Talk:Ontario Highway 400

message: 65 MPH is closer to 105KPH than 100 KPH.  The speed limit was dropped slightly on metric conversion to conserve fuel.  Blacknail 16:16, 5 May 2006 (UTC)
thread_title:  Metric Speed Conversions 

message: I was reading a document that stated the name of the highway was originally just the "Barrie Highway", which was completed in 1951. Is this a direct predecessor to Highway 400? Source: Bulletin #3: Roads, Tolls, Rails & Automobiles from City of Vaughan archives, Cultural Services Division. Mindmatrix 23:55, 24 June 2006 (UTC)
replies: text: Yes. The Toronto–Barrie Highway was planned beginning in 1945. It was renamed Controlled Access Highway no. 400 on July 1, 1952. Various laws and amendments to the legislature naming highways changed that to 'Provincial Highway 400' over time, though I cannot find these. - ʄɭoʏɗiaɲ τ ¢ 17:58, 17 April 2010 (UTC)
thread_title: 1951?

message: This isn't the only interchange with a secondary road.
Highway 58 has an interchange with the 406 in St Catharines. This is a massive cloverleaf which also has the local beaverdams road running through it. Check it out on google earth. --Uncle Bungle 23:52, 24 July 2006 (UTC)
replies: text: I believe they are talking about a Secondary Highway, numbered in the 500-699 range.  There are no secondary highways in Southern Ontario.  Also, the 406/58/St. David's Road interchange is not a cloverleaf, nor is  Beaverdams Road involved in this interchange. Snickerdo 03:07, 23 September 2006 (UTC)
replies: text: Sorry I mixed up Beaverdams and St. David's, and you're right, it's not a cloverleaf, actually, I don't know what you would call it. Do you? Thanks for clarifying the secondary highways rule too. Sat Photo --Uncle Bungle 04:30, 6 October 2006 (UTC)
thread_title:  518 interchange 

message: Here is the bulletin that I promised! Blacknail 23:53, 8 August 2006 (UTC)
thread_title:  Design Bulletin 

message: I was checking out the proposed interchange section, and I noticed that Parry Sound Drive and Highway 124 were numbered as seperate exits. However, Google Maps shows that it's just one road that is marked as Highway 124 north of 69/400 and Parry Sound Drive south of the 69/400. Is there something that I'm missing? --Smoothtofu 00:24, 20 October 2006 (UTC)
thread_title:  Proposed Interchanges 

message: I drive Highway 400 almost every weekend from the beginning of May, to mid October. I have seen this sign that reads "Slower Traffic Keep Right" at almost every entrance. The right lane is the one I always drive in, except when I'm going to pass another vehicle. I always signal in accordance with the Ontario Highway Traffic Act, if it's going to affect other traffic around me, and usually I signal anyway, because I like that same respect from other drivers too. More often than sometimes, other drivers like to speed up as soon as they see my turn signal, they like to pretend I can't see them. I like to use hand signals, they work better than lights. Whenever I pass other vehicles I always return to the right lane, unless I'm already in that lane when I pass. Often in the right lane, I seem to pass more traffic in the centre lane and sometimes the left lane. What I really hate is those motorists hauling the big boats up the long hills in the passing lane, they like to think they are sportsmen, but is that sportsmanship. W W 06:45, 7 January 2007 (UTC)
thread_title:  Slower Traffic Keep Right 

message: The article currently says:
:The junction with Highway 401 (known locally as The Basket-weave) is one of the earliest multi-level interchanges built when Highway 401 was widened to a collector-express system in 1967. Because the speed limit on Ontario freeways was raised in 1968 from 90 km/h to 100 km/h (55 to 62 mph) it rendered this interchange obsolete shortly after its completion.
First, I have always understood The Basket-Weave to refer not to the 400/401 interchange, but to the express/collector crossovers near there on highway 401.
Second, the speed limit reference is definitely wrong.  The speed limit on the 400-series highways was 60 mph when I moved to Ontario in 1964 (I've read that at some earlier time it was 50 mph), then 70 mph (but still 60 for trucks), then 60 mph again, and only then came the metric conversion to 100 km/h.  1968 sounds right for the year when the limit was raised to 70, with the other two changes following in the mid-1970s.  This is from memory, but I'm very sure.
Third, raising the speed limit does not make an interchange obsolete.  Most interchanges involve speed restrictions on curved ramps.
207.176.159.90 23:01, 4 May 2007 (UTC)
thread_title:  Basket-Weave and speed limit 

message: I've been doing some reading and researching on Highway 400's new upgrades, and i'd like to clarify a few things for it. Highway 400 has a few TEMPORARY RIRO entrances, but they are most likely temporary.
The articles i've used are: 
* 2008 Rand McNally Deluxe Ontario Road Atlas
*  Google Earth v4.2 for Windows XP
Highway notes:
Highway 69 is shown in the 2008 Rand McNally atlas as travelling from a trumpet interchange (Exit 189), west to Foot's Bay, then past Gordon Bay, meeting up with Highway 141 at Parry Sound Airport, though Google Earth indicates that Highway 141 passes Horseshoe Lake and meets Highway 400 at Exit 213.
Heading north from Port Severn, Ontario:
Note: most of these entrances are on the west side (southbound carriageway).
* Rock Quarry, 2 km south of South Bay Road (Road 48). RIRO with southbound carriageway.'
* Hidden Glen Road, 2 km north of Joe King Road (Hidden Glen Road leads west to cottages and boat launches). RIRO with southbound carriageway
*  Heather path Trail: 500 meters south of South Gibson Lake Road (Road 33) trumpet interchange (Exit 174). RIRO with southbound carriageway.
* Global Tower Road: 1 km north of South Gibson Lake Road (Exit 174). Note: the 2008 Rand McNally atlas shows Global Tower Road being re-aligned, following along the west side of Highway 400 to meet South Gibson Lake Road at a full interchange.  RIRO with southbound carriageway.
* Go Home Lake Road former alignment: 250-500 meters north of new extension to Road 38 (full interchange with Highway 400). Go Home Lake is newly-designated Road 32).
* Also easily visible from highway: former Highway 69 alignment, branches off for 1 km)
* Musquash River:
* A alrge building is located on the northern shore of the river, with a driveway to the northbound carriageway. Google Earth shows trees have been cleared in a path to access this building.
* It also appears there is a third bridge being built across the Musquash River. The north-bound bridge is somewhat out-of alignment and very far from the southbound bridge, with room for a third in between. Google Earth shows footings for a bridge that is either going to be built, or is already under construction. This new bridge is in place between the open northbound carriage, and the under-construction southbound carriageway. This middle bridge may end up being the new northbound carriageway, with the current road becoming a service road for access to cottages and other roads.
* Wahta Road: 500 meters north of Musquash River. Google Earth shows a basic diamond interchange being built here with extension of Wahta Road going under the new (southbound) Highway 400 carriageway. It is assumed it will go under the northbound carriageway as well. Extended north along west side of Highway 400, as a link to 12 Mile Bay Road (Road 12). Trees have also been cleared for an interchange ramp, and to meet to a new road to travel to the building mentioned previously, and to Indian Reserve of Gibson Road. On the other side of the freeway, a resource road has been built to a quarry that previously had access only to Highway 400's carriageways. This access has since been removed with the opening of this new resource road.
* Indian Reserve of Gibson Road: 500 Meters north of Wahta Road intersection/interchange: currently RIRO with what appears to be left-turn access to and from southbound carriageway. Trees have been cleared just east of the northbound carriageway to what is assumed to be the interchange with Wahta Road. This road leads to the Gibson Cranberry Bogs, and to Road 38 (east side).
* 3 or 4 houses are located 3 km north of Indian Reserve of Gibson Road, and 100 meters south of new interchange with 12 Mile Bay Road (Road 12). Google Earth shows this road as going under the new (southbound) carriageway. It is assumed it will also go under the northbound carriageway, and probably curve south to serve those houses that currently face the northbound carrigeway.
* 12 Mile Bay Road (Road 12): basic diamond interchange being built at former intersection with Highway 400. Snowmobile Trail Road being extended along part of 12 Mile Bay Road's alignment to meet its new extension that takes it to Wahta Road.
* Moon River Road: RIRO interchange with southbound carriageway and what appears to be left-turn access to north-bound carriageway. Appears to also go UNDER the Highway 400/Moon River bridges. This road also leads west towards other roads, such as Jenkin's Lake Road, Tower Road (no relation to Global Tower Road), and Gooley Lake Road.
* Pitt Road (2.5 km north of Moon River bridges): RIRO entrances on right and left of freeway. Pitt Road leads to a giant rock quarry, very close to Silver Sands Lake Road. It could theoretically go through the forest to meet Silver Sands Lake Road.
* New Highway 69 trumpet interchange. former alignment straight from the northbound carriageway to the new Higwhay 69 can easily be seen.
* Tower Road (1 km north of Highway 69 trumpet interchange): travels under Highway 400, and west, to meet Jenkin's Lake Road, Gooley Lake Road, and ultimately, Moon River Road.
* 500 meters south of the CP Rail overhead appears to be a paved biking or snowmobile overpass over the freeway, which curves around, crosses the rail line (at-grade), and follows alogn the eastern side of Highway 400.
* 2 KM from CP Rail overhead: Lawson Bay Road travels under Highway 400
* 250 meters from Lawson Bay Road tunnel: CN Rail travels under Highway 400.
* 500 meters from CN Rail tunnel: interchange with Airport Road  (Exit 207). Airport Road is shown as Highway 141 in Rand McNally 2008 road atlas.
I was thinking, if this information is relevant, then should it be added to the article? and if so, how should it be done?  —Preceding unsigned comment added by RingtailedFox (talk • contribs) 21:50, 10 November 2007 (UTC)
replies: text: It's not really important, but we'd put these intersections in the exit list and put "At-grade intersection" in the notes (linking the first case of at-grade since it is a technical term) - ʄɭoʏɗiaɲ τ ¢ 16:35, 29 June 2010 (UTC)
thread_title:  Extension of Highway 400, and its RIRO Entrances. 

message: Craighurst -> Coldwater (1956)
-- ʄɭoʏɗiaɲ τ ¢ 16:54, 29 June 2010 (UTC)
thread_title:  Refs 

message: Replacing structures to accommodate 8 lanes northwards to Barrie is referenced in this article. Are there any facts to support this?  —Preceding unsigned comment added by 99.238.227.142 (talk) 01:15, 14 October 2010 (UTC)
replies: text: On top of the HOV lanes being constructed now, which will run through King, there is this source. According to it, the province has already initiated the process. The 2010 report also mentions new construction between Toronto and Barrie, though it doesn't specify what exactly. - ʄɭoʏɗiaɲ τ ¢ 02:34, 14 October 2010 (UTC)
thread_title:  Eight lanes to Barrie 

message: The statement "The 400/407 junction is the only four-level stack interchange in Ontario" I'm not sure is accurate given that 410/401 junction also seems to have 4 levels as part of that exchange.  —Preceding unsigned comment added by 99.229.2.4 (talk) 04:03, 6 December 2010 (UTC)
replies: text: It may be 4 levels but it's not a 4 level stack interchange. A true diamond stack interchange looks like this:  Also see stack interchange for more info. Haljackey (talk) 06:24, 6 December 2010 (UTC)
replies: text: The other caveat is that stacks have unimpeded freeway to freeway ramps in all directions. There is no access from eastbound 403 to westbound 401 or from eastbound 401 to westbound 403. Same caveat that keeps the QEW/427/Gardiner interchange from being considered a stack. - ʄɭoʏɗiaɲ τ ¢ 15:10, 6 December 2010 (UTC)
replies: text: But there is access from 403 to westbound 401 and from the eastbound 401 to westbound 403... they're just over in Woodstock lol. The QEW/427/Gardiner one is more like a 3-way interchange with local connections, no a 4-way junction since the 427 ends just south of here. Haljackey (talk) 15:50, 6 December 2010 (UTC)
thread_title:  400/407 four-level stack 

message: Still a few minor things that I /should/ have addressed before GAN, but... didn't.
*Recent construction section: Source for Vaughan interchanges
*Future: stuff on the current Federal delay.
-- ʄɭoʏɗiaɲ τ ¢ 18:18, 4 January 2012 (UTC)
thread_title:  To do 

message: I removed the sentence in the opening section claiming that the TPS has jurisdiction over patrolling the 1.6km section of the 400 south of the 401. It contained no citation. There was a fatal collision on July 4, 2015 on that section of the 400 at the Black Creek overpass (between Jane Street and Maple Leaf Drive) and the OPP were the lead on the scene. This is easily evidenced by media reports/broadcasts of that story (see google news). I think as a default it should be assumed that MTO owned highways are patrolled by the OPP, and if there are exceptions to this rule, there should be references provided before inclusion in the article.  — Preceding unsigned comment added by 76.64.116.148 (talk) 11:27, 6 July 2015 (UTC)
thread_title:  TPS/OPP jurisdiction south of the 401 

message: I've added text to the interchange list noting the opening of interchange 331 at Highway 64. Looking at the map reference, the route is shown open and twinned even further south. Matching that to a recent satellite image at Google Maps and one gets the measurements I've included in that added text. Not sure if this is the best presentation, but welcome any refinement of the text. I believe the lead of the article should be updated as well. It says the highway is twinned as far as the Murdock River, but with the recent opening, the highway twinning has now reached two more interchanges and some 20 km further south. --papageno (talk) 02:34, 2 August 2016 (UTC)
replies: text: Lede and RD AND history need updating a lot. My only issue among everything is that I've set all Ontario highways to reference the (once up-to-date) provincial traffic volume data, which up until a few weeks ago was from 2010 (now 2012). It is difficult to rely on Google maps for distance data. - Floydian τ ¢ 22:11, 3 August 2016 (UTC)
replies: text: To address the question I posed: we have both a MOT map and the satellite imagery, which is brand new Landsat 8 imagery just launched by Google. They correspond exactly. Since we're not looking for metre accuracy, I think that is sufficient. --papageno (talk) 17:58, 7 August 2016 (UTC)
thread_title:  Opening of Interchange 331 and twinned road further south; exit list and lead 

message: I was putting what tenants are available in which service centres have with sources added because it is suitable for this page to have. But Imzadi1979 reverted it for no reason at all. TTCTransportationFan4644 (talk) 03:44, 26 November 2016 (UTC)
replies: text: We've generally avoided listing the businesses in these cases to avoid coming across as promoting them. It's also a maintenance nightmare as the various franchises come and go to make sure that they stay up to date. Imzadi 1979 →  04:12, 26 November 2016 (UTC)

text: I agree with Imzadi1979, there's no need for a list of tenants. Mindmatrix 13:52, 26 November 2016 (UTC)

text: Please be civil in discussions, and don't make assumptions about other editors (eg - 'kids'). In my opinion, the information you want to add is trivial and unencyclopedic, which is why I oppose its inclusion. Mindmatrix 17:09, 26 November 2016 (UTC)
thread_title:  Onroute service centres 

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*Added archive https://web.archive.org/web/20110421031309/http://www.mto.gov.on.ca/english/traveller/highway69/facts.shtml to http://www.mto.gov.on.ca/english/traveller/highway69/facts.shtml
*Added archive https://web.archive.org/web/20110608074309/http://www.mto.gov.on.ca/english/traveller/highway69/parry_sound_sudbury_feb_2009.pdf to http://www.mto.gov.on.ca/english/traveller/highway69/parry_sound_sudbury_feb_2009.pdf
*Added archive https://web.archive.org/web/20100407015720/http://www.mto.gov.on.ca/english/traveller/highway69/status.shtml to http://www.mto.gov.on.ca/english/traveller/highway69/status.shtml
*Added archive https://web.archive.org/web/20110424214321/http://www.cottagecountrynow.ca/community/parrysound/article/893665 to http://www.cottagecountrynow.ca/community/parrysound/article/893665
*Added archive https://web.archive.org/web/20000823222003/http://www.mto.gov.on.ca/english/traveller/highway69/status.htm to http://www.mto.gov.on.ca/english/traveller/highway69/status.htm
*Added archive https://web.archive.org/web/20110706170209/http://www.brocknews.ca/index.php?option=com_content&view=article&id=1778%3Aontario-finalizes-plans-for-highway-service-centres&catid=44%3Alocal-news&Itemid=162 to http://www.brocknews.ca/index.php?option=com_content&view=article&id=1778%3Aontario-finalizes-plans-for-highway-service-centres&catid=44%3Alocal-news&Itemid=162
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thread_title:  External links modified