Канаданың бұрынғы №2 провинциялық тас жолы

Former Ontario provincial highway

King's Highway2, commonly referred to as Highway2, is the lowest numbered provincially maintained highway in the Canadian province of Ontario, and was originally part of a series of identically numbered highways which started in Windsor, stretched through Quebec and New Brunswick, and ended in Halifax, Nova Scotia. Prior to the 1990s, Highway2 travelled through many of the major cities in Southern Ontario, including Windsor, Chatham, London, Brantford, Hamilton, Burlington, Mississauga, Toronto, Oshawa, Belleville, Kingston and Cornwall, and many other smaller towns and communities. Once the primary east–west route across the southern portion of Ontario, most of Highway2 was bypassed by Highway 401, which was completed in 1968. The August 1997 completion of Highway 403 bypassed one final section through Brantford. Virtually all of the length of Highway2 was deemed a local route and removed from the provincial highway system by January1, 1998, with the exception of a section east of Gananoque. The entire route remains driveable, but as County Road2 or County Highway2 in most regions. Portions of what became Highway2 served as early settlement trails, post roads and stagecoach routes. While the arrival of the railroad in the mid 19th century diminished the importance of the route, the advent of the bicycle and later the automobile renewed interest in roadbuilding. A segment of Highway2 between Pickering and Port Hope was the first section of roadway assumed by the newly formed Department of Public Highways (DPHO) on August21, 1917. By the end of 1920, the department had taken over roads connecting Windsor with the Quebec boundary at Rivière Beaudette, which it would number as Provincial Highway2 in the summer of 1925. In 1930, the DPHO was renamed the Department of Highways (DHO), and provincial highways became King's Highways. By this time, it was one of the dominant transportation arteries across southern Ontario and was long. The section of Highway2 between Hamilton and Toronto along Lakeshore Road became the first paved intercity road in Ontario in 1914. Beginning in the mid 1930s, the DHO began reconstructing several portions of the highway into the new German inspired "dual highway", including east from Scarborough along Kingston Road. This would be the progenitor to Highway401, which was built in a patchwork fashion across Southern Ontario throughout the 1950s and early 1960s, often as bypass of and parallel to Highway2 (except between Woodstock and Toronto). Conversely, the importance of Highway2 for long distance travel was all but eliminated, and coupled with the increasing suburbanization of the Greater Toronto Area, it became simply a series of urban arterials street between Hamilton and Oshawa. Having been replaced in importance by the parallel freeways of Highway401, the Queen Elizabeth Way, and finally Highway403, the province gradually transferred sections of the route back to the municipal, county and regional governments that it passed through, a process known as downloading. In 1997 and 1998, the province downloaded of Highway2 and rescinded dozens of Connecting Link agreements, reducing the route to its current length.

The forerunners to Highway 2 are numerous paths constructed during the colonization of Ontario. While some portions may have existed as trails created by Indigenous peoples for hundreds of years, the first recorded construction along what would become Highway 2 was in late October 1793, when Captain Smith and 100 Queen's Rangers returned from carving The Governor's Road 20 mile (32 km) through the thick forests between Dundas and the present location of Paris. John Graves Simcoe was given the task of defending Upper Canada (present day Ontario) from the United States following the American Revolution and with opening the territory to settlement. After establishing a "temporary" capital at York (present day Toronto), Simcoe ordered an inland route constructed between Cootes Paradise at the tip of Lake Ontario and his proposed capital of London. By the spring of 1794, the road was extended as far as La Tranche, now the Thames River, in London. In 1795, the path was connected with York. Asa Danforth Jr., recently immigrated from the United States, was awarded the task, for which he would be compensated $90 per mile. Beginning on June 5, 1799, the road was extended eastwards. Danforth was hired once more, and tasked with clearing a road east from York through the bush, with (preferably in the centre) cut to the ground. It was carved as far as Port Hope by December, and to the Trent River soon after. Danforth's inspector and acting surveyor general William Chewett declared the road "good" for use in the dead of winter, but "impassible" during the wet summers, when the path turned to a bottomless mud pit. He went on to suggest that rather than setting aside land for government officials which would never be occupied, the land be divided into lots for settlers who could then be tasked with statute labour to maintain the path. like many other paths of the day, it became a quagmire. Danforth's road did not always follow the same path as today's Kingston Road. Beginning near Victoria Park Avenue and Queen Street East, the road can be traced along Clonmore Drive, Danforth Road, Painted Post Drive, Military Trail and Colonel Danforth Trail. Other sections of the former roadway exist near Port Hope and Cobourg, as well as within Grafton. Otherwise the two roads more or less overlap until they reach the Trent River; beyond this point Danforth's road is continued (1802) on a more southern route to reach the Bay of Quinte at Stone Mills (now Glenora). As the route straying through Scarborough avoided many of the settlers who had taken up residence near the lake, Danforth's road was bypassed by 1814 by William Cornell and Levi Annis. The Cornell Road (as it was known for a short time) shortened the journey from Victoria Park to West Hill, but remained mostly impassible like Danforth's route to the north. Finally succumbing to increasing pressures, the government raised funds to straighten the road and extend it through Belleville to Kingston. The work was completed by 1817 and the road renamed The Kingston Road. Downriver from Kingston, roads built along the St. Lawrence for War of 1812 military use became a popular means to avoid rapids on the river by travelling overland. Prescot, now called Fort Wellington, is important as being the chief stage between this port and Montreal, from which it is distant 130 miles, and between which coaches run every day, except Sundays. From the position of this place, however, as at the head of the Montreal boat navigation, and at the foot of the sloop and steam navigation from the lakes, it must soon increase in extent, as it will rise in importance.|George Henry Hume, 1832

The creation of a post road extended year round communication which had already existed on the Chemin du Roy from Quebec City Montreal westward, with the first stagecoaches reaching York (Toronto) in January 1817. This link proved economically vital to enterprises such as the Bank of Montreal, established 1817 with branches in Quebec, Montreal, Kingston and Toronto. The original coaches left Montreal every Monday and Thursday, arriving in Kingston two days later; the full Montreal York run took a week. As with earlier routes (such as the Danforth Road), coaching inns prospered in every wayside village as the stagecoaches made frequent stops for water, food or fresh horses. The original York Road (from Kingston) aka Kingston Road (from York) was initially little more than a muddy horse path. In 1829, a ferry crossing on the Cataraqui River in Kingston was replaced by a draw bridge. In the 1830s, efforts were made by various toll road operators to macadamise the trail as a gravel stagecoach road. On one section between Cobourg and Port Hope the Cobourg Star on October 11, 1848, expressed "surprise and deep regret, that the Cobourg and Port Hope Road Company have placed a tollgate on their road, although only just gravelled" adding a week later "On Sunday night last, the Toll House and Gate on the Port Hope Road were burned to the ground. We regret to say that there is no doubt as to its having been done designedly as a very hard feeling has grown up against the Company, from their having exacted Toll before the road was properly packed. They might have known that no community would quietly submit to drive their teams and heavy loads through six inches of gravel and pay for the privilege. But we would not be understood to sanction the lawless proceeding which has taken place." Despite these issues, this road would remain the principal means of winter travel until the Grand Trunk Railway connected Montreal and Toronto in 1856. As intercity traffic formerly carried by the various stagecoach operators migrated to the iron horse, stagecoach roads faded to primarily local importance, carrying regional traffic. This changed as the 20th century and the invention of the motorcar quickly made evident a need for better roads in the young but growing Dominion. The macadamised Lake Shore Road between Toronto and Hamilton, in poor condition with ongoing erosion, was the first section to be upgraded with concrete. The Toronto–Hamilton Highway, proposed in 1914, was opened along the lakeshore in November 1917. The Cataraqui Bridge, a toll swing bridge, was replaced by the La Salle Causeway that same year. In 1918, the province subsidised the county and municipal purchase of various former toll roads (Brockville Prescott, Paris Brantford, Cobourg Port Hope and Cobourg Baltimore) to be improved and incorporated into the provincial highway system. Later acquisitions included a road from Cobourg to Grafton. As the roads became publicly owned, toll gates were removed. In 1925, the Galipeault Bridge and Taschereau Bridge, both adjacent to 1854 Grand Trunk Railway bridges which were the first fixed mainland links to Montreal, brought Route 2 onto Montreal Island.

Ontario has published an official highway map since at least 1923, an era when many provincial highways were still gravel or unimproved road. To accommodate the passenger cars of the Roaring Twenties, efforts to pave Ontario's roads had begun in earnest. The 1926 Official Road Map of Ontario boasted the "Highway from Windsor to the Quebec border, via London will all be paved at the end of the present year" and "a person will then be able to travel over 700 miles of pavement without a detour". Twenty five years after the first provincial road improvement efforts, Ontario maps boastfully listed fifteen king's highways (numbered 2 17, as 1 and 13 were never assigned) and a growing network of county roads. While thousands of miles of dirt and gravel road still remained throughout the system, the steel rails which crossed the region now had a credible rival in southern Ontario. Beginning in 1935, Highway Minister Thomas McQuesten applied the concept of a second roadway to several projects along Highway 2: a 4 mile (6 km) stretch west of Brockville, When widening in Scarborough reached the Highland Creek ravine in 1936, east of Morningside, the Department of Highways began construction on a second bridge over the large valley (the original having been constructed as a bypass of the former alignment through West Hill in 1919). From here the highway was constructed on a new alignment to Oshawa, avoiding construction on the congested Highway 2. As grading and bridge construction neared completion between Highland Creek and Ritson Road in September 1939, World War II broke out and gradually money was siphoned from highway construction to the war effort. In 1956, the 401 provided a continuous Toronto Bypass from Weston to Oshawa. A portion of the highway in the area of Morrisburg was permanently submerged by the creation of the St. Lawrence Seaway in 1958. The highway was rebuilt along a Canadian National Railway right of way in the area to bypass the flooded region. The town of Iroquois was also flooded, but was relocated 1.5 kilometres north rather than abandoned. This event led to the nickname of The Lost Villages for a number of communities in the area. Countless roadside motels from Windsor to Montreal were bypassed in the 1960s, with the 401 freeway completed in 1968. Growing hotel chains built new facilities near the 401 offramps, saturating the market in some areas. By the 1980s, Toronto's portion of the Kingston Road was in steep decline. Some motels were used to shelter homeless or refugee populations, others were simply demolished. The section of Highway 2 between Woodstock and Ancaster (today a part of Hamilton) was not bypassed by 401 (which followed a more northerly corridor to serve Kitchener Waterloo and Guelph), but was ultimately bypassed by Highway 403. As the main street in many communities Highway 2 remained busy with stop and go local traffic, sustaining countless shopkeepers and restaurateurs but offering little comfort to independent tourist motels. Outside urban areas, numerous former service stations were converted to other uses, demolished or abandoned. The last section from Ancaster to Brantford, was bypassed on August 15, 1997. On January 1, 1998, most of the former length of Highway 2 was downloaded, transferring the highway from provincial responsibility to local counties or municipalities. The route lost its King's Highway designation in the process, along with much of its visibility on printed Ontario maps. Many Ontario highways which originally ended at Highway 2 (as the backbone of Ontario's highway system) were truncated or simply decommissioned, most often becoming county roads. One token provincially maintained section of Highway 2 remains east of Gananoque; this section remains provincially maintained because the Thousand Islands Parkway does not have a complete interchange with Highway 401, meaning that some drivers must use the Highway 2 interchange to transfer between the two roads.