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.
Introduction
Don Valley Parkway
Don Valley Parkway | Introduction
It connects Toronto, Ontario, Canada to Gardiner Expressway in downtown Toronto. Gardiner Expressway in downtown Toronto with Highway 401 Gardiner Expressway in downtown Toronto with Highway 401 Downtown Toronto, parklands along the river to Don Mills Road, Eglinton Avenue meets York Mills Road and ends at Highway 401.
what is don valley parkway?
user
It is a municipal expressway.
assistant
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
assistant
when was the construction completed?
user
1966
assistant
is it a busy expressway?
user
Sorry. I cannot find the answer based on the context.
assistant
what places does it connect?
user
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
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
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 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
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
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
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 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 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
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
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
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
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 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
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
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
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 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 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 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
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 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
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
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
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 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
Here, the parkway's mainline ends, and the roadway continues as the connector.
Jimmy DeLoach Parkway | Route description
The area is extremely well connected to the rest of the city. Several major roadways serve as the neighbourhood's boundaries, including Sheppard Avenue to the south, and Highway 404 to the east. Highway 404 is a north-south controlled access highway that passes connects various communities in northern Toronto and the Greater Toronto. Controlled access highways, the Don Valley Parkway, and Highway 401 are situated south of the neighbourhood. Other major roadways that pass through the neighbourhood include Finch Avenue, and Don Mills Road. Public transportation in the neighbourhood is provided by the Toronto Transit Commission (TTC), including several bus routes, and the Toronto subway system.
Don Valley Village | Transportation
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
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
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
The music video for the song Subdivisions by Canadian rock group Rush features scenes of the DVP The song "DVP" by punk rock group PUP is named after the Don Valley Parkway, and its lyrics include references to the parkway.
Don Valley Parkway | In popular culture
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
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
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 parkway varies from two to five lanes, both divided and undivided, and also includes bicycle lanes.
North Valley 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
During the 2010 municipal election, mayoral candidate Sarah Thomson proposed a road toll for the Gardiner Expressway and Don Valley Parkway, drawing comments from critics and supporters across the city. Two projects are underway that may change the parkway's southern end. Waterfront Toronto is conducting an environmental assessment to evaluate replacing, modifying or removing the Gardiner Expressway east of Jarvis Street. The parkway would then end at Lake Shore Boulevard. The City of Toronto eventually decided to keep the Gardiner–Don Valley Parkway connection, with revised ramps. A second proposal, known as the "Don Mouth Naturalization and Port Lands Flood Protection" project, seeks to recreate the natural mouth of the Don River into Toronto Harbour with the surrounding parkland.
Don Valley Parkway | Future
The street Sunlight Park Road bears witness to the past, being the remnant Eastern Avenue bridge approach cut by the parkway. The site is bounded by the Don Valley Parkway and the industrial buildings of the former Lever Brothers.
Sunlight Park | Introduction
The road continues north as Old Stage Road, an unpaved road providing access to some homes and the New River Nature Reserve.
North Valley Parkway | Gavilan Peak section
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
This would provide an Interstate connection for Bakersfield, currently the second-largest U.S. city without an Interstate. The most recent additions to this system are State Routes 168 and 180. Route 168 begins in Fresno on Route 180 linking to Huntington Lake in the mountains through Clovis and many smaller communities. This route is part of the California Freeway and Expressway System[2] and is eligible for the State Scenic Highway System[3]. State Route 180 is a state highway which runs through the heart of the San Joaquin Valley from Mendota through Fresno to Kings Canyon National Park. A short piece near the eastern end, through the Grant Grove section of Kings Canyon National Park, is not state-maintained.
San Joaquin Valley | Roads
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
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
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
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
There are three roads which connects Jai Valley to other parts, which are as follows;
Jai Valley | Road connectivity
The SuperRedTan Interchange is a symmetrical four-level freeway interchange in eastern Mesa, Arizona. Completed in 2007, the interchange provides access between U.S. Route 60 and Loop 202. It is fully directional, meaning that a motorist traveling towards the interchange in any direction can exit onto either direction of the intersecting freeway. The interchange is said to be the first in the Valley of the Sun to include design icons on the support columns in addition to the retaining walls. There are no HOV connections at this time, although they are planned in the future.
SuperRedTan Interchange | Introduction
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 route begins at U.S. Route 1 (US 1), with short stub roads near the exit and entrance points. The parkway travels in an east to northeastward direction from US 1, with a partial cloverleaf interchange at Valley Ridge Road followed by a single-point urban interchange at Crosswater Parkway. Finally, the parkway has an intersection with Davis Park Road, ending the freeway, and becoming Palm Valley Road.
Nocatee Parkway | Route description
The Pyramid Highway/U.S. 395 Connector (also known as the Northeast Connector) is a project taken by NDOT and RTC to improve mobility throughout the northern communities. The projects focuses on rerouting Pyramid Highway as a four to six-lane limited arterial roadway and freeway connecting U.S. 395 with an indirect connection to Sun Valley Boulevard, traveling along the mountainous region dividing Sun Valley with Sparks before merging with the original route. There is no set completion date, as it has not enter final design.
Nevada State Route 445 | Future
Lawrence neighbourhood, the Distillery District and the West Don Lands. To the south of the highway, the land use is light industrial and waterfront lands in transition. The highway passes over the Don River with a ramp to connect to the Don Valley Parkway and descends in a ramp to end at Lake Shore Boulevard and Bouchette Street.
Gardiner Expressway | Route description
Within the valley, at the intersection with North Highway, which leads to Scotty's Castle and Beatty, Nevada, SR 190 turns southeast through Death Valley, which it remains inside until the turnoff to Badwater Basin, the lowest point in North America, near the settlement of Furnace Creek. It leaves the valley to the southeast alongside Furnace Creek Wash, where the highway is usually closed at least once a year by flash floods. SR 190 turns east away from the wash at the turnoff to Dante's View, and soon leaves the park, after which it follows a mostly straight alignment to its end at State Route 127 at Death Valley Junction.
California State Route 190 | Route description
There are three roads which connects Jai Valley to other parts, which are as follows;
Chinta Valley | Road connectivity
The resulting merged arterials will continue on Southeast to Capitol Parkway end (at 48th Street).
Antelope Valley Project | Auto parkway
California State Route 14 and US Highway 395 are the main transportation corridors through the valley.
Indian Wells Valley | Introduction
The part east of unbuilt State Route 65 near Minkler is eligible for the State Scenic Highway System; the road east of Dunlap is the Kings Canyon Scenic Byway, a Forest Service Byway. Other important highways in the valley include State Route 46 (SR 46) and State Route 41 (SR 41), which respectively link the California Central Coast with Bakersfield and Fresno; State Route 33 (SR 33), which runs south to north along the valley's western rim and provides a connection to Ventura and Santa Barbara over the Santa Ynez Mountains; and State Route 152 (SR 152), an important commuter route linking Silicon Valley with its fast-growing exurbs such as Los Banos.
San Joaquin Valley | Roads
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
Before Council was to vote on the proposal, Council decided instead to direct City staff to study a "hybrid" proposal, keeping that part of the Gardiner connecting the expressway to the Don Valley Parkway, while demolishing the rest.
Gardiner Expressway | East of Jarvis review
There would be connections at the following points:
Jingping Expressway | Connections
It is one of two crossings over the Sierra Nevada south of Yosemite (SR 120, Tioga Pass Road), connecting the southern San Joaquin Valley with the upper Mojave Desert and the Owens Valley. This also provides access to Death Valley National Park. If the unconstructed portion were built, it would also provide an easy route between Ridgecrest, California and Las Vegas, via Pahrump, Nevada.
California State Route 178 | Introduction
Upon entering the park at the gap, it becomes Wear Cove Gap Road, a narrow road without lines, which now provides a shortcut from the park to the new end of the parkway. Since opening in November 2018, this new section of the Foothills Parkway connects Wears Valley to the existing parkway at Walland to the west-northwest. Most of this was already finished (in the 1960s) or nearly so, but the "missing link" section northeast of Townsend had to be completed with a series of bridges before the section could finally open. The section east of Wears Valley (at 321/73) to Pigeon Forge and beyond is completely unconstructed, and will not occur in the foreseeable future.
Wears Valley, Tennessee | Geography
The route continues through the San Fernando Valley and then crosses the Newhall Pass through the Santa Susana Mountains into the Santa Clarita Valley. The interchange with State Route 14 (SR 14) is unusual in that truck traffic is separated into its own lanes for both the mainline of the freeway and the transition ramps to and from SR 14. For about a stretch between the Santa Clarita Valley and Pyramid Lake, the northbound and southbound lanes separate and cross sides, with the southbound lanes running to the east of the northbound ones. At that point, the Golden State Freeway rises sharply to the north through the Grapevine to eventually reach the second-highest point of its entire length, the Tejon Pass (elevation ).
Interstate 5 | California
The six-lane Arroyo Seco Parkway (part of State Route 110) begins at the Four Level Interchange, a symmetrical stack interchange on the north side of downtown Los Angeles that connects the Pasadena (SR 110 north), Harbor (SR 110 south), Hollywood (US 101 north), and Santa Ana (US 101 south) Freeways. The first interchange is with the north end of Figueroa Street at Alpine Street, and the freeway then meets the north end of Hill Street at a complicated junction that provides access to Dodger Stadium. Beyond Hill Street, SR 110 temporarily widens to four northbound and five southbound lanes as it enters the hilly Elysian Park, where the northbound lanes pass through the four Figueroa Street Tunnels and the higher southbound lanes pass through a cut and over low areas on bridges.
Arroyo Seco Parkway | Route description
Heading northeast from Calvine Road towards Rancho Cordova, this section is designated as a four-lane high-speed expressway (speed limits up to ) with grade-separated interchanges. As the connector reaches towards the Sacramento–El Dorado county line, it returns to a six-lane thoroughfare ending at the Silva Valley Parkway Interchange.
Capital SouthEast Connector | Route description
Donald Cousens Parkway and a planned connection with Morningside Avenue in Toronto form an "East Metro Transportation Corridor", originally envisioned by the province in the 1970s as a six lane municipal expressway. During the mid-1990s, the Ministry of Transportation of Ontario (MTO) conducted studies and identified the need for the corridor by 2011. Although York Region had intended for a continuous alignment, the City of Toronto government opposed the direct connection between Morningside and Donald Cousens Parkway. As a result, it is now proposed to connect Morningside Avenue and Donald Cousens Parkway via a widened Steeles Avenue. However, no timeline has been announced as of 2015.
Donald Cousens Parkway | Introduction
50 junction in Sacramento are upgraded to Interstate standards. State Route 58 (SR 58), which is a freeway in Bakersfield and along most of its route until its terminus in Barstow, is an extremely important and very heavily traveled route for truckers from the valley and the Bay Area who want to cross the Sierra Nevada and leave California (by way of Interstate 15 or Interstate 40) without having to climb Donner Pass or brave the traffic congestion of Los Angeles. Proposals have also been made to designate this highway as a western extension of I-40 once the entirety of the route between Mojave and Barstow has been upgraded to a freeway.
San Joaquin Valley | Roads
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
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
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
At various times numerous station locations have been considered along the route: It is hoped that some of these can be incorporated into the planned services.
Don Valley Railway | Proposed stations
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
Plans in 1964 were to connect SR 56 to the north end of SR 125 and continue east to SR 67, but these plans did not come to fruition. The eastern end from Black Mountain Road to I-15 was completed in 1993; the western end from I-5 to Carmel Creek Road was completed in 1995 after several lawsuits filed by the Sierra Club and other community groups. The two ends were not connected until the middle portion of the freeway was completed in 2004. The delay was largely due to funding issues and environmental concerns.
California State Route 56 | Introduction
However, these highways are merely short connectors between other highways.
California State Route 153 | Introduction
The Figueroa Street Tunnels carry the Arroyo Seco Parkway through Elysian Park in Los Angeles; a Four Level Interchange connecting the Hollywood Freeway (Route 101) to Route 66 was the first stack interchange in the world. The historic 1916 Trails Arch Bridge spanning the Colorado River from Topock, Arizona to Needles, California still stands but is no longer open to traffic as the roadbed has since been removed to carry a natural gas pipeline.
U.S. Route 66 in California | Bridges
Major new parkways would connect these parks as well as link the city to nearby attractions.
McMillan Plan | Introduction
The Foothill Freeway (I-210) connects the city to Pasadena and the San Fernando Valley, with California State Route 57 connecting to Orange County and the beaches.
San Dimas, California | Geography
Relocating crowded city streets is a significant element of a three-part major arterial project. Part I. Antelope Valley Parkway provides a six-lane traffic way running the length of and parallel to the waterway (West side).* Bridges criss-cross the channel at Military Road, 'Big Y,' Y, Vine, Q, P, O*, N** and J* streets. Bridges and overpasses provide access to UNL on the West, to the UNL research park on the East, to arterials and to streets. Connecting to Cornhusker Highway on the North, Antelope Valley Parkway will run approximately . Part II. At S Street, the arterial breaks away from the channel and follows 19th Street southward, connecting Antelope Valley Parkway with Capitol Parkway at K and L streets **.
Antelope Valley Project | Auto parkway
The Don Burnett Bicycle-Pedestrian Bridge, renamed from Mary Avenue Bridge on July 19, 2011, is a cable-stayed bridge over Interstate 280 (California), spanning Cupertino, California and Sunnyvale, California, used for bicycle and pedestrian traffic. It is the only cable-stayed pedestrian bridge over a highway in California. At night the bridge is lit up and can be seen by those driving on or crossing Interstate 280.
Don Burnett Bicycle-Pedestrian Bridge | Introduction
The bridge is part of State Route 84, and is directly connected to Interstate 880 by a freeway segment north of the Fremont end. There is no freeway connection between U.S. 101 and the southwest end of the Dumbarton Bridge. Motorists must traverse one of three at-grade routes to connect from the Bayshore Freeway to the bridge. These are (from northwest to southeast): The Willow Road and University Avenue junctions with Bayfront Expressway are at-grade intersections controlled by traffic lights; there are two additional controlled intersections at Chilco Road and Marsh Road, and the Marsh Road interchange on U.S. 101 is a parclo.
Dumbarton Bridge (California) | Roadway connections
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
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
Portions between I-580 and I-5 are a four-lane freeway, and there are plans to upgrade the portion between I-5 and SR 99 in Modesto to an expressway. Route 132 is a two-lane road important to recreational travelers en route to Modesto Reservoir, Turlock Reservoir, Don Pedro Reservoir and the Sierra Nevada foothills.
California State Route 132 | Introduction
Two major freeways—Interstate 15 and Interstate 515 (including US 93 and US 95)—cross in downtown Las Vegas. I-15 connects Las Vegas to Los Angeles and San Diego, and heads northeast to Salt Lake City and beyond. Interstate 11 will eventually serve the connection from Nogales, Arizona to the Reno and Sparks vicinity of either Fernley or at the Reno Spaghetti Bowl in Reno when completed. I-515 goes southeast to Henderson, beyond which Interstate 11 bypasses Boulder City and U.S. Route 93 continues past the Mike O'Callaghan–Pat Tillman Memorial Bridge over the Colorado River towards Phoenix, Arizona. US 95 connects the city to northwestern Nevada, including Carson City (the state capitol) and Reno.
Las Vegas Valley | Roads
State Route 443 begins at its intersection with North McCarran Boulevard (SR 659). Just north of this junction, SR 443 interchanges with US 395. From here, the highway heads slightly northeast to the intersection of Dandini Blvd & El Rancho Drive, where the road changes names from Clear Acre Lane into Sun Valley Drive ("Sun Valley Boulevard" on some signs). SR 443 continues north from this intersection through Sun Valley, where it terminates at Seventh Avenue.
Nevada State Route 443 | Route description
The Korean War Veterans Parkway begins concurrent with NY 440 at the Outerbridge Crossing toll plaza east of the New Jersey state line on Staten Island. NY 440 and the parkway remain overlapped to Pleasant Plains, where NY 440 splits from the parkway and heads north on the West Shore Expressway. Past NY 440, the four-lane parkway gains frontage roads as Drumgoole Road begins to run along both sides of the highway. Not far to the east, the parkway runs along the southern edge of Bloomingdale Park and connects to Maguire Avenue by way of ramps leading to and from Drumgoole Road.
Korean War Veterans Parkway | Route description
It then goes through the Tehachapi Mountains. Path 26 power lines generally follow the freeway along this stretch. The freeway then descends sharply for at Tejon Pass to around at Grapevine near the southernmost point of the San Joaquin Valley, approximately south of Bakersfield and south from where SR 99 splits away from it in Wheeler Ridge.
Interstate 5 | California
The following roads are called the Veterans Parkway:
Veterans Parkway | Introduction
U.S. Route 395 traverses the valley and is its primary thoroughfare.
Antelope Valley (California-Nevada) | Transportation
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
SR 55 intersects SR 73 and I-405 next to John Wayne Airport. The freeway continues north into Santa Ana and Tustin, where there is an interchange with I-5. Southbound SR 55 does not have a direct link to northbound I-5. SR 55 continues north into Orange, where it meets the eastern terminus of SR 22. Following this, the freeway continues almost due north until reaching its northern terminus at SR 91 near the Santa Ana River. After the last exit, Lincoln Avenue and Nohl Ranch Road, there is an entrance to the 91 Express Lanes from the HOV lane.
California State Route 55 | Route description
The parkway enters Orange County north of Lake Welch Parkway at exit 16 and south of the Palisades Interstate Park Commission Visitor Center, located in the center median in what was originally a parkway service area. The first interchange in Orange County is exit 17 at Anthony Wayne Recreation Area. At exit 18, the PIP intersects US 6 and Seven Lakes Drive. US 6 west heads toward the Thruway and NY 17 five miles (8 km) west in Harriman. US 6 east forms the PIP's only concurrency for the last two miles (3 km) of the PIP's run. Seven Lakes Drive joins the two routes for one mile (1.6 km) before departing at exit 19.
Palisades Interstate Parkway | New York
Named for the nearby mountain, the Gavilan Peak Parkway continues north in similar character until it becomes divided road once again while entering the unincorporated community of Anthem. The road jogs back east, providing access to many homes in the area, before intersecting Daisy Mountain Drive, which also connects back to I-17. In Anthem, the road serves traffic Boulder Creek High School and Anthem Marketplace. Soon after intersecting Anthem Way, the road narrows to two lanes and becomes Black Canyon Highway, a two-way frontage road flanking I-17. Now in New River, the road intersects New River Road and dead-ends just north of New River Elementary School.
North Valley Parkway | Gavilan Peak section
On March 27, 2010, the City of Santa Clarita completed the decade-long Cross Valley Connector (CVC) project, which sought to connect SR 126 directly to SR 14 roughly along the original route alignment. The city-maintained route is named Newhall Ranch Road on the western segment, and Golden Valley Road on the eastern segment. The two segments meet at the intersection of Newhall Ranch Road and Golden Valley Road, where Golden Valley Road turns and continues northeast.
California State Route 126 | Cross Valley Connector
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
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
Though SR 70 does not directly serve any major cities, the highway is noted as an all-weather crossing of the Sierras. Just less than from Hallelujah Junction is Beckwourth Pass, the lowest pass in the Sierra, used by both SR 70 and the Feather River Route. SR 70 was at one time numbered U.S. Route 40 Alternate, using US 395 from this junction south to Reno to connect with the mainline US 40 (now Interstate 80). Though driving route 70 and US 395 is a much longer route between Reno and Sacramento than mainline US 40 ( versus ), the alternate route was more likely to be open during winter storms than US 40, which crested the sierra at Donner Pass.
U.S. Route 395 in California | Honey Lake
Several major thoroughfares bound the neighbourhood. Sheppard Avenue is a roadway that bounds Henry Farm in the north, while Highway 404 bounds the residential neighbourhood to the east. Highway 404 to provides access to York Region to the north and south to the Don Valley Parkway which starts at the 401/404 interchange just south of Sheppard Avenue. Highway 404 serves as a point of division between the primarily residential neighbourhood and the Consumers Business Park a commercial area to the east of the 404. The Business Park runs east to the Victoria Park Avenue. Highway 401 is the other major controlled access highway that bounds the neighbourhood from the south.
Henry Farm | Transportation
The major road in the Owens Valley is U.S. Route 395.
Owens Valley | Introduction
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