|Maintained by Ministry of Transportation of Ontario|
|Length||1,964.0 km  (1,220.4 mi)|
|Existed||July 9, 1920  –present|
| Lake Superior Circle Tour |
Lake Huron Circle Tour
|West end||PTH 1 (TCH) towards Winnipeg|
| Highway 71 – Kenora |
Highway 61 – Thunder Bay
Highway 11 – Nipigon
Highway 101 – Wawa
To I-75 in Sault Ste. Marie
Highway 6 – McKerrow
Highway 69 – Sudbury
Highway 11 – North Bay
Highway 41 – Pembroke
Highway 60 – Renfrew
|East end||Highway 417 near Arnprior|
|Major cities||Kenora, Dryden, Ignace, Thunder Bay, Wawa, Sault Ste. Marie, Sudbury, North Bay, Mattawa, Petawawa, Pembroke, Arnprior|
King's Highway 17, more commonly known as Highway 17, is a provincially maintained highway and the primary route of the Trans-Canada Highway through the Canadian province of Ontario. It begins at the Manitoba boundary, 50 km (31 mi) west of Kenora, and the main section ends where Highway 417 begins just west of Arnprior. A small disconnected signed section of the highway still remains within the Ottawa Region between County Road 29 and Grants Side Road. This makes it Ontario's longest highway. [note 1]
The highway once extended even farther to the Quebec boundary in East Hawkesbury with a peak length of about 2,180 km (1,350 mi). However, a section of Highway 17 "disappeared" when the Ottawa section of it was upgraded to the freeway Highway 417 in 1971. Highway 17 was not re-routed through Ottawa, nor did it share numbering with Highway 417 to rectify the discontinuity, even though Highway 417 formed a direct link between the western and eastern sections of Highway 17. However, from East Hawkesbury to Ottawa, Highway 17 retained the Trans-Canada Highway routing and signs until it met up again and merged with Highway 417 until 1997 when Highway 17 through Ottawa was downgraded. The Trans-Canada Highway designation now extends along all of Highway 417.
Ontario Highway 17 is a very important part of the national highway system in Canada, as it is the sole highway linking the eastern and western regions of the country. Although other small roads connect the province of Ontario with the province of Manitoba, it is the only major highway that links the two, making it a crucial section of Canada's primary commercial and leisure route for all traffic travelling between Canada's largest cities, from Toronto and Montreal in the east to Calgary and Vancouver in the west.
With the establishment of the provincial highway network on February 26, 1920, the Department of Public Highways, predecessor to today's Ministry of Transportation of Ontario, sought to establish a network of reliable roads through the southern part of the province. Through July and August 1920, a highway east of Ottawa to Pointe-Fortune at the Quebec boundary, known as the Montreal Road, was assumed by the department. This original routing of Highway 17 followed what is now Montreal Road, St Joseph Boulevard, and the Old Montreal Road eastward out of Ottawa; Laurier Street through Rockland; Regional Road 55 and 26 between Clarence and Plantagenet; Blue Corner Road and Bay Road (Regional Road 4) to L'Original; John Street, Pharand Street, Eliza Street, and Main Street to Hawkesbury; Front Road along the shore of the Ottawa River from Hawkesbury to Chute-a-Blondeau and Des Outaouais Road just west of and Pointe-Fortune, and Regional Road 17 elsewhere.     A portion of this original highway was lost when the completion of the Carillon Generating Station in 1964 raised the water level of the Ottawa River north of Voyageur Provincial Park.
West of Ottawa, a route was assumed to Arnprior on October 6, following today's Carling Avenue, March Road and Donald B. Munro Drive between Ottawa and Kinburn, and Kinburn Side Road and Madawaska Boulevard between Kinburn and Arnprior. On June 15, 1921, the highway was extended to Pembroke via Renfrew, Cobden, and Beachburg. The entire route between Pembroke and Pointe-Fortune became known as Highway 17 in the summer of 1925. 
Although the jurisdiction of the soon-to-become Department of Highways did not extend beyond Pembroke, a rough trail continued to North Bay, and a trunk road constructed by the Department of Northern Development beyond there to Sault Ste. Marie by 1923, roughly following the route of Highway 17 today.  The Pembroke and Mattawan Road Colonization Road was constructed between 1853 and 1874 to encourage settlement in the Upper Ottawa Valley.   Between Mattawa and North Bay, many aboriginals and early settlers made use of the Mattawa River, the headwaters of which lie just north of Lake Nipissing. From there they would travel down the French River into Georgian Bay and onwards to Lake Superior. Highway 17 between Mattawa and Sault Ste. Marie roughly traces this early voyageur route.
Following World War I, discussions of a cross-continental road through Canada became vocal and construction of such a route was underway in several places. However, funding for this work was soon halted as the government distributed funding to projects that were believed to be more important than the luxury of the new road. The most significant accomplishment of this work was the Nipigon Highway between Thunder Bay and Nipigon, opened in 1924. 
With the signing of the Department of Northern Development (DND) Act in 1926, construction resumed on improving many northern roads; the Ferguson Highway was the main project to begin as a result of the act.  The onset of the Great Depression would result in federally funded relief projects being signed with provinces in late 1930.  Thousands of men were hired to construct highways in remote areas of the province from temporary camps,  named Bennett Camps after then-Prime Minister R. B. Bennett. This provided the necessary labour to open road links through vast expanses of wilderness in a relatively short period of time.  Beginning in 1931, certain routes were designated as the Trans-Canada Highway, including the route between Sault Ste. Marie and the Quebec boundary as well as the planned connection to Thunder Bay and Winnipeg. 
By June 1931, planning for the route of the highway was complete,  and work underway on the new link between Thunder Bay and Winnipeg that would roughly parallel the Canadian Pacific Railway. The first section to open was between the Manitoba town of Whitemouth and Kenora. On Dominion Day (July 1) 1932, an inter-provincial ceremony was held in Kenora to dedicate the new route.   The next link would connect the road through the Kenora with the rough road connecting Vermilion Bay, Dryden and Dyment. This section opened in early 1933. 
From the east, construction proceeded at a similar pace, although through much more barren expanses of forests and lakes. By the end of 1932, construction had proceeded from Thunder Bay through Upsala to English River. A 75 mi (121 km) gap was all that remained, between Dyment and English River.  On June 4, 1934, crews cleared the last section of forest separating Thunder Bay from Winnipeg.  However, it would require another year of rock blasting and construction to make the route navigable by vehicles. On July 1, 1935, a multi-day motorcade celebration was held to officially open the new highway. A convoy of vehicles travelled from Thunder Bay to Winnipeg along the route, resting overnight in Kenora before completing the two-day journey.  
By the end of 1935, numerous factors combined which resulted in the termination of the highway camps. The federal government of R. B. Bennett used Section 98 of the Criminal Code in 1931 to arrest several leaders of the Communist Party of Canada. However, the lack of evidence and protests would eventually lead to the early release of the men, much to the embarrassment of the government.  The men, with public support behind them, headed north to highway camps, where mounting tensions due to low wages, poor conditions, lacklustre food, isolation, and military-like discipline resulted in organized labour strikes. Funding was pulled from the Trans-Canada Highway in 1936.
On April 1, 1937, the DND was absorbed into the Department of Highways, and the road west of Pembroke became an extension of Highway 17.  At this point, the highway from Sault Ste. Marie to the Quebec boundary was 1,045.8 km (649.8 mi) long. Portions were paved at this point: east of Sault Ste. Marie, west of Blind River, through Sudbury, east of Sturgeon Falls, through Mattawa, and from Chalk River to Quebec; the remainder was a gravel road. The highway between the Manitoba boundary and Nipigon was 659.8 km (410.0 mi), mostly gravel-surfaced. The only significant exceptions were in the Kenora and Thunder Bay areas. 
Before the outbreak of World War II in 1939, a new bridge spanning the Nipigon River was completed alongside a 91.6 km (56.9 mi) highway eastward to Schreiber. Both were opened together ceremoniously on September 24, 1937.  When the war began, construction on Highway 17 halted,  with effort instead focused on the simpler northern route via Geraldton and Hearst. 
Following the war, construction on the missing segment of Highway 17 between Schreiber and Sault Ste. Marie proceeded slowly; the completion of Highway 11 between Nipigon and Hearst already provided a road between the east and west. However, in 1949 the federal government signed the Trans-Canada Highway Act, which provided up to a 90% subsidy to provinces to complete their portion of the highway to the required standards. Two portions of Ontario's route were eligible for this subsidy: Highway 69 between Parry Sound and Sudbury, and Highway 17 along the north shore of Lake Superior. 
Amongst some of the most difficult terrain encountered in Canada, engineers blasted 2,087,234 cubic metres (2,730,000 cubic yards) of rock, removed 5,982,641 cubic metres (7,825,000 cubic yards) of earth, and cleared 6.97 square kilometres (1,720 acres) of forest in order to bridge the 266 kilometres (165 mi) of wilderness known as "the Gap".  The Gap was completed and opened to traffic on September 17, 1960, uniting the two segments and completing the route of Highway 17 from the Manitoba border to the Quebec border.
During the 1950s, the Greber Plan called for the creation of numerous parkways and divided highways through the growing city of Ottawa. One of these, known as The Queensway, was a grade-separated freeway that would bypass the urban alignment of Highway 17. The Greber Plan was produced by Jacques Gréber under the direction of Prime Minister William Lyon Mackenzie King in the late 1940s. Although Gréber had been corresponding with King as early as 1936, World War II halted any plans from reaching fruition at that time. Following the war, Gréber was again contacted and his expertise requested. He arrived on October 2, 1945, and began working almost immediately.  The Greber Plan, as it came to be known, was released in 1950 and presented to the House of Commons on May 22, 1951.  The plan called for the complete reorganization of Ottawa's road and rail network, and included amongst the numerous parkways was an east to west expressway along what was then a Canadian National Railway line.  
With the rail lines removed, construction of the new expressway got underway in 1957 when Queen Elizabeth visited Ottawa to open the first session of the 23rd Parliament. On October 15, the Queen detonated dynamite charges from the Hurdman Bridge, which now overlooks the highway as it crosses the Rideau River, and formally dedicated the new project as the Queensway. At the ceremony, premier Leslie Frost indicated that the entire project would cost C$31 million and emphasized the importance of the link to the Trans-Canada Highway.  
The Queensway was constructed in four phases, each opening independently: phase one, from Alta Vista Drive (now Riverside Drive) east to Highway 17 (Montreal Road); phase two, from Highway 7 and Highway 15 (Richmond Road) to Carling Avenue; phase three, from Carling Avenue to O'Connor Street; and, phase four, from O'Connor Street to Alta Vista Drive, crossing the Rideau Canal and Rideau River.  Phase one opened to traffic on November 25, 1960, extending up to the Rideau River.  On the western side of Ottawa, phase two opened a year later in October 1961. The central section presented the greatest challenge, as an embankment was built to create grade-separations. In addition, the structures over the Rideau Canal and river required several years of construction. On May 15, 1964, the majority of the third phase was ceremonially opened.  completing the Carling Avenue interchange and extending the freeway as far as Bronson Avenue.  Several months later, on September 17 the short but complicated section east to O'Connor Street was opened.  This left only phase four, the central section of the Queensway, which was opened in three segments. On November 26, 1965, the structures over the Rideau Canal were opened to traffic. At the same time, the westbound lanes of the Queensway were extended to Concord Street, located west of the Nicholas Street interchange.  The interchange opened on January 1, 1966, allowing travel in both directions over the canal.  The final segment, linking the two section of the Queensway, was placed into service on October 28, 1966.  Following this, the Highway 17 designation was applied along the Queensway and the old routing renumbered as Highway 17B. 
Although it was completed from Manitoba to Quebec in 1960, many upgrades to the original routing of Highway 17 had and would take place over the years. In addition to bypasses around almost every urban centre it encountered, many original sections have been downloaded to regional and local jurisdiction or decommissioned entirely to lie abandoned in the forest. Of special note are reroutings in the Ottawa Valley – where the highway follows very little of the original routing – and around Thunder Bay, where it has undergone several reroutings and upgrades since the 1920s. In the following section, upgrades are listed from west to east due to complex chronologies.
The original routing of Highway 17 travelled into Port Arthur along the Dawson Road, now Highway 102.
Highway 17 originally entered Red Rock along what is now Highway 628 before turning north alongside the Nipigon River north to Nipigon.
Although the route into and out of Sault Ste. Marie has remained generally the same, Highway 17 has been rerouted through the city numerous times. In addition, to the east of the city, the route has been redirected onto a four lane at-grade expressway around Echo Bay. As recently as 2022, local government has reached out to the provincial government to revisit possibilities of creating a much needed bypass around Sault Ste. Marie—however this plan has long been stalled by the MTO and provincial government, largely due to the high cost of construction and uncertain demand; there has also been no environmental impact assessment to date.   
The route of Highway 17 in Sudbury currently follows the Southwest and Southeast Bypasses through the south end of the city. Prior to the completion of this route, the highway followed what is now Municipal Road 55 through the downtown core.
Construction of the Renfrew Bypass began in June 1974,  and continued for three years, opening in 1977.  
The last gravel stretches of Highway 17, between Kenora and Dryden and north of Batchawana Bay, were paved in 1964.  
On April 1, 1997, the Ministry of Transportation of Ontario (MTO) transferred the responsibility of maintenance and upkeep along 14.2 km (8.8 mi) of Highway 17 east of "the split" with Highway 417 to Trim Road (Regional Road 57), a process commonly referred to as downloading. The Region of Ottawa–Carleton designated the road as Regional Road 174. Despite the protests of the region that the route served a provincial purpose, a second round of transfers saw the remainder of Highway 17 to the Region's eastern limit downloaded on January 1, 1998, adding 12.8 km (8.0 mi) to the length of Regional Road 174.  The highway was also downloaded within the United Counties of Prescott and Russell, where it was redesignated as County Road 17.  The result of these transfers was the truncation of Highway 17 at the western end of Highway 417, while the Trans-Canada Highway designation was taken from the former Highway 17 and applied to Highway 417.  A short disconnected section of Highway 17 between Ottawa Road 29 and Grants Side Road remains under provincial jurisdiction to the present day.[ citation needed ]
Highway 17, particularly west of Sault Ste. Marie, crosses some of the most remote regions of Ontario. Despite the isolation of the highway, it is well-travelled throughout its length.  The section of Highway 17 north of Lake Superior is regarded as one of the most scenic drives in the province. 
Highway 17 begins at the boundary between Ontario and Manitoba, where a large installation greets drivers in both directions. The highway is two lanes wide and travels over and between the surface features of the Canadian Shield; further west into Manitoba the highway widens into a four-lane divided expressway. To the east, the highway travels through thick boreal forest towards Keewatin, where the Kenora Bypass, Highway 17A, splits to the north. Through the town of Kenora, Highway 17 is signed but maintained under a connecting link agreement between the town and the province. Full provincial maintenance resumes at the eastern town limits. Further east, the highway merges with the Kenora Bypass. It meets the northern terminus of Highway 71, then makes a gradual eastward journey through the lake-dotted Kenora District to the town of Dryden. Here the highway encounters one of the few agriculturally-sustainable areas of northern Ontario. The highway begins to zig-zag southeasterly, passing through several minor settlements before entering the mining town of Ignace. Shortly thereafter, it begins to curve to the south. It meets Highway 11 475 km (295 mi) east of the Manitoba boundary.
The two highways travel concurrently towards Thunder Bay at the western Lakehead of Lake Superior. Though it originally travelled through what was then the twin-cities, the highway bypasses to the northwest on the at-grade Thunder Bay Expressway.
Within Nipigon, Highway 11 and Highway 17 cross the Nipigon River on the Nipigon River Bridge. Along with the railway crossing immediately to the south, and another on the northern shore of Lake Nipigon, this forms the narrowest bottleneck in Canada between the Atlantic and Pacific oceans.[ citation needed ] On the eastern shore of the river, Highway 11 separates and travels north towards Geraldton and Hearst. Highway 17 continues east along the northern shore of Lake Superior. Near White River, the highway enters Algoma District and turns southward. It meets the western terminus of Highway 101 near Wawa, which provides for a shorter route to Sudbury via the Sultan Industrial Road.
South of Wawa, the highway enters Lake Superior Provincial Park. After proceeding through several mountain ranges, and crossing numerous rivers and the Montreal River Hill, the highway enters Sault Ste. Marie. Here a border crossing into the United States is provided via the Sault Ste. Marie International Bridge, which connects with I-75 in Michigan. As the highway exits Sault Ste. Marie to the east, a newly constructed segment of four-lane divided highway branches north; Highway 17B (one of two remaining business routes of Highway 17 in service) continues east through Garden River. The divided highway bypasses Garden River and passes east of Echo Bay before curving south and merging with Highway 17B.
Shortly thereafter, it turns to the east and travels along the North Channel of Lake Huron towards Sudbury, passing through numerous small towns, including Thessalon, Blind River, Massey and McKerrow. At Sudbury, the highway widens into a freeway through the Walden area of the city until reaching the Southwest / Southeast Bypass at Lively, where it narrows again to a Super 2 road. This segment is currently undergoing an environmental assessment, with plans to upgrade it to a full freeway in the next ten years.
Highway 17 passes to the south of the urban centre of Sudbury. It meets Highway 69 at an interchange. At this interchange, the Southwest and Southeast Bypasses meet, and for just over a kilometre, Highway 17 is a divided four-lane freeway.
The Super 2 continues northeast to meet the original alignment of Highway 17 east of downtown Sudbury. Here it turns east and travels through the city's outlying neighbourhoods of Coniston and Wahnapitae; a new freeway alignment of this route is currently in the planning stages.
The highway route passes through the rural municipalities of Markstay-Warren and West Nipissing before reaching North Bay, where it follows an undivided four-lane expressway alignment, with reduced but not full control of access, through the city of North Bay; as of 2012, early preparations have taken place for a freeway conversion and realignment of this segment. For 4.1 kilometres from Algonquin Avenue to the Twin Lakes area, the route is once again concurrent with Highway 11. At the northern end of this concurrency, Highway 11 travels north towards Cochrane before continuing westward to Nipigon; at the southern end, it continues southward towards Toronto, while Highway 17 turns east toward the Ottawa Valley. An at-grade intersection with Highway 63 is located at approximately the midpoint of the concurrency.
East of North Bay, Highway 17 meets Highway 94, thereafter travelling alongside the Mattawa River to its confluence with the Ottawa River in Mattawa, where it meets Highway 533 at a roundabout. The highway then parallels the Ottawa River through a mountainous region, first passing through the villages of Stonecliffe and Rolphton before arriving in Deep River, a planned community developed as part of the Manhattan Project. It then passes through Chalk River and enters Canadian Forces Base Petawawa.
Beginning at the southern end of the army base, Highway 17 follows the Pembroke Bypass, bypassing west of Petawawa and Pembroke, where it intersects Highway 41. The bypass ends at Renfrew County Road 40, north of Muskrat Lake. The highway then travels south through the town of Cobden. It follows a bypass east of Renfrew and meets Highway 60. Highway 17 curves east and passes north of Alexander Stewart Provincial Park. Approximately 200 m (660 ft) west of Scheel Drive, 6 km (3.7 mi) west of Arnprior, the highway divides and widens to four lanes, at which point Highway 417 begins. A disconnected section of Highway 17 still exists within the City of Ottawa, between Ottawa Road 29 and Grants Side Road, travelling parallel to Highway 417. However, it is likely to be downgraded, becoming an extension of Ottawa Road 117.
Highway 17 used to have a number of business routes, all but one of which have been decommissioned. All were at one time the primary route of Highway 17 through their respective locations, and were given the business route designation following the construction or designation of a newer bypass alignment.
With all route planning studies now completed on Highways 11 and 69/400, in the latter half of the 2000s, the Ministry of Transportation's planning branch began undertaking more active preparations for the eventual conversion of Highway 17 to freeway. Although no comprehensive conversion plan is currently in place, planning and construction projects are now underway at a number of locations along the highway.
Sault Ste. Marie MPP David Orazietti has spearheaded a petition to have the entire highway four-laned from Arnprior to Sault Ste. Marie,  similar to the campaign previously undertaken by his caucus colleague Rick Bartolucci regarding the extension of Highway 400. Cheryl Gallant, the federal Member of Parliament for Renfrew—Nipissing—Pembroke, has also advocated the four-laning of the highway through the Ottawa Valley toward North Bay, and ultimately the entire length of the highway throughout Northern Ontario. 
A 2009 study commissioned by the forestry trade magazine The Working Forest, titled "A Vision for Ontario's Trans Canada Highway, North Bay to the Manitoba Border", determined that it would cost the Ontario government $600 million per year over 25 years to convert the entire length of both Highway 17 and Highway 11 to freeway, suggesting that a comprehensive plan would be affordable and achievable if the provincial and federal governments could reach a cost-sharing agreement. 
Studies are underway on the extension of Highway 417 through the Ottawa Valley region from its current terminus at Arnprior to Petawawa. From Arnprior to Haley Station and from Meath to Petawawa, the proposed freeway route largely follows the existing alignment — in these areas, the current highway route largely avoids existing communities, and thus a second set of lanes can be easily added alongside the existing route. Within the township of Whitewater Region, however, a new alignment is planned several kilometres east of the existing road in order to bypass communities such as Cobden. 
In August 2017, the Ministry of Transportation formally confirmed that detail design studies have commenced on the next westward extension of Highway 417, from the existing terminus at Scheel Drive in Arnprior to three kilometres west of the Bruce Street intersection at Renfrew. 
Planning studies have been completed for the conversion of Highway 17's alignment through North Bay, which is currently a four-lane expressway with partial but not full control of access, into a full freeway. The plan will include an interchange with a new alignment of Highway 11, which would replace the existing Algonquin Avenue segment.  In the city, the four-laned route will follow the existing highway route from the western city limits to Meighen Avenue, and then a new alignment from there to the eastbound Highway 11/17 interchange.  The bypassed portion of the current route will be realigned to connect with Lansdowne Avenue.  This alignment, nicknamed "Route 6", has been planned since the 1970s; although minor adjustments to the plan have been made since, as of 2017 the ministry has not announced an official construction schedule. 
Studies commenced on an extension of the four-lane route easterly to Bonfield in early 2011,  and from Eau Claire Station to the Nipissing District-Renfrew County boundary in early 2012; further studies on the routes from Bonfield to Eau Claire Station and from North Bay to Cache Bay are expected to begin at a later date.
As the extension of Highway 400 approaches Sudbury, the MTO began a route planning and environmental assessment study on Highway 17 easterly from Highway 69 to Markstay in 2010;  studies for the segment from Highway 69 westerly to the existing freeway in Walden were completed in 2007. The current route plan involves twinning the existing Southeast Bypass to its terminus, along with the construction of a new four-lane route north of Coniston and Wahnapitae.
Original plans called for a new multi-level interchange with Highway 69 in the Lake Laurentian Conservation Area.  However, public consultation has since removed this proposal from the route planning process; all of the plans currently under consideration involve converting the existing alignment of Highway 69 to a full freeway which would meet Highway 17 at the existing interchange. 
Preliminary route planning studies have also been completed on the freeway's westerly extension to McKerrow, near Espanola, but no construction schedule has been announced to date. However, the first phase of this route, extending the existing freeway from Municipal Road 55 in Sudbury for six kilometres farther west through the Den-Lou neighbourhood, is currently in the detail design phase.
At Sault Ste. Marie, the expressway segment currently ends six kilometres short of its eventual terminus at Black Road and Second Line, as an agreement has yet to be reached with the Batchawana First Nation regarding land use through Rankin. The completion date for this segment is not currently known. In the interim, highway traffic travels between the expressway and the current highway alignment through Sault Ste. Marie by means of the previously planned northerly extension of Trunk Road. 
The former segment of Highway 17 through Garden River was initially redesignated as part of Highway 638, although the Garden River First Nation disputed this designation and insisted that the highway be renamed Highway 17B. As of February 2009, the former route is now designated as Highway 17B. In February 2010, Garden River's band council publicly warned that they would consider imposing tolls on the routes of both Highway 17 and Highway 17B through their territory if the provincial government did not assist the council with a funding shortfall of approximately $1 million. 
In February 2011, the Ministry of Transportation announced that the expressway's current level intersection at Highway 638 in Echo Bay will be upgraded to a full interchange. 
Construction started in 2004 on a westerly extension of Thunder Bay's Harbour Expressway, from the Thunder Bay Expressway to Vibert Road, intended to serve as a new alignment for Highways 11 and 17. 
In July 2008 the federal and provincial governments announced a $6.2 billion infrastructure program that makes the four-laning of Hwys. 11 and 17 near Kenora and Thunder Bay a priority. Engineering work on twinning 11/17 between Nipigon and Thunder Bay was to begin in 2008.  On May 1, 2009 the federal and provincial government announced that twinning of Highway 11/17 would begin in 2010.  On May 15, 2009, the federal and provincial government announced that twinning of Highway 17 at the Manitoba/Ontario boundary easterly toward Kenora would also begin in 2010.  Construction to twin the highway between Ouimet and Dorion northeast of Thunder Bay is currently underway.[ citation needed ]
On November 19, 2021, the first contracts for the twinning of Highway 17 east from the Manitoba boundary to Kenora were signed. Work is set to begin in the spring of 2022 on the portion from the provincial boundary to Highway 673. 
The following table lists the major junctions along Highway 17, as noted by the Ministry of Transportation of Ontario.  Rail and river crossings noted by the ministry are included for remote areas.
|Kenora||Unorganized Kenora||0.0||0.0||PTH 1 (TCH) west – Winnipeg||Manitoba boundary; continues west as Manitoba Highway 1|
|6.5||4.0||Highway 673||Access to Shoal Lake 40 First Nation|
|Highway 17A east (Kenora Bypass) – Thunder Bay||Through traffic follows Highway 17A.|
|40.4||25.1||Highway 641 (Laclu Road)|
Keewatin / Kenora connecting link agreement
|Highway 17A west (Kenora Bypass) – Winnipeg||Through traffic follows Highway 17A.|
|72.2||44.9||Highway 71 south / TCH – Rainy River, Fort Frances, International Falls|
| Machin |
|144.6||89.9||Highway 647 north (Vermillion Bay Road)|
|146.6||91.1||Highway 105 north (Red Lake Road) – Red Lake|
|Machin||160.9||100.0||Highway 594 south (Five Acres Rest)|
|Unorganized Kenora||173.8||108.0||Highway 605 north|
|Dryden||185.1||115.0||Highway 665 north (Richan Road)|
Dryden connecting link agreement begins
|189.6||117.8||Highway 601 (Colonization Avenue North)|
|189.9||118.0||Highway 594 (Duke Street)|
Dryden connecting link agreement ends
|194.6||120.9||Highway 601 (Airport Road) – Rice Lake|
|Dinorwic||217.4||135.1||Highway 72 north – Sioux Lookout|
|Borups Corners||228.8||142.2||Highway 603 – Dyment|
|Unorganized Kenora||238.3||148.1||Highway 622 south – Atikokan|
|Ignace||297.0||184.5||Highway 599 north|
Gulliver River bridge
|Thunder Bay||Unorganized Thunder Bay||366.1||227.5|
Sheba CPR underpass
Little Firesteel River bridge
|Upsala||404.1||251.1||Inwood Provincial Park entrance|
|Shabaqua Corners||474.9||295.1||Highway 11 west / TCH – Fort Frances, Rainy River||Western end of Highway 11 Thunder Bay concurrency|
|Unorganized Thunder Bay||495.9||308.1||Highway 102 east (Dawson Road)|
|Oliver Paipoonge||511.1||317.6||Highway 590 (Hymers Road)||Access to Kakabeka Falls|
|517.4||321.5||Highway 588 south – Stanley|
|526.8||327.3||Highway 130 (Arthur Street West) – Rosslyn||Former alignment of Highway 11/17|
|Thunder Bay||539.0||334.9|| Highway 61 south (Thunder Bay Expressway) – Duluth, Minnesota |
Harbour Expressway east
|Highway 11/17 branches north; Lake Superior Circle Tour continues on Highway 61|
|West end of Thunder Bay Expressway|
|545.0||338.6||Highway 102 west (Dawson Road) – Kaministiquia|
|551.4||342.6||Hodder Avenue / Copenhagen Road||Former Highway 17B / Highway 11B south|
|East end of Thunder Bay Expressway|
|Shuniah||555.2||345.0||Highway 527 north – Armstrong|
|585.2||363.6||Highway 587 south (Pass Lake Road) – Pass Lake|
| Dorion ||No major junctions|
|Unorganized Thunder Bay||621.5||386.2||Highway 582 east (Hurkett Road) – Hurkett|
|625.8||388.9||Highway 582 south (Hurkett Road) – Hurkett|
|Red Rock||641.3||398.5||Highway 628 east – Red Rock|
|Nipigon||649.7||403.7||Highway 585 north (Cameron Falls Road) – Cameron Falls, Pine Portage|
|655.0||407.0||Highway 11 east / TCH – Greenstone, Cochrane||Eastern end of Highway 11 Thunder Bay concurrency|
|Unorganized Thunder Bay||699.2||434.5|
Little Gravel River bridge
Selim CPR underpass
Heron Bay CPR underpass
Aquasabon River bridge
Terrace Bay CPR underpass
|Unorganized Thunder Bay||785.7||488.2|
Steel River bridge
Little Pic River bridge
|Marathon||835.4||519.1||Peninsula Road||Formerly Highway 626|
|842.1||523.3||Highway 627 south (Heron Bay Road)|
|Unorganized Thunder Bay||875.3||543.9||Highway 614 north (Manitouwadge Road)|
|Algoma||White River||926.0||575.4||Highway 631 north (Elgin Street)|
|Wawa||1,015.6||631.1||Highway 101 east – Chapleau, Timmins|
Montreal River bridge
|1,170.8||727.5||Highway 563 – Batchawana Bay|
Harmony River bridge
|1,209.2||751.4||Highway 552 – Goulais Bay|
|1,221.2||758.8||Highway 556 east – Heyden|
|Sault Ste. Marie||1,225.0||761.2|
Beginning of Sault Ste. Marie connecting link agreement
|1,234.3||767.0|| Highway 550 west (Second Line)|
To I-75 south – Sault Ste. Marie, Michigan
Great Northern Road south
|Former Highway 17B south; Lake Superior Circle Tour; Highway 17 branches east|
|1,236.7||768.4||Black Road||Highway 17 branches south|
To I-75 south – Sault Ste. Marie, Michigan
|Former Highway 17B west; Lake Huron Circle Tour; Highway 17 branches east|
End of Sault Ste. Marie connecting link agreement
|Garden River First Nation||1,244.4||773.2||Highway 17B east – Garden River||Highway 17 branches northeast|
|Beginning of divided expressway|
|Macdonald, Meredith and Aberdeen Additional||1,260.3||783.1||Highway 638 – Echo Bay|
|1,265.5||786.3||Highway 17B west (Bar River Road)|
|Unorganized Algoma||1,280.7||795.8||Highway 548 south – St. Joseph Island|
End of Divided expressway
|Bruce Mines||1,300.6||808.2||Highway 638 north (Richardson Street)|
|Thessalon||1,320.2||820.3||Highway 129 north – Chapleau|
|Huron Shores||1,347.5||837.3||Highway 546 north – Iron Bridge|
|Blind River||1,373.3||853.3||Highway 557 north (Huron Avenue)|
|North Shore||1,384.3||860.2||Highway 538 east|
|1,389.1||863.1||Highway 538 west – Algoma Mills|
|1,403.7||872.2||Highway 108 north (Elliot Lake Road) – Elliot Lake|
|Sudbury||Sables-Spanish Rivers||1,443.7||897.1||Highway 553 north (Imperial Street) – Massey|
|Baldwin||1,469.6||913.2||Highway 6 south – Espanola, Manitoulin Island||Lake Huron Circle Tour Georgian Bay Route|
|Greater Sudbury||Walden area||1,505.9||935.7||Municipal Road 55 – Whitefish||Beginning of freeway segment; MR55 is the former alignment of Highway 17 through Sudbury.|
|1,520.5||944.8||Highway 144 north (Northwest Bypass) – Timmins|
|1,525.6||948.0||Municipal Road 55 – Lively||End of freeway segment; beginning of Southwest Bypass.|
|South End/McFarlane Lake||1,535.5||954.1||Municipal Road 80 (Long Lake Road)|
|1,538.9||956.2|| Municipal Road 46 North (Regent Street)|
Highway 69 south / TCH – Toronto
|End of Southwest Bypass; beginning of Southeast Bypass; Lake Huron Circle Tour south|
|Nickel Centre area||1,550.0||963.1||Municipal Road 55 (Kingsway) – Coniston||End of Southeast Bypass|
|1,558.1||968.2||Municipal Road 537 – Wahnapitae|
|Future end of freeway segment in current expansion plans.|
|1,589.4||987.6||Highway 535 – Hagar|
|1,597.8||992.8||Highway 539 north – Warren|
|Nipissing||West Nipissing||1,611.4||1,001.3||Highway 575 north|
|1,612.4||1,001.9||Highway 64 south||West end of Highway 64 concurrency|
|1,627.5||1,011.3||Leblanc Road||Beginning of Sturgeon Falls connecting link agreement|
|1,629.0||1,012.2||Highway 64 north – Field||East end of Highway 64 concurrency|
|1,629.9||1,012.8||Nipissing Street||End of Sturgeon Falls connecting link agreement|
|1,661.8||1,032.6||Highway 17B east (Main Street West)|
|North Bay||1,665.5||1,034.9||Highway 11 / TCH (Algonquin Avenue) – Timmins, Cochrane||West end of Highway 11 North Bay concurrency; former Highway 11B south|
|1,667.8||1,036.3||Highway 63 north (Trout Lake Road / Cassels Street) – Temiscaming||Former Highway 17B west|
|1,669.6||1,037.4||Highway 11 south – Toronto||East end of Highway 11 North Bay concurrency|
|East Ferris||1,680.2||1,044.0||Highway 94 – Corbeil|
|Bonfield||1,692.9||1,051.9||Highway 531 (Bonfield Road)|
|Calvin||1,710.6||1,062.9||Highway 630 (Eau Claire Station)||Kiosk access point for Algonquin Park|
|Mattawa||1,729.6||1,074.7||Highway 533 (Main Street)|
|Renfrew||Head, Clara and Maria||1,763.7||1,095.9|
Deux-Rivières CPR underpass
Stonecliffe CPR overpass
|Laurentian Hills||1,814.9||1,127.7||County Road 635 (Swisha Road)||Location of Nuclear Power Demonstration, the first CANDU reactor|
|Deep River||1,834.1||1,139.7||Deep River Road|
|Petawawa||1,863.6||1,158.0||County Road 37 (Murphy Road)|
|1,870.2||1,162.1||County Road 26 (Doran Road)|
|Laurentian Valley||1,873.2||1,164.0||County Road 42 (Forest Lea Road)|
|1,877.5||1,166.6||County Road 58 (Round Lake Road)||Formerly Highway 148|
|1,883.3||1,170.2|| Highway 41 south – Eganville |
Paul Martin Drive – Pembroke
|Whitewater Region||1,894.4||1,177.1||County Road 40 (Greenwood Road)||Beginning of proposed realignment of Highway 17|
|1,899.0||1,180.0||County Road 13 (Mountain Road)|
|1,911.0||1,187.4||County Road 8 (Main Street)|
|1,912.3||1,188.2||County Road 7 (Foresters Falls Road)|
|1,923.0||1,194.9||County Road 653 east – Chenaux |
County Road 61 west (Godfrey Road) – Haley Station
|Horton||1,930.2||1,199.4||County Road 4 (Storyland Road)|
|Renfrew||1,937.4||1,203.8||Highway 60 west (O'Brien Road) – Huntsville, Algonquin Provincial Park|
|McNab/Braeside||1,948.2||1,210.6||County Road 63 (Anderson Road / Miller Road)|
|1,950.3||1,211.9||County Road 508 (Calabogie Road)|
County Road 54 (McLean Drive) – Braeside
|Interchange proposed |
|1,953.3||1,213.7||Highway 417 / TCH east – Arnprior, Ottawa||Freeway begins; continues east as Highway 417|
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi|
The Trans-Canada Highway is a transcontinental federal–provincial highway system that travels through all ten provinces of Canada, from the Pacific Ocean on the west coast to the Atlantic Ocean on the east coast. The main route spans 7,476 km (4,645 mi) across the country, one of the longest routes of its type in the world. The highway system is recognizable by its distinctive white-on-green maple leaf route markers, although there are small variations in the markers in some provinces.
Northern Ontario is a primary geographic and quasi-administrative region of the Canadian province of Ontario, the other primary region being Southern Ontario. Most of the core geographic region is located on part of the Superior Geological Province of the Canadian Shield, a vast rocky plateau located mainly north of Lake Huron, the French River, Lake Nipissing, and the Mattawa River. The statistical region extends south of the Mattawa River to include all of the District of Nipissing. The southern section of this district lies on part of the Grenville Geological Province of the Shield which occupies the transitional area between Northern and Southern Ontario. The extended federal and provincial quasi-administrative regions of Northern Ontario have their own boundaries even further south in the transitional area that vary according to their respective government policies and requirements. Ontario government departments and agencies such as the Growth Plan for Northern Ontario and the Northern Ontario Heritage Fund Corporation define Northern Ontario as all areas north of, and including, the districts of Parry Sound and Nipissing for political purposes, whilst the federal government, but not the provincial, also includes the district of Muskoka.
King's Highway 11, commonly referred to as Highway 11, is a provincially maintained highway in the Canadian province of Ontario. At 1,784.9 kilometres (1,109.1 mi), it is the second longest highway in the province, following Highway 17. Highway 11 begins at Highway 400 in Barrie, and arches through northern Ontario to the Ontario–Minnesota border at Rainy River via Thunder Bay; the road continues as Minnesota State Highway 72 across the Baudette–Rainy River International Bridge. North and west of North Bay, Highway 11 forms part of the Trans-Canada Highway. The highway is also part of MOM's Way between Thunder Bay and Rainy River.
King's Highway 7, commonly referred to as Highway 7 and historically as the Northern Highway, is a provincially maintained highway in the Canadian province of Ontario. At its peak, Highway 7 measured 716 km (445 mi) in length, stretching from Highway 40 east of Sarnia in Southwestern Ontario to Highway 17 west of Ottawa in Eastern Ontario. However, due in part to the construction of Highways 402 and 407, the province transferred the sections of Highway 7 west of London and through the Greater Toronto Area to county and regional jurisdiction. The highway is now 535.7 km (332.9 mi) long; the western segment begins at Highway 4 north of London and extends 154.1 km (95.8 mi) to Georgetown, while the eastern segment begins at Donald Cousens Parkway in Markham and extends 381.6 km (237.1 mi) to Highway 417 in Ottawa.
King's Highway 417, commonly referred to as Highway 417 and the Queensway through Ottawa, is a 400-series highway in the Canadian province of Ontario. It connects Ottawa with Montreal via A-40, and is the backbone of the highway system in the National Capital Region. Within Ottawa, it forms part of the Queensway west from Highway 7 to Ottawa Road 174. Highway 417 extends from the Quebec border, near Hawkesbury, to Arnprior, where it continues westward as Highway 17. Aside from the urban section through Ottawa, Highway 417 passes through farmland that dominates much of the fertile Ottawa Valley.
King's Highway 400, commonly referred to as Highway 400, historically as the Toronto–Barrie Highway, and colloquially as the 400, is a 400-series highway in the Canadian province of Ontario linking the city of Toronto in the urban and agricultural south of the province with the scenic and sparsely populated central and northern regions. The portion of the highway between Toronto and Lake Simcoe roughly traces the route of the Toronto Carrying-Place Trail, a historic trail between the Lower and Upper Great Lakes. North of Highway 12, in combination with Highway 69, it forms a branch of the Trans-Canada Highway (TCH), the Georgian Bay Route, and is part of the highest-capacity route from southern Ontario to the Canadian West, via a connection with the mainline of the TCH in Sudbury. The highway also serves as the primary route from Toronto to southern Georgian Bay and Muskoka, areas collectively known as cottage country. The highway is patrolled by the Ontario Provincial Police and has a speed limit of 100 km/h (62 mph), except for the section south of the 401, where the speed limit is 80 km/h (50 mph).
Secondary Highway 638, commonly referred to as Highway 638, is a provincially maintained secondary highway located in the District of Algoma in the Canadian province of Ontario. The route begins at Highway 17B in Echo Bay and travels eastward to Ophir, where it turns south to Bruce Mines, ending 1.1 km (0.7 mi) north of Highway 17. The north–south portion of the route was designated in 1956 as Highway 561. In 1962, Highway 638 was designated from Echo Bay to Highway 561, as well as a segment of the latter route from Ophir to Dunns Valley. The highway took on its current routing in 1989, assuming the route of Highway 561 south from Ophir to Bruce Mines; the section of Highway 638 from Ophir to Dunns Valley was renumbered as Highway 670.
King's Highway 69, commonly referred to as Highway 69, is a provincially maintained north–south highway in the central portion of the Canadian province of Ontario. In conjunction with Highway 400, it links Toronto with the city of Greater Sudbury at Highway 17, via Parry Sound. It is part of the Trans-Canada Highway and the National Highway System. From its southern terminus of Highway 559 at Carling, Highway 69 begins as Highway 400 narrows from a four-laned freeway to a two lane highway. It travels northerly for approximately 68 kilometres (42 mi) to south of the French River before widening back to a divided four lane freeway for approximately 64 kilometres (40 mi) into Sudbury. The final 6 kilometres (3.7 mi) of the route, connecting to Highway 17, is a five lane arterial road that will be converted to freeway as the final phase of the four-laning.
King's Highway 61, commonly referred to as Highway 61 and historically known as the Scott Highway, is a provincially maintained highway in the Canadian province of Ontario. The 61-kilometre (38 mi) route connects the Pigeon River Bridge, where it crosses into the United States and becomes Minnesota State Highway 61, with a junction at Highway 11, Highway 17 and the Harbour Expressway in Thunder Bay. The highway forms part of the Lake Superior Circle Tour.
The Thunder Bay Expressway, originally known as the Lakehead Expressway is a high-capacity at-grade suburban limited-access road around the western side of Thunder Bay in the Canadian province of Ontario. The 15.3 km (9.5 mi) route travels in a generally north–south direction on the city's west side. It is signed as part of Highway 61 at its southern end, and as part of the concurrent route of Highway 11 and Highway 17. The expressway features several at-grade intersections between its southern terminus at Arthur Street West and the Harbour Expressway and its northeastern terminus at Hodder Avenue.
Northeastern Ontario is a secondary region of Northern Ontario in the Canadian province of Ontario, which lies north of Lake Huron and east of Lake Superior.
The Southwest Bypass and Southeast Bypass are two separately-constructed contiguous roads in the city of Greater Sudbury, in the Canadian province of Ontario, which form a bypass around the southern end of the city's urban core for traffic travelling on Highway 17, a portion of the Trans-Canada Highway. Most of the route is a Super two road with at-grade intersections, with the exception of short section of divided freeway at an interchange with Highway 69. Along with the Northwest Bypass from Lively to Chelmsford, the roads form a partial ring road around the city's urban core.
Ottawa Road 174, formerly Ottawa-Carleton Regional Road 174 and commonly referred to as Highway 174, is a city-maintained road in the City of Ottawa which serves the eastern suburbs of Orléans and Cumberland. The four-lane freeway segment between Highway 417/Aviation Parkway junction to Trim Road is also known as the Queensway, in addition the Queensway name continues to be applied to Highway 417 west of that intersection. Although the road continues through the towns of Rockland and Hawkesbury to the Quebec border, the portion east of the Ottawa city boundary is known as Prescott and Russell County Road 17.
Transportation is essential to trade, which has always been the backbone of the economy of Thunder Bay, Ontario, Canada, beginning with Fort Kaministiquia in 1717. When the area was first settled its many waterways were used by the voyagers and Coureur des bois to trade their goods.
King's Highway 102, commonly referred to as Highway 102, formerly as Highway 11A and Highway 17A and historically as the Dawson Road, is a provincially maintained highway in the Canadian province of Ontario, serving as a northern bypass to the city of Thunder Bay for all vehicle traffic. Both the western and eastern termini of Highway 102 are with the concurrency of Highway 11 and Highway 17; in the rural community of Sistonens Corners to the west and in Thunder Bay to the east. The majority of Highway 102 is surrounded by thick forests and swamps. However, owing to its historic nature, it is lined with residences outside of urban Thunder Bay.
Highway 17B was formerly the designation for six business routes of Highway 17, the main route of the Trans-Canada Highway through the Canadian province of Ontario. Each generally followed the original route of Highway 17 through the town or city that it served, and was subsequently given the Highway 17B designation when a newer bypass route was constructed to either reduce traffic pressure on the local street network, or provide a better thoroughfare that avoided urban areas altogether.
The Great Lakes Circle Tour is a designated scenic road system connecting all of the Great Lakes and the St. Lawrence River. It consists of routes for circumnavigating the lakes, either individually or collectively.
Numbering of the various provincial highways in Ontario has been commenced by the Department of Public Highways. Resident engineers are now receiving metal numbers to be placed on poles along the provincial highways. These numbers will also be placed on poles throughout cities, towns, and villages, and motorists should then have no trouble in finding their way in and out of urban municipalities. Road designations from "2" to "17" have already been allotted...
Certainly, there is no more spectacular drive in Ontario than along most of the 447 miles of No. 17 Highway between Ste. Marie and Thunder Bay.