Ontario Highway 427
Template:Short description Template:Good article Template:Infobox road King's Highway 427 (pronounced "four twenty-seven"), also known as Highway 427 and colloquially as the 427, is a 400-series highway in the Canadian province of Ontario that runs from the Queen Elizabeth Way (QEW) and Gardiner Expressway in Toronto to Major Mackenzie Drive ([[List of numbered roads in York Region|York Regional RoadTemplate:Nbsp25]]) in Vaughan. It is Ontario's second busiest freeway by volume and the third busiest in North America, behind Highway 401 and Interstate 405 in California.<ref name="km" /><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Like HighwayTemplate:Nbsp401, a portion of the route is divided into a collector-express system with twelve to fourteen continuous lanes. Notable about HighwayTemplate:Nbsp427 are its several multi-level interchanges; the junctions with the QEW/Gardiner Expressway and HighwayTemplate:Nbsp401 are two of the largest interchanges in Ontario and were constructed between 1967 and 1971, while the interchanges with Highway 409 and Highway 407 were completed in 1992 and 1995, respectively.
HighwayTemplate:Nbsp427 is one of two complete north-south freeways in Toronto, the only other one being [[Ontario Highway 404|HighwayTemplate:Nbsp404]]/Don Valley Parkway serving North York and Scarborough. HighwayTemplate:Nbsp427 serves as a major traffic route for the western portion of Toronto (Etobicoke), the northeastern portion of Mississauga (Malton), the southeastern portion of Brampton (Claireville), and the western portion of Vaughan (Woodbridge). The section of HighwayTemplate:Nbsp427 between HighwayTemplate:Nbsp401 and Dundas Street is a heavily traversed transit corridor; the Template:Convert stretch between Burnhamthorpe and Rathburn saw an average of over 400,000 vehicles and over 5,000 buses per day in 2016, including express buses from GO Transit, MiWay, and the Toronto Transit Commission (TTC).<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The freeway is also the main feeder to Toronto Pearson International Airport from the north and south, as a considerable amount of traffic from HighwayTemplate:Nbsp401 (eastbound), the QEW/Gardiner Expressway, and HighwayTemplate:Nbsp407 make use of the route for airport access.
First designated in 1972, HighwayTemplate:Nbsp427 assumed the recently completed 12-lane collector-express freeway of Highway 27, as well as a short freeway north of HighwayTemplate:Nbsp401 known as the Airport Expressway. Both routes were upgraded throughout the 1950s and 1960s, eventually becoming intertwined into the present configuration in 1972. The freeway was extended north from Pearson Airport to Highway 7 over the following twenty years. Construction of an extension north to York Regional Road 25 (Major Mackenzie Drive) began in 2017 and was opened on SeptemberTemplate:Nbsp18, 2021.
Route descriptionEdit
Highway 427 is the second-busiest freeway in Canada with an average of 300,000 vehicles that use it between the QEW and HighwayTemplate:Nbsp401 per day. The section between Burnhamthorpe Road and Rathburn Road has an annual average daily traffic (AADT) count of 353,100. The route was Template:Convert long from 1991 until 2021, with the latest extension bringing it to approximately 27 km.<ref name="km" />
At its southern terminus, the route begins at Coules Court, where it continues as Brown's Line, once the southernmost stretch of HighwayTemplate:Nbsp27.<ref name="km" /> Alderwood Plaza, located on the east side of the route, has a parking lot which provides access to the highway; this is the only at-grade access along the length of the route.<ref name="gmaps">Template:Google maps</ref> The four-lane arterial road splits into a divided highway and descends below Evans Avenue, where a northbound exit ramp to the latter allows indirect access to the Hamilton-bound QEW at the intersection with The West Mall, plus there are also connecting ramps to the highway north of Evans Avenue. The highway then weaves through a complicated semi-directional T interchange, providing northbound access to the Gardiner Expressway, and southbound access to The Queensway and the QEW/Gardiner Expressway. North of that massive interchange, the lanes from Brown's Line diverge and form the collector lanes of a collector-express system. Flyover ramps to and from the QEW/Gardiner pass over the southbound lanes and converge to form the express lanes. This collector-express system serves to divide local traffic from freeway-to-freeway traffic; the express lanes provide access between the QEW/Gardiner Expressway and HighwayTemplate:Nbsp401, while the collector lanes provide local access between those interchanges.<ref name="GHmap">Template:Cite map</ref>
After crossing Canadian Pacific Railway (CPR) tracks, the freeway interchanges with Dundas Street (former Highway 5). A set of criss-crossing ramps provide access between the collector and express lanes north of this point,<ref name="GHmap" /> referred to as "The Basketweave", with the northbound express-to-collector transfer also having an offramp to The East Mall and Dundas Street. North of Dundas, the highway has a northbound right-in/right-out (RIRO) interchange with Gibbs Road, the first of several that provide collector lane access to minor streets that mostly connect to The East Mall and The West Mall, which run parallel with the collector-express section of the freeway. The highway passes beneath Bloor Street, then a full Parclo A4 interchange is provided shortly after with Burnhamthorpe Road, southwest of Burnhamthorpe Collegiate Institute.<ref name="gmaps" /> Across from the school, another RIRO provides access from the southbound lanes to Holiday Drive and The West Mall. Following the off-ramp, to the north, is a half-cloverleaf interchange with Rathburn Road, which provides access from the northbound lanes and to the southbound lanes.<ref name="GHmap" />
Transfers provide a second and final opportunity to cross between the express and collector lanes, or vice versa, south of the complicated Template:Convert HighwayTemplate:Nbsp401 interchange. A final RIRO provides southbound access to and from Eringate Drive, after which the collector lanes diverge, and the express lanes cross the southbound collectors. The collector lanes cross Eglinton Avenue at a half-cloverleaf interchange and then dives under HighwayTemplate:Nbsp401 while transitioning into HighwayTemplate:Nbsp27, while the express lanes interchange with HighwayTemplate:Nbsp401 and continue the route of HighwayTemplate:Nbsp427. The Highway 427 express lanes and ramps connecting to Highway 401 are constructed around the Richview Memorial Cemetery.<ref name="GHmap" /><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> HighwayTemplate:Nbsp427 passes through the sprawling Highway 401 interchange and becomes displaced approximately Template:Convert to the west. There are no ramps to provide access from southbound HighwayTemplate:Nbsp427 to eastbound HighwayTemplate:Nbsp401 and vice versa, as this connection is handled by Highway 409.<ref name="gmaps" />
Highway 427 crosses Renforth Drive and then curves to the east of RunwayTemplate:Nbsp24R and 24L of Toronto Pearson International Airport.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Shortly thereafter, the freeway narrows to eight lanes before it crosses Dixon Road and Airport Road, between which the freeway forms the demarcation line.<ref name="GHmap" /> At the Dixon Road partial interchange, which only serves the freeway south of this junction, another ramp branches off and passes under the freeway provide access to Pearson Airport.<ref name="gmaps" /> From here to just south of Finch Avenue, the freeway follows the boundary line between Toronto and Mississauga.<ref name="GHmap" /> The freeway encounters the third multi-level junction along its length, a cloverstack with HighwayTemplate:Nbsp409, which provides access to the airport for the freeway north of this junction. This interchange also provides the southbound to eastbound movement to HighwayTemplate:Nbsp401, via a flyover ramp to HighwayTemplate:Nbsp409, that cannot be performed at the larger interchange with HighwayTemplate:Nbsp401 to the south. There is no movement from northbound to westbound at the interchange with HighwayTemplate:Nbsp409, since airport access is already provided at the Dixon Road exit to the south.<ref name="gmaps" /> HighwayTemplate:Nbsp427 continues straight north and narrows again to six lanes.<ref name="gmaps" />
After crossing the Kitchener GO line, it passes west of Woodbine Racetrack and interchanges with Rexdale Boulevard/Derry Road and Finch Avenue. The freeway bends slightly eastward, diverging from the Toronto/Mississauga boundary to briefly run exclusively through Toronto again. It crosses the West Humber River where it drains from the Claireville Reservoir.<ref name="GHmap" /> The highway crosses Steeles Avenue and enters Vaughan, as it approaches a fourth and final sprawling interchange with HighwayTemplate:Nbsp407.<ref name="gmaps" /> It then interchanges with Highway 7 (York Regional Road 7), Langstaff Road (Regional Road 72), Rutherford Road (Regional Road 73), and ends at a trumpet interchange with Major MacKenzie DriveTemplate:Nbsp(Regional Road 25), with the northbound exit ramp defaulting into Garnet Williams Way, a local side street.
HistoryEdit
QEW to Highway 401 (1953–1956)Edit
Template:See also Although HighwayTemplate:Nbsp427 was not officially designated until 1972,Template:Sfn several sections of freeway were already in place prior to that date. The designation was applied following the completion of the interchanges at the QEW and HighwayTemplate:Nbsp401 as well as the expansion of the section between them into a collector-express system.<ref name="assumed" />
HighwayTemplate:Nbsp27 was designated as a two-lane road travelling north from Highway 2 (Lake Shore Boulevard) towards Barrie. As Toronto grew outwards following the annexation of various municipalities, the Ontario Department of Highways (DHO) began planning for a bypass of the city, aptly named the Toronto Bypass. A significant portion of this bypass was designed to be incorporated into the Transprovincial Highway, now HighwayTemplate:Nbsp401. The remainder was designed to follow the existing right-of-way of HighwayTemplate:Nbsp27 between the QEW and Richview Sideroad (now Eglinton Avenue).<ref name="speed60">Template:Cite news</ref>
Construction of the Toronto Bypass began near Yonge Street in 1949 (along present-day HighwayTemplate:Nbsp401) and on the four-laning of HighwayTemplate:Nbsp27 in 1953.Template:Sfn<ref>Template:Cite report</ref> The HighwayTemplate:Nbsp27 work involved the construction of two interchanges: a three-way interchange at HighwayTemplate:Nbsp401 and a large cloverleaf at the QEW, the latter of which would become one of the worst bottlenecks in the province a decade after its completion, according to Minister of Transportation Charles MacNaughton.<ref name="size">Template:Cite news</ref> By September 1956, it was possible to bypass Toronto entirely on the four lane divided highway composed of HighwayTemplate:Nbsp401 and HighwayTemplate:Nbsp27.<ref>Template:Cite book</ref>Template:Sfn HighwayTemplate:Nbsp401 was extended to the west soon after,<ref name="west401">Template:Cite book</ref> but HighwayTemplate:Nbsp27 remained a two-lane highway north of it.<ref>Template:Cite map</ref>
Airport Expressway (1964–1971)Edit
During the early 1960s, Toronto International Airport was expanded with the construction of the Aeroquay One terminal.<ref>Template:Cite news</ref> To serve the expected demand of the airport expansion, the DHO built a new four-lane freeway known as the Toronto Airport Expressway which opened on January 3, 1964. This new route ran north from HighwayTemplate:Nbsp401 at Renforth Drive to Dixon/Airport Roads (roughly followed the same alignment as today's Highway 427) where it tied in with and downgraded into Indian Line. The Airport Expressway featured a connection with the western terminus of Richview Sideroad at the southern end of the interchange with HighwayTemplate:Nbsp401 as well as an interchange with Renforth Drive.<ref name="ape" /> On HighwayTemplate:Nbsp401 the Airport Expressway interchange was located 1 km (0.62 mi) to the west on the existing interchange with HighwayTemplate:Nbsp27.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="ape">Template:Cite report</ref><ref>Template:Cite report</ref>
Expansion (1963–1971)Edit
In 1963, MacNaughton announced that Highway 401 would be widened from a four-lane highway to a collector-express system, modeled after the Dan Ryan Expressway in Chicago.Template:Sfn Plans were soon developed to apply this model to the QEW between HighwayTemplate:Nbsp27 and Royal York Road and to HighwayTemplate:Nbsp27 between the QEW and HighwayTemplate:Nbsp401, and were unveiled to Etobicoke council on OctoberTemplate:Nbsp13, 1966.<ref>Template:Cite report</ref> Design work followed and was completed by May 1967.<ref name="fpr">Template:Cite report</ref> The widening of HighwayTemplate:Nbsp27 required the demolition and rebuilding of overpasses at Bloor Street, Burnhamthorpe Road, and Rathburn Road constructed just over a decade earlier.<ref name="fpr" /> The rest of the route was rebuilt by September 1968, the next stage involved the reconstruction of the interchanges with QEW and HighwayTemplate:Nbsp401 which were reconfigured into complicated multi-level interchanges to permit free-flow movement.<ref name="interchanges">Template:Cite news</ref><ref name="assumed">Template:Cite news</ref><ref>Template:Cite news</ref>
Replacing a cloverleaf, the new interchange with the QEW was built over Template:Convert and required the construction of 19 bridges and the equivalent of Template:Convert of two-lane roadway. The project involved the temporary diversion of QEW traffic to an overpass that would eventually be used for The Queensway. Construction began in September 1968,<ref name="interchanges" /> although preliminary work had been ongoing since 1966;<ref name="1967 report">Template:Cite report</ref> the interchange opened to traffic on NovemberTemplate:Nbsp14, 1969.
The existing Airport Expressway was removed in its entirety, as the DHO deemed it insufficient for future expansion beyond an airport access road, but its replacement in the form of the HighwayTemplate:Nbsp427 extension (also known as the Airport Expressway until 1980) still followed roughly the same alignment. Like the former Airport Expressway, the extension included direct access to the airport and Dixon/Airport Roads, north of which at a temporary terminus it defaulted to Indian Line. <ref name="fpr" /><ref>Template:Cite map</ref>
HighwayTemplate:Nbsp401's new junction with HighwayTemplate:Nbsp27 remains the largest interchange in Canada as it sprawls over Template:Convert and required the construction of 28 bridges and the equivalent of Template:Convert of two-lane roadway, being built around the existing Richview Memorial Cemetery. On HighwayTemplate:Nbsp401 this required the removal of the existing interchange with HighwayTemplate:Nbsp27 as well as the half-cloverleaf interchange with the Airport Expressway which was 1 km (0.62 mi) to the west as both were originally conceived as separate routes. These two separate interchanges were replaced with a single large junction, where north of HighwayTemplate:Nbsp401 the collector lanes would continue the HighwayTemplate:Nbsp27 routing while the express lanes would shift westward to meet the rebuilt Airport Expressway. The reconstructed interchange also including connections to Eglinton Avenue (ultimately meant for the proposed but never-built municipal Richview Expressway) from all directions except for HighwayTemplate:Nbsp401 east of that interchange, while Carlingview Drive received ramps to HighwayTemplate:Nbsp401 east of that interchange.<ref name="maze">Template:Cite news</ref> While the new interchange with the QEW was opened to traffic on NovemberTemplate:Nbsp14, 1969,<ref>Template:Cite news</ref> the more complex HighwayTemplate:Nbsp401 junction required several more years of construction staging, fully opening on DecemberTemplate:Nbsp4, 1971 (though portions were opened in the weeks prior to that). On that same date, HighwayTemplate:Nbsp427 was inaugurated as it assumed the collector-express portion of HighwayTemplate:Nbsp27 and the new Airport Expressway. North of HighwayTemplate:Nbsp401, while the existing HighwayTemplate:Nbsp27 remained a provincial route as it transitioned from an expressway to an arterial road, the parallel section of HighwayTemplate:Nbsp427 effectively served as a freeway bypass.
Extensions beyond Highway 401 (1976–1994)Edit
At the recently-opened interchange between HighwayTemplate:Nbsp401 and HighwayTemplate:Nbsp427, the off-ramp from westbound HighwayTemplate:Nbsp401 to Carlingview Drive was temporarily signed as "Airport Expressway", since Carlingview Drive had a temporary on-ramp to northbound HighwayTemplate:Nbsp427 near the Renforth Drive underpass but that on-ramp was closed in the early 1970s. Direct access from westbound HighwayTemplate:Nbsp401 to northbound HighwayTemplate:Nbsp427 would be restored a few years later once Highway 409 opened, which had greater capacity then the short-lived Carlingview ramps.<ref name="fpr" /><ref>Template:Cite map</ref>
Ultimately, it was planned to extend HighwayTemplate:Nbsp427 north along Indian Line (although a Template:Convert stretch of that road would be retained to maintain access to driveways)<ref>Template:Google maps</ref> most of the way to the future HighwayTemplate:Nbsp407, where ramps would direct northbound traffic onto HighwayTemplate:Nbsp27,<ref name="fpr" /> although this connection was never built. An extension north of Dixon/Airport Roads began in 1976 as part of the work to build HighwayTemplate:Nbsp409,<ref>Template:Cite report</ref> and it included the construction of the interchange between the two freeways. By the beginning of 1980, this work was completed, and construction was progressing on the section north to Rexdale Boulevard, which opened by the end of the year.<ref>Template:Cite report</ref><ref>Template:Cite map</ref> In 1982, construction began on the next section of the highway, extending it to south of Albion Road (then Highway 50), with traffic defaulting onto the two-lane Indian Line to reach Albion.<ref>Template:Cite report</ref> This project included an interchange with a new Finch Avenue extension west from Humberline Drive to Steeles Avenue, which was completed in late 1984.<ref>Template:Cite report</ref>
HighwayTemplate:Nbsp427 was extended north to HighwayTemplate:Nbsp7 in Vaughan beginning with the construction of the Parclo interchange between the two in 1988. The extension followed a new alignment since this has sufficient right-of-way for future expansion and a junction with the initial phase of HighwayTemplate:Nbsp407, as opposed to upgrading Indian Line and incorporating it into the freeway.<ref>Template:Cite report</ref> The extension opened in late 1991. The bypassed remanent of Indian Line ending at Albion Road was then closed off to regular vehicular traffic,<ref name="1991 report">Template:Cite report</ref> though it is still used for utility vehicle access to a natural gas facility.<ref>Template:Google maps</ref>
The final at-grade intersections were removed in the early 1990s, the first being the signalized left turn from the southbound lanes with eastbound HighwayTemplate:Nbsp409 which was replaced by a flyover ramp in 1992, and the second being at Morning Star Drive where an overpass was constructed in 1994 to extend the street across the freeway to Humberwood Boulevard, making HighwayTemplate:Nbsp427 a fully controlled-access freeway for its entire length.<ref>Template:Cite map</ref>
Work on the interchange with HighwayTemplate:Nbsp407 proceeded in stages, starting with (as part of the 427 extension project itself) the underpasses for HighwayTemplate:Nbsp407 as well as the fourth-level flyover ramp from westbound HighwayTemplate:Nbsp407 to HighwayTemplate:Nbsp427 southbound prior to 1991, following by the third-level flyover ramp from HighwayTemplate:Nbsp427 northbound to HighwayTemplate:Nbsp407 westbound, with the interchange being put into service when HighwayTemplate:Nbsp407 opened in 1997.<ref>Template:Cite map</ref>
Upgrades since 1990sEdit
In the late-1990s, at the interchange with HighwayTemplate:Nbsp401, the underused left-hand exit for Eglinton Avenue was narrowed from two lanes to one lane, in order to provide an additional lane for HighwayTemplate:Nbsp427 southbound, although this extra lane ends shortly before the underpass with HighwayTemplate:Nbsp401. <ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In 2001-02, modifications were made to the interchange with the QEW and Gardiner Expressway. This included a new loop ramp from the HighwayTemplate:Nbsp427 southbound collectors to the Gardiner, aimed at relieving the congestion in the express lanes created by the southbound collector-to-express transfer near Bloor Street, as the collector lanes originally lacked direct access to the Toronto-bound QEW (downloaded from the province in 1998 to become the part of the Gardiner). The Gardiner Expressway also received an off-ramp to Sherway Gardens, which necessitated an underpass to be implemented in the directional ramp from the HighwayTemplate:Nbsp427 southbound express to the Hamilton-bound QEW.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In the late 2000s, the ramp from HighwayTemplate:Nbsp401 westbound to HighwayTemplate:Nbsp427 southbound, as well as the ramp for the opposite movement, were restriped from three lanes to two lanes. <ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Arterial extension and widening (2008–2021)Edit
An Template:Convert four-lane arterial road designated as Regional Road 99 was opened in the autumn of 2008 by York Region. This municipal addition ran from HighwayTemplate:Nbsp427's northern terminus at HighwayTemplate:Nbsp7 to a signalized intersection with Zenway Boulevard, and mainly served to provide improved access to HighwayTemplate:Nbsp27 and Highway 50. It was constructed as a temporary access road and not intended to be expanded to full freeway standards, with the use of portable jersey barriers as it approached the HighwayTemplate:Nbsp7 overpass, and its alignment veering on the western side of the right-of-way for the future HighwayTemplate:Nbsp427 extension. York Regional RoadTemplate:Nbsp99 was permanently closed on AugustTemplate:Nbsp8, 2020,<ref name="99closure">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> to make way for the extension of HighwayTemplate:Nbsp427 northwards to Major MacKenzie Drive (Regional Road 25), which also involved constructing an overpass for Zenway Boulevard to cross the extended freeway.<ref name="lookingnorth" /><ref>Template:Cite reportTemplate:Dead link</ref>
A section of HighwayTemplate:Nbsp427 between Campus Road-Fasken Drive and Highway 7 was expanded to four lanes in each direction.<ref>Template:Cite press release</ref> This project included the installation of high-mast lighting, median barriers, and the addition of high-occupancy toll lanes (HOT) in both directions, and was completed in 2021 in conjunction with the Vaughan Extension (see below). One of the challenges during this project was widening the Highway 427 bridges crossing Highway 407 ETR, with the solution being steel box girders added on either side of the existing post-tensioned concrete structures, as opposed to the conventional bridge widening practice of the expansion using a similar construction to the original bridge since post-tensioned concrete additions require falsework which in turn would close down Highway 407 ETR lanes for extended periods.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The completed HOT lanes stretch from south of Highway 409 to north of Rutherford Road.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In conjunction with the widening work, and in anticipation of the opening of the extension north of Highway 7, exit numbers were added (still ongoing as of late 2021), starting with the northern sections of the highway.
Vaughan Extension (2017–2021)Edit
An environmental assessment was completed on a northward extension of HighwayTemplate:Nbsp427 to Major Mackenzie Drive to relieve traffic issues on Regional RoadTemplate:Nbsp27 and 50, as well as provide improved access to the Canadian Pacific Intermodal Terminal,<ref name="lookingnorth">Template:Cite news</ref> with construction beginning in May 2017.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The project included HOT lanes as far north as Rutherford Road, and was scheduled to open in 2021, with the HOT lanes opening the following year.<ref>Template:Cite press release</ref> However, a pending legal dispute between the provincial government and the constructor delayed the opening of the extension in late April 2021.<ref>Template:Cite news</ref>
The extension was built by Link 427, a consortium of six companies that tendered the winning bid to Infrastructure Ontario,<ref name="winningbid">Template:Cite news</ref> The project was estimated at a cost of $616 million,<ref name="closures">Template:Cite news</ref> and included the design, financing, and construction of the extension, as well as its maintenance for thirty years.<ref>Template:Cite news</ref> Construction required the periodic closure of eleven roads, as well as the removal of Regional RoadTemplate:Nbsp99. McGillivray Road was realigned at Rutherford Road, as was the intersection of Huntington Road and Major Mackenzie Drive.<ref name="closures" /><ref>Template:Cite press release</ref> The extension north to Major Mackenzie Drive opened on SeptemberTemplate:Nbsp18, 2021, after the legal dispute was settled.<ref>Template:Cite news</ref><ref>Template:Cite news</ref>
FutureEdit
There is a planned extension that would see the freeway pushed north to near Bolton to meet the proposed Highway 413, should that highway be constructed.<ref>Template:Cite press release</ref> On April 30, 2024, the Ontario provincial government confirmed it will start constructing Highway 413 in 2025 after coming to an agreement with the Canadian federal government, and Highway 413 would be the proposed northern terminus of Highway 427.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The HighwayTemplate:Nbsp427 Extension Transportation Needs Assessment Study examined further extensions; connections with the Bradford Bypass freeway, as well as Highway 400 and Highway 11 north of Barrie were considered. In the past decade, there has been little discussion of this highway extension due to concerns with traversing the Oak Ridges Moraine and Minesing Wetlands.<ref>Template:Cite book</ref><ref>Template:Cite report</ref>
Exit listEdit
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See alsoEdit
ReferencesEdit
SourcesEdit
BibliographyEdit
External linksEdit
Template:Attached KML Template:Sister project
- Highway 427 Corridor Environmental Assessment
- Lost Road: Indian Line Road
- Highway 427 pictures and information
- Drone footage showing the progress of construction as of July 2019
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