construction restarted in earnest with grading contracts in 2004. The squatters were removed, and full-time security guards patrolled the site during construction. The expressway unofficially opened on November 3, 2007. The opening was accompanied by the Road to Hope race run by 150 people. The parkway was originally scheduled to be officially opened to vehicular traffic on November 16, 2007 but the date was postponed to November 17, 2007. The final estimate of construction cost was $245 million for the long expressway. $120 million of the cost was paid for by the provincial government. In 2016, the existing ramps from the Red Hill Valley Parkway to Stone Church Road were incorporated into the new Upper Red Hill Valley Parkway, an arterial road extension to link to the parkway from Trinity Church Road and the Red Hill Business Park.
Red Hill Valley Parkway | Construction
South of Queenston Road, the expressway passes through a forested part of the valley, and the road cut through the trees is narrower, as far south as King Street, where the valley was cleared and landscaped for the interchange, King Street and Mount Albion Streets.
Red Hill Valley Parkway | Route description
Through Elysian Park, a five-lane open cut was excavated west of the existing northbound tunnel lanes, saving about $1 million. The extension, still feeding into surface streets just south of College Street, was opened to traffic on December 30, 1943, again allowing its use for the New Year's Day festivities. While the Arroyo Seco Parkway was being built and extended, the region's freeway system was taking shape. The short city-built Cahuenga Pass Freeway opened on June 15, 1940, over a month before the second piece of the Arroyo Seco Parkway was complete. In the next two decades, the Harbor, Hollywood (Cahuenga Pass), Long Beach (Los Angeles River), San Bernardino (Ramona), and Santa Ana Freeways were partially or fully completed to their eponymous destinations, and others were under construction.
Arroyo Seco Parkway | Construction
As part of Metro's road-building project, Lawrence was expanded to a six-lane arterial road through Milne Hollow. A cloverleaf-style interchange with the DVP was constructed, the interchange necessitating the removal of the rest of the Milne buildings except for a house on the east bank of the river, south-east of the interchange. The East Don also crossed Lawrence at the same point as the interchange, and roadways were built around the existing path of the river. The river channel was itself 'channelized' using concrete and fill for flood control through the interchange. The river channel south-east of the parkway was mostly preserved, except for the use of concrete fill to curb erosion.
Milne Hollow | Don Valley Parkway project
Construction of the network started with what was then known as the Lakeshore Expressway, which would connect the QEW from its terminus at the Humber River with the downtown core. The initial western section opened in 1958, continuing eastward as an elevated highway to York Street in the city core in 1962, and further to the Don River by 1964. During construction the Lakeshore was renamed the Gardiner Expressway, after the first chair of Metropolitan Toronto and major supporter of the expressway plans, Fred Gardiner. A second expressway, the Don Valley Parkway, opened between Bloor Street and Eglinton Avenue in 1961, and continued to develop north and south until it connected to Highway 401 in the north and the Gardiner Expressway in the south.
Cancelled expressways in Toronto | Beginning of construction
According to an agreement between the state legislature and the state department of transportation, STAN (Statewide Transportation Acceleration Needs) funds were used to build a partial interchange at Bell Road in summer 2010, several years before previously intended. In mid-2011 the segment between Happy Valley Parkway and I-17 was completed as a four-lane highway with an interchange at Lone Mountain Parkway completed but initially closed to the public. Motorists still have to pass through signaled ramp junctions at the I-17 Black Canyon Freeway until a full stack interchange is built between that route and Loop 303.
Arizona State Route 303 | History
The project was designed to carry 60,000 vehicles per day. Fenco-Harris designed the route to be "located on public lands as much as possible, thus minimizing the expropriation of private property. Greenbelt land has been used for right-of-way in preference to acreage which can be commercially developed." The route required the expropriation of less than 25 properties. The first planned route of the parkway was to follow the lower Don Valley before turning north and continuing along the Don Mills Road right-of-way north to the Toronto Bypass (today's Highway 401). Edward P. Taylor, developer of the Don Mills subdivision, situated at Don Mills Road and Lawrence Avenue, protested the plan heavily and the path was rerouted along the CPR railway from Don Mills Road and Eglinton Avenue north-east to meet the Woodbine Avenue right-of-way at Lawrence Avenue, and proceeded north to the Toronto Bypass.
Don Valley Parkway | Construction
Clair Avenue. From there it would have proceeded south-easterly between Davenport Road and Dupont Street, before entering the Rosedale Ravine to connect with the main Don Valley roadway south of the Bloor Street Viaduct in the approximate location of today's Rosedale Valley Road and Bayview Avenue intersection. It was estimated to cost $15 million to construct, part of a $179 million plan of development. As part of the 1959 plan of Metropolitan Toronto, the Expressway would have connected Highway 400 extension, along an east–west route in the vicinity of Christie Street and Dupont Street, east to the Don Valley Parkway.
Cancelled expressways in Toronto | Crosstown Expressway
The freeway from Kenwood Drive to Avocado Boulevard in Spring Valley was completed in July 1970. An improved interchange with SR 125 was being planned in 1974, which would connect to the existing freeway extending to Avocado Boulevard. Construction began in October, and continued into late 1975, at a cost of $11 million (about $ in dollars); the road was predicted to reduce traffic at the intersection of Campo Road and Bancroft Drive, and interchanges at Spring Street and Lemon Grove Avenue were to be built. The Lemon Grove Avenue interchange was open by January 30, 1976, and parts of the interchange with Spring Street and SR 125 was open by July 20.
California State Route 94 | Expansion and naming
Parts of the highway were upgraded to freeway during the 1960s. Another portion was converted to an expressway in between Hanford and Visalia, and was completed in late 2012.
California State Route 198 | Introduction
Construction on the predecessor of SR 56 began on November 16, 1987, the Newland-California Company paying for the work as a local developer. Around 1990, the North City Parkway was completed as a two-lane road between Rancho Peñasquitos Boulevard (then Peñasquitos Boulevard) and I-15, along the proposed route of SR 56. The first official segment of the freeway from Black Mountain Road to I-15 was constructed next, beginning on July 25, 1991 by Daley Corporation and W.R. Connelly Inc. This was scheduled to open in May 1993, at a cost of $13 million (about $ in dollars).
California State Route 56 | Planning and initial construction
The expressway begins at the Queen Elizabeth Way with a speed limit of . Proceeding southbound, the Creek and a stormwater pond can be seen on the right. From the QEW interchange to Barton Street, the expressway crosses over the Creek several times with industrial lands to the south (left) and industrial lands on the right as far as the CNR rail lines. This area's trees were removed from this area as part of the project; there some remaining trees on both sides of the expressway at Barton Street. This section, which is not far above the water level of Lake Ontario, is prone to flooding.
Red Hill Valley Parkway | Route description
Here the original 1940 freeway, mostly built along the west bank of the Arroyo Seco, begins as the southbound lanes curve from their 1943 alignment over the Los Angeles River into the original alignment next to the northbound lanes. As the original freeway begins, it passes under an extension to the 1925 Avenue 26 Bridge, one of four bridges over the Arroyo Seco that predate the parkway's construction. A southbound exit and northbound entrance at Avenue 26 complement the Figueroa Street ramps, and similar ramps connect Pasadena to both directions of I-5. SR 110 continues northeast alongside the Arroyo Seco, passing under the L Line light rail and Pasadena Avenue before junctioning Avenue 43 at the first of many folded diamond interchanges that feature extremely tight (right-in/right-out) curves on the exit and entrance ramps.
Arroyo Seco Parkway | Route description
The Association promoted conservation of the valley with rail tours and public events. In 1951, the Ontario Department of Planning and Development released its "Don Valley Conservation Report", which recommended the preservation of the valley, including an artificial reservoir where Lawrence Avenue crossed the Don River. It also proposed that the valley not be used for any new major transportation routes. The DVCA adopted the report and budgeted to buy lands in the valley, but the City of Toronto withheld funding to the DVCA for land purchases. In April 1953, the Metropolitan Toronto (Metro) federation was approved and Fred Gardiner was named as its first chairman.
Don Valley Parkway | Conditions before construction
This route was a great improvement, faster and shorter than the old Ridge Route, but was not enough to satisfy demand, and a conversion to a four-lane expressway was needed. The outbreak of World War II delayed this until 1948 and the fourth lane was completed in 1952. However, just three years later, plans were begun for converting the four-lane expressway to a six-lane freeway.
Interstate 5 in California | Ridge Route
Construction began in the early 1960s. There were just three phases for the . The first phase, completed in 1967, ran from the San Joaquin County line to Los Banos. The second phase, completed in 1972, extended the freeway south to Wheeler Ridge and connected it to SR 99. The freeway then started to see traffic, as in Stockton there were only between the West Side Freeway and the Golden State Highway. The third phase, completed in 1979, extended the freeway to Sacramento and connected it to the northern I-5. When the second phase of the freeway opened in 1972, it was a long and lonely route with no businesses alongside.
Interstate 5 in California | San Joaquin Valley
The parkway varies from two to five lanes, both divided and undivided, and also includes bicycle lanes.
North Valley Parkway | Route description
However, the highway through South Pasadena was not completed until January 30, 1941, and landscaping work continued through September. The final cost of $5.75 million, under $1 million per mile, was extremely low for a freeway project because the terrain was favorable for grade separations. The state began upgrading the four-lane North Figueroa Street extension (then part of Route 165) in October 1940 as a "Southerly Extension" of the parkway, even before the parkway was complete. The at-grade intersection with Riverside Drive was already a point of congestion, and the six lanes of parkway narrowing into four lanes of surface street would cause much greater problems.
Arroyo Seco Parkway | Construction
This new alignment would bypass the parts of Bronxville and Yonkers to construct the freeway. Construction of the alternative highway began in 1958, with the stretch from the Bronx River Parkway to Tuckahoe Road. This section was completed in 1961. The next piece, from Tuckahoe Road to Jackson Avenue, was constructed during 1962 and 1963, with it opening in the latter. Construction continued to the Cross Westchester Expressway (I-287) and was completed in 1969. At this point, the last missing piece was between the Cross Westchester and the Hawthorne Circle. This piece was delayed until 1976, when construction began on the last of parkway.
Sprain Brook Parkway | Introduction
The first section of the freeway opened in 1963, east of I-805. The extension of the freeway west to I-5 was delayed to coincide with the construction of the Sweetwater River flood channel. While construction started in 1984, a court stopped the process for a few years, and this portion was not complete until 1992. The final section of freeway, which was upgraded from an expressway, opened in 2007, to coincide with the extension of SR 125 south to Otay Mesa.
California State Route 54 | Introduction
The southernmost portion of the highway, running through Balboa Park, began construction in 1942 and opened in 1948 as part of US 395; it was the first freeway in San Diego County and one of the first in California. The Cabrillo Freeway was also part of US 80 from the late 1940s until 1964. This stretch of road has been called one of America's most beautiful parkways, and was designated a California Historic Parkway in 2002. There were previously southbound entrances at Quince and Richmond Streets, but these have been closed. The single-lane bridge at Richmond Street which allowed this entrance still exists but is closed to traffic, and the remainder of the ramp has been demolished.
California State Route 163 | History
The bridge was built in 1933 replacing an older wooden bridge that had been damaged by ice on the Don River in 1900. The original cost was $70,864.07. The bridge was closed off in 1964 after the construction of the Don Valley Parkway. Eastern's east and west halves crossed the Don River north of the old alignment via a new large bridge with ramps connecting to the Don Valley Parkway, and this viaduct (known as the Eastern Avenue Bypass in some maps) forked out and become the eastern terminus of both Richmond and Adelaide streets. With the Eastern Avenue Bypass just to the north and the elevated Gardiner Expressway just to the south, it was decided that the existing Eastern Avenue bridge was unnecessary at that point on the Don River.
Old Eastern Avenue Bridge | History
Construction of the route began in 2002 north of 16th Avenue. In 2004, an interchange with Highway 407 was constructed along with a connection north to Highway 7. Both segments and the interchange were opened by December of that year. The following year, construction began to connect these two segments as well as on the Box Grove Bypass along Ninth Line; the former opened in October 2006 and the latter in the spring of 2007. Construction of the most recently opened segment, connecting the Box Grove Bypass to the interchange with Highway 407, began in 2009. It opened after several delays in 2012 and included a realignment of 14th Avenue.
Donald Cousens Parkway | Introduction
The northern section of this extension was routed alongside Pottery Road to Nesbitt Drive. South of this, it wraps around a hill and descends into the Lower Don Valley, travelling parallel to the route of the Don Valley Parkway. This addition is frequently referred to as the Bayview Extension. It was constructed as part of the Don Valley Parkway project, and necessitated the removal of "Sugarloaf Hill" directly north of the Bloor Street Viaduct. The extension fulfilled the "central spoke" in the building of the "Don Valley Roadway" as proposed in the 1940s. A route through the ravine to St.
Bayview Avenue | History
The Interboro Parkway opened to traffic in July 1935. However, it remained unfinished until the completion of the Highland Boulevard-Bushwick Avenue extension in September 1935. Issues with the parkway designed plagued its usefulness, as declared by the New York City Planning Department in 1941. One issue was the presence of "bad curves" at two sections of the parkway. These curves, as viewed by the department, a "serious hazard" to drivers but rectifying the problem would prove difficult due to the parkway's location through cemeteries. Furthermore, the department criticized a lack of highway connections at the parkway's western terminus in Brooklyn.
Jackie Robinson Parkway | Opening
The project is managed by the Toronto and Region Conservation Authority and Waterfront Toronto. The ramps between the parkway and the Gardiner Expressway pass directly over the Don River channel. A third project, the "Don River Valley Park" to link all of the open space from the Toronto Brick Works south to the harbour, has proposed changes that will impact the highway. The first is the replacement of the current Bayview–Bloor interchange roadways to free up green space. The second is the relocation of rail lines on the west bank of the Don River to the east bank. A third is a new land bridge over the highway joining the two sections of Riverdale Park.
Don Valley Parkway | Future
During the Loma Prieta Earthquake in 1989, these segments, along with the other segments under construction, were spared major damage despite being approximately 10 miles north of the epicenter. SR 85 opened between Santa Teresa Boulevard (at the future 85/87 interchange) and Cottle Road in 1991 with only 2 lanes in each direction, along with the light rail line in the median of SR 85. The extensions to Almaden Expressway and Great Oaks Boulevard were completed in 1992. With the completion of the southern leg (from I-280 to 85) of SR 87 in 1993, the 85/87 interchange opened to traffic that year (with only two connector ramps, from 85 north to 87 north and 87 south to 85 south, due to funding limitations).
California State Route 85 | Construction of the freeway
The first segment of the freeway was finished in 1960; the final piece was completed in 2003.
New York State Route 49 | Introduction
The freeway through Visalia was completed by 1965, with an expressway connecting it to US 99. Also completed was the expressway heading west out of Hanford, with part of it access-controlled west of Lemoore. Construction began in November 2009 on a project to widen a two-lane, 10-mile section of SR 198 between SR 43 and SR 99 into a four-lane expressway. The $60 million project was completed in December 2012.
California State Route 198 | History
Except for the Golden State Freeway (I-5) interchange near the river, completed in 1962, the few structural changes to the freeway north of the river include the closure of the original southbound exit to Fair Oaks Avenue after its location on a curve proved dangerous and the replacement of shrubs in the median with a steel and now concrete guard rail. Los Angeles paid for reconstruction of the interchange at Hill Street, south of Elysian Park, in the early 1960s to serve the new Dodger Stadium. When the Arroyo Seco Parkway opened, it was the first freeway in the Western United States.
Arroyo Seco Parkway | Post-construction
So that disabled vehicles could be safely removed from the roadway, about 50 "safety bays" were constructed in 1949 and 1950.) The engineers used a design speed of , superelevating curves where necessary to accomplish this. (The road is now posted at .) Despite the freeway design, many parkway characteristics were incorporated, such as plantings of mostly native flora alongside the road. Prior to parkway construction, nine roads and two rail lines crossed the Arroyo Seco and its valley on bridges, and a number of new bridges were built as part of the project. Only four of the existing bridges were kept, albeit with some changes: the 1925 Avenue 26 Bridge, the 1926 Avenue 60 Bridge, the 1895 Santa Fe Arroyo Seco Railroad Bridge (now part of the L Line) near Avenue 64, and the 1912 York Boulevard Bridge.
Arroyo Seco Parkway | Construction
At the Carefree Highway (former SR 74), the parkway resumes its original route as a four lane undivided road providing access to Tramonto Marketplace, a local shopping center. Soon after, the road jogs west and closely parallels the Black Canyon Highway (I-17), providing a connection to the interstate highway via Pioneer Road and exit 225. At this intersection, the road changes names to the Gavilan Peak Parkway.
North Valley Parkway | North Valley section
Beginning in May 1999, the grade-separated traffic circle junction with Erin Mills Parkway and Southdown Road, which dated back to the early 1960s, was completely reconstructed as a standard parclo A4 interchange; it was reopened in 2001. The nearby Hurontario Street interchange was upgraded from a cloverleaf to a parclo A4 on the south side and a diamond interchange on the north side. Work was completed in 2010. The Red Hill Valley Parkway project, which opened on November 16, 2007, added a significant new interchange to the QEW. The ramp to the southbound parkway did not open until December 2008.
Queen Elizabeth Way | Recent work
It is planned to be designated as SR 1251 until it opens. Construction began in 2018.
Jimmy DeLoach Parkway | Introduction
Construction on the two lane section between 16th Avenue and Major Mackenzie Drive, connecting with the north end of the Old Markham Bypass, began in 2002, and was completed by the end of 2004. Phase 2, which included construction of a partial interchange with Highway 407, began in 2004 and was completed by the end of the year; it and the four lane section north of it to Highway 7 opened on December 17, 2004. In 2005, construction began on the third phase of the bypass, connecting the southern segment at Highway 7 with the northern segment north of 16th Avenue.
Donald Cousens Parkway | Construction
The then-Metro Toronto and City of Toronto governments chose option "A" to retain or ameliorate. On November 23, 2016, mayor John Tory proposed tolls for the Gardiner and the Don Valley Parkway. However, this plan has been rejected by the Ontario government.
Gardiner Expressway | Future
The road remains largely as it was on opening day, though the plants in its median have given way to a steel guard rail, and most recently to concrete barriers, and it now carries the designation State Route 110, not historic U.S. Route 66. Between 1954 and 2010, it was officially designated the Pasadena Freeway. In 2010, as part of plans to revitalize its scenic value and improve safety, the California Department of Transportation (Caltrans) restored the original name to the roadway. All the bridges built during parkway construction remain, as do four older bridges that crossed the Arroyo Seco before the 1930s.
Arroyo Seco Parkway | Introduction
The Valley is the site of the Red Hill Valley Parkway, which was completed through the valley in 2007. Originally called the Red Hill Creek Expressway during planning, construction was fought by environmentalists for many years. The expressway was proposed as part of a plan to bypass Hamilton along its south side, and facilitate development to the south and east of Hamilton. The valley, located between Hamilton's core and Stoney Creek, was chosen for the route of the expressway in the 1970s. The route was chosen over urban routes to avoid destruction of the neighbourhoods on either side and the resulting land costs.
Red Hill Valley | Expressway
By 1961, E Street in Chula Vista continued along the Sweetwater River; it turned northeast and became Sweetwater Road before it entered into Lemon Grove. Bids were accepted in November 1962 for the part of the freeway from eastern National City and Valley Road to La Presa and Jamacha Road; it was to loosely parallel Sweetwater Road. This portion of freeway opened on September 27, 1963, and the entire project cost $2.25 million (about $ in dollars); however, although it was a four-lane freeway, it was declared as an expressway since all intersections were at-grade intersections. While the road was originally planned to have eight lanes, only four were constructed due to the additional cost.
California State Route 54 | Early construction
The Don River valley, formed during the last ice age, has played an important role in the development of Toronto from its beginning as the Town of York. Using the power of the river, the first sawmill was erected at today's Todmorden Mills by 1795 and other industry was founded soon after, including a grist mill, paper mill and brewery by 1828. Railways were introduced into the valley after 1850 with the building of tracks into Toronto. By 1900, the Don River south of today's Bloor Street was straightened into a channel for boating purposes, with roadways and industry built on both banks.
Don Valley Parkway | Conditions before construction
These narrow to two lanes before merging with a single lane from westbound Highway 401 immediately south of Sheppard Avenue. An additional two lanes from eastbound Highway 401 converge and form a separate carriageway with no access to Sheppard. Southbound, the freeway is divided into two carriageways, both of which provide access to the DVP. The outer carriageway also provides access from Sheppard and to Highway 401, including the westbound express lanes, while the inner carriageway is intended for DVP-bound traffic. The HOV lane also provides access to westbound Highway 401 via a dedicated tunnel, which passes beneath the other southbound lanes.
Ontario Highway 404 | Route description
Through Elysian Park, it was built higher than the tunnels, with open-cuts through the ridges through which the older tunnels were built, and viaducts over the valleys between the ridges. South of the southernmost tunnel, the older road was widened and upgraded to freeway standards south to Adobe Street. This new road opened December 30, 1943. A further extension was completed on September 22, 1953 to the Four Level Interchange with U.S. Route 101 (Santa Ana Freeway and Hollywood Freeway).
Figueroa Street Tunnels | History
Due to rapid population growth and the decline in the availability of affordable housing closer to job centers in Orange County, new residential development began in earnest in western Riverside County from the 1980s through today. This development is occurring in or around existing cities such as Riverside, Corona, Moreno Valley, Lake Elsinore, Murrieta, and Temecula. This development also led to the incorporation of the cities of Wildomar, Menifee, Eastvale, and Jurupa Valley. As there are very few direct routes between Orange and Riverside counties because of the Santa Ana Mountains that separate them, the Riverside Freeway is subject to high traffic volumes, composed primarily of commuters traveling between their jobs in Orange County and their homes in Riverside County (often referred to by traffic reporters as "The Corona Crawl").
California State Route 91 | Construction of the 91 Express Lanes
The southern portion of the freeway, from I-5 to the Avenue D exit near Lancaster, has been designated the Antelope Valley Freeway by the state legislature. The Antelope Valley Freeway begins in the Santa Susana Mountains at the Newhall Pass interchange by splitting from the Golden State Freeway (I-5). This is the busiest portion of the route with an annual average daily traffic (AADT) count of 169,000 vehicles per day. The freeway forms much of the eastern boundary of Santa Clarita along its route. Past Santa Clarita, the road continues northeast and crosses the Sierra Pelona Mountains and western San Gabriel Mountains via the canyon of the seasonal Santa Clara River.
California State Route 14 | Antelope Valley Freeway
The North Valley Parkway, also named the Gavilan Peak Parkway are two names for a single section of arterial parkway in Phoenix and Anthem, Arizona, generally running parallel to the Interstate 17 (I-17) from Jomax Road to north of New River Road for approximately . In the last three years, the parkway has undergone changes from a series of non-contiguous partially unpaved segments of dead end drives into a major alternative route to the often congested I-17 in the North Valley. The parkway is expected to be fully completed by 2020. The parkway follows the alignments of 23rd, 27th, and 35th Avenues in the Maricopa County street grid.
North Valley Parkway | Introduction
The Bob Stump Memorial Parkway is a relatively new freeway in the far northwestern area of the Valley, serving cities such as Surprise, Peoria, Glendale, and northern Phoenix. Currently, there are two segments of freeway. The first one, begins at a grade interchange with I-17 (a stack interchange is to be constructed). This freeway status continues, with occasional interchanges at Lake Pleasant Parkway, Lone Mountain Parkway, and Happy Valley Parkway (many others are planned), until El Mirage Road. The second segment of freeway begins at US 60 (Grand Avenue) The freeway opens up to a total of 6 lanes at the Bell Road interchange.
Roads and freeways in metropolitan Phoenix | Loop 303
The existing interchange with Happy Valley Road in Phoenix is currently being converted to a diverging diamond interchange (DDI). The project is projected to be finished in the fall of 2020.
Interstate 17 | Future
Also in 2005, the Nevada Department of Transportation (NDOT) had reconstructed the US 95/Rainbow Boulevard interchange as part of its US 95 widening project (including a new direct connection from eastbound Summerlin Parkway to US 95 north which was not constructed in 1989). An HOV flyover has been constructed in order to facilitate HOV movements between Summerlin Parkway and US 95 heading to and from downtown. The direct connection ramps opened in July 2012, even though Summerlin Parkway does not yet have HOV lanes.
Summerlin Parkway | History
Construction began in 2006 and was completed in 2008, with the parkway opening in September of the same year. The parkway was controversial in its construction and was challenged in court several times before a compromise was met between the state and the Sierra Club, which limited the speed on the road and banned semi-trucks on the highway except in emergencies. In addition to the restrictions on speed and trucks, the road was reduced from a six-lane expressway to a four-lane parkway. The compromise agreement restrictions have a sunset date of January 1, 2020, at which time the speed limit will increase to and trucks will no longer be banned.
Legacy Parkway | Introduction
However, the council approved the construction and design of the Fletcher Parkway interchange in January 1991, over those objections. Further interchange-related concerns were raised from Lemon Grove homeowners the next year. In August 1993, Caltrans agreed to design the new freeway to keep it west of the Sweetwater Reservoir, which satisfied Spring Valley while raising concerns from those living in Bonita, who would be closer to this new routing.
California State Route 125 | Construction from SR 52 to SR 54
To build sections between exits 7 and 8 in the 1930s parts of Coney Island Creek were filled in, finishing the process, begun over a decade before construction began, of turning Coney Island from an island into a peninsula. The Gowanus Parkway, in part replacing the demolished Fifth Avenue Line, was built as an elevated structure over Third and Hamilton Avenues in order to avoid the active docks and industrial areas including Sunset Park, Brooklyn.
Belt Parkway | Construction
The Airport Parkway section of the route was built in the early 1950s as a four-lane, at-grade limited-access road connecting what was then Beers School Road (today University Boulevard) at the former Pittsburgh International Airport terminals to McClaren Road at the site of the current eastern terminus of the route. In 1962, the road became part of an extended PA 60, which continued north along what is now University Boulevard to PA 51. Construction began in the late 1960s on the Beaver Valley Expressway section of the road, which opened by 1971. At the time, the freeway abruptly ended at a stub just east of the current International Drive interchange.
Interstate 376 Business | History
The construction of a "dual freeway" at the western end was scheduled to begin in early 2002, referring to the two carriageways needed for each direction of the freeway. It would require drivers to use the new local lanes to access eastbound SR 56 from I-5 or I-805. The project would allow for trucks to use the new lanes to assist in merging with traffic. The northbound lanes were scheduled to open in February 2006. The southbound I-15 to westbound SR 56 ramp was improved in a construction project in 2005. Concerns about the lack of a ramp from westbound SR 56 to northbound I-5 date back from 1988, because of a projected increase of traffic on local Carmel Valley streets.
California State Route 56 | Ramps and bypasses
The Scarborough Expressway (Gardiner Expressway Eastern Extension) was intended to connect the Gardiner Expressway to Highway 401 at the eastern boundary of Toronto, and one segment was built before public opposition stopped the project. Traffic entering Toronto from the east would have travelled directly downtown, as well as serving the south-east area of Toronto. Instead, that traffic is combined with traffic entering from the north along the Don Valley Parkway, where traffic volume significantly exceeds capacity on a daily basis. This has spurred various road advocates to propose new routes to keep the idea alive.
Cancelled expressways in Toronto | Scarborough Expressway
Construction on a new diamond interchange at Cliffdale Road began in 1993 and was completed by 2001. The next new interchange to be added was with NC 295. Construction on the segment east of the All American Freeway began in 2011 and finished in 2016. The remainder of the interchange is projected to open in late 2018 or early 2019 with the next segment of NC 295.
All American Freeway | History
At exit 18, the PIP forms a concurrency with US 6 for the remaining duration of its run. The route is named for the New Jersey Palisades, a line of cliffs rising along the western side of the Hudson River. The PIP is designated, but not signed as Route 445 in New Jersey and New York State Route 987C (NY 987C), an unsigned reference route, in New York. As with most parkways in the New York metropolitan area, commercial traffic is prohibited from using the PIP. The Palisades Interstate Parkway was built from 1947–1958, and fully opened to traffic on August 28, 1958.
Palisades Interstate Parkway | Introduction