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* Chedoke Expressway
* Alexander Graham Bell Parkway
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* Proposed 1950s
* Opened December{{Nbsp}}1, 1963<ref name="dates"/>
* Completed August{{Nbsp}}15, 1997<ref name="AncasterSection" />
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* [[Lincoln M. Alexander Parkway]] in [[Hamilton, Ontario|Hamilton]]
* {{Jcon|Hwy|407ETR|con=QEW}} in [[Burlington, Ontario|Burlington]]
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* {{Jcon|Hwy|410}} in Mississauga
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=== Woodstock to Burlington ===
Highway{{Nbsp}}403 begins at a junction with Highway{{Nbsp}}401 on the outskirts of Woodstock. The eastbound lanes split from eastbound Highway{{Nbsp}}401, whereas the westbound lanes merge into westbound Highway{{Nbsp}}401.<ref name="2010 mapart">{{Cite map |title = Ontario Back Road Atlas |year = 2010 |author = [[MapArt]] |publisher = Peter Heiler Ltd |isbn = 978-1-55198-226-7 }}</ref>
It travels along the back lot lines of the second [[Concession road|concession]] south of former Highway{{Nbsp}}2.<ref name="Gmaps">{{Google maps |title = Highway 403: Length and Route |url = http://g.co/maps/c7nmk |access-date = December 10, 2011 }}</ref>
This first section of the highway is also the least travelled portion, with approximately 20,900{{nbsp}}[[Annual average daily traffic|vehicles using it on an average day]] in 2016.<ref name="km" />
The highway passes beneath [[Oxford County Road 55]] (formerly Highway{{Nbsp}}53) and curves southeast. After crossing into the third concession, it curves back to the east. The highway travels straight for several kilometres, meeting with the southern leg of [[Ontario Highway 24|Highway 24]], which travels south to [[Simcoe, Ontario|Simcoe]].<ref name="2010 mapart" />
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[[File:403 near Jerseyville.png|thumb|left|Highway{{Nbsp}}403 and former [[Ontario Highway 2|Highway 2]]{{Nbsp}}/ [[Ontario Highway 53|53]] south of [[Jerseyville, Ontario|Jerseyville]]]]
East of Ancaster, the freeway passes through a short greenbelt, with [[Hamilton Golf and Country Club]] lying to the north. A divided segment of [[Ontario Highway 6|Highway 6]] meets the freeway and continues concurrently with it through Hamilton; to the south, Highway{{Nbsp}}6 travels to [[John C. Munro Hamilton International Airport|Hamilton International Airport]], [[Caledonia, Ontario|Caledonia]], and [[Jarvis, Ontario|Jarvis]] at [[Ontario Highway 3|Highway 3]].<ref name="2010 mapart" /> Continuing east, Highway{{Nbsp}}403 and Highway{{Nbsp}}6 curve north into Hamilton and meet the [[Lincoln M. Alexander Parkway]] before abruptly turning to the east and descending the [[Niagara Escarpment]]. Scenic views of Hamilton, [[Hamilton Harbour|its harbour]], [[Hamilton-Oshawa Port Authority|port]] and [[Princess Falls|Lower Princess Falls]] are along this steep descent. At the bottom of the escarpment the highway travels through a narrow, heavily developed corridor alongside former [[Ontario Highway 8|Highway 8]]. It passes beneath multiple bridges in a depressed trench, eventually curving north at a sharp corner and passing beneath more bridges.<ref name="2010 mapart" /> This section features a reduced speed limit of {{Convert|90|kph|abbr=on}} as opposed to {{Convert|100|kph|abbr=on}}.<ref>{{Cite news |title = Highway 27 Interchange Fully in Service |work = The Globe and Mail |location = Toronto |date = December 4, 1971 |page = 5 }}</ref>
The speed limit was raised to {{Convert|110|kph|abbr=on}} for a {{Convert|26|km|abbr=on}} stretch between Woodstock and Brantford and for a {{Convert|14.5|km|abbr=on}} stretch between Brantford and Hamilton on July 12, 2024, as part of the government’s plan to increase highway speed limits across the province. <ref>{{cite press release |first1 = Dakota |last1 = Brasier |first2 = Tanya |last2 = Blazina |date = April 24, 2024 |url = https://news.ontario.ca/en/release/1004476/ontario-raising-highway-speed-limits |title = Ontario Raising Highway Speed Limits |publisher = Ministry of Transportation of Ontario |access-date = July 13, 2024 }}</ref> The highway returns to ground level alongside the Chedoke Creek, a now-channelized river from which the freeway may take its name.<ref>{{Cite news |title = Hwy. 403 Hill Used to Argue Both Sides of Red Hill Case |first = Rick |last = Hughes |work = The Spectator |location = Hamilton, Ontario |date = September 11, 1999 |page = A8 }}</ref>
As the freeway continues north, it crosses an [[isthmus]] between Hamilton Harbour and [[Cootes Paradise]] alongside several roads which it has served to replace. It circles around the northern shore of Hamilton Harbour and returns to an eastward orientation.<ref name="Gmaps" /> The concurrency with Highway{{Nbsp}}6 ends at an [[interchange (road)|interchange]] where Highway{{Nbsp}}403 continues east and Highway{{Nbsp}}6 departs north towards [[Guelph, Ontario|Guelph]]. The freeway continues straight for several kilometres, passing by the Burlington Transmission Station, until it approaches the Freeman Interchange where the opposing carriageways split apart to accommodate the left-hand exit/entry of the flyover ramps marking the western terminus of [[Ontario Highway 407|Highway 407]], then it merges with [[Queen Elizabeth Way]].<ref name="2010 mapart" />
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[[File:Freeman Interchange.JPG|thumb|right|Highway{{Nbsp}}403 and the [[Queen Elizabeth Way]] converge at the Freeman Interchange in [[Burlington, Ontario|Burlington]]. [[Ontario Highway 407|Highway 407 ETR]] also begins at this junction.]]
Highway{{Nbsp}}403 travels concurrently with the QEW for {{Convert|22.6|km|abbr=on}} between the Freeman Interchange and Oakville, a straight section surrounded almost entirely by commercial units and warehouses.<ref name="km" /><ref name="Gmaps" />
At the [[Oakville Assembly|Ford Assembly Plant]] near the [[Regional Municipality of Halton|Halton]]–[[Regional Municipality of Peel|Peel]] regional boundary, Highway{{Nbsp}}403 branches off from the QEW as it crosses [[List of numbered roads in Halton Region|Ford Drive (Halton Regional Road 13)]], with the eastbound lanes diving under the QEW and Upper Middle Road before reuniting with the westbound carriageway. After running north–south for {{Convert|5|km|abbr=on}} along the western edge of Mississauga, Highway{{Nbsp}}403 meets with Highway 407 again at a combination interchange where the two freeways curve 90 degrees to avoid crossing each other. Approaching this junction Highway{{Nbsp}}403 westbound traffic defaults onto Highway{{Nbsp}}407 so motorists have to continue on Highway{{Nbsp}}403 via a semi-directional flyover that arcs from the west to the south. This north–south segment of Highway{{Nbsp}}403 was originally planned as a temporary routing to be bypassed by a new direct Oakville-Burlington link; but in 1995 this routing became permanently part of Highway{{Nbsp}}403 when the proposed link instead became part of Highway{{Nbsp}}407.<ref name="407ext2">{{Cite news |title = Rae Announces 407 Extension |first = Theresa |last = Boyle |work = Toronto Star |date = April 1, 1995 |page = A12 |quote = Rae also announced yesterday that the province will ask for private-sector proposals to design and construct the Burlington–Oakville link of Highway{{Nbsp}}403 as part of Highway 407.}}</ref>
Highway{{Nbsp}}407 continues to the north and west, while Highway{{Nbsp}}403 turns east to follow alongside a [[hydro corridor]] through the centre of Mississauga.<ref name="2010 mapart" /> A portion of the [[Mississauga Transitway]] express bus service utilizes the freeway's right shoulders between Erin Mills Parkway and Mavis Road.<ref name="auto">{{Cite web |title = Backgrounder on Mississauga's BRT |publisher = City of Mississauga |date = March 2007 |url = http://www.mississauga.ca/portal/residents/brtbasics?paf_gear_id=9700018&itemId=102600571n |access-date = January 14, 2012 }}</ref> Between Highway{{Nbsp}}407 and Highway{{Nbsp}}401, [[high-occupancy vehicle lane|high-occupancy vehicle]] (HOV) lanes are present in the left shoulder lanes for vehicles with at least one passenger.<ref>{{Cite news |title = OPP Cracks Down on HOV Lane Abusers |author = Staff |publisher = Rogers Communications |work = CityNews.ca |date = June 26, 2006 |url = http://www.citytv.com/toronto/citynews/news/local/article/17043--opp-cracks-down-on-hov-lane-abusers |access-date = December 15, 2011 |url-status = dead |archive-url = https://web.archive.org/web/20100130090656/http://www.citytv.com/toronto/citynews/news/local/article/17043--opp-cracks-down-on-hov-lane-abusers |archive-date = January 30, 2010 }}</ref>
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=== Initial construction ===
[[File:Highway 403 Hamilton.jpg|thumb|left|Highway{{Nbsp}}403 in [[Hamilton, Ontario|Hamilton]] at the bottom of the [[Niagara Escarpment]]]]
The end of the [[Korean War]] in 1953 heralded the resumption of freeway construction in Ontario; the advances in machinery more than made up for lost time.<ref name="JShragge">{{Cite web |title = Highway 401: The Story |last = Shragge |first = John G. |year = 2007 |url = http://www.roadscholar.on.ca/lateststory.html |access-date = February 12, 2010 |archive-url = https://web.archive.org/web/20080328001341/http://www.roadscholar.on.ca/lateststory.html |archive-date = March 28, 2008 }}</ref>
The construction of Highway{{Nbsp}}401 across the province took first priority. However, the opening of the section of Highway 401 from Highway{{Nbsp}}4 near London to Highway{{Nbsp}}2 east of Woodstock on May{{Nbsp}}31, 1957 would complete part of the route required between London and Hamilton.<ref>Ministry of Transportation and Communications pp.{{Nbsp}}8–9</ref>
By 1958, planning on the Chedoke Expressway, or Controlled Access Highway{{Nbsp}}403, was well underway,<ref name="planning1">{{Cite
though plans for a four-lane freeway between Woodstock and Hamilton existed as early as 1954.<ref>{{Cite news |title = 4-Lane Road Start Seen |author = Canadian Press |work = The Ottawa Citizen |date = July 9, 1954 |page = 2 |url = https://news.google.com/newspapers?id=RSEvAAAAIBAJ&sjid=od0FAAAAIBAJ&dq=hamilton%20expressway%20toronto&pg=5770%2C1363721 |access-date = October 20, 2010 }}</ref>
The opening of the ''Freeman Diversion'' alignment of the QEW in August 1958 provided a connection point for the future Chedoke Expressway,<ref name="dept10">{{Harvnb|Ontario Department of Highways|1970|p=10}}</ref>
and construction began the same day that the [[Burlington Bay James N. Allan Skyway]] opened: October{{Nbsp}}31, 1958.<ref name="begin">{{Cite news |title = Skyway is Crowded Moment it Opens, Tolls Start Nov. 10 |work = Toronto Star |date = October 31, 1958 |page = 25 }}</ref>
Highway{{Nbsp}}403 between Longwood Road (Highway{{Nbsp}}2) and the QEW was opened to traffic on December{{Nbsp}}1, 1963 at a length of {{Convert|9.0|km|abbr=on}}.<ref name="dates" /> Work was already underway on the next section of the route that would extend it to [[Aberdeen Avenue]].<ref>{{Cite map |title = Ontario Road Map |first = C.P. |last = Robins |publisher = Ontario Department of Highways |year = 1962 |section = R35–S35 }}</ref>
That section opened on July{{Nbsp}}9, 1965, extending the freeway by {{Convert|3.7|km|abbr=on}}.<ref name="dates">{{Harvnb|Ontario Department of Highways|1970|p=11}}</ref>
Meanwhile, to the west, work had begun on a bypass of Brantford. The new freeway passed north of the city between Paris Road in the west and the junction of Highway{{Nbsp}}2 and [[Ontario Highway 53|Highway 53]] in the east, a distance of {{Convert|10.3|km|abbr=on}}; it opened October{{Nbsp}}31, 1966.<ref name="dates" />
A portion of the Brantford Bypass was itself bypassed in 1997 when the final section of Highway{{Nbsp}}403 was completed and is known as Garden Avenue.<ref>{{Cite journal |title = Provincial Highways Distance Table |author = Ministry of Transportation of Ontario |journal = Provincial Highways Distance Table: King's Secondary Highways and Tertiary Roads |publisher = Government of Ontario |date = April 1, 1989 |issn = 0825-5350 |pages = 95–96 }}</ref>
However, the Brantford Bypass would remain an isolated section of Highway{{Nbsp}}403 for over 20{{Nbsp}}years.<ref name="1987 map" />
In Hamilton, work was underway on an extension of the Chedoke Expressway to Mohawk Road, crossing the Niagara Escarpment. This tedious project, which required extensive rock blasting, was soon accompanied by construction from Mohawk Road to Highway{{Nbsp}}2 near Ancaster. Both projects were completed together and originally scheduled to be opened with a ribbon-cutting ceremony on August{{Nbsp}}22, 1969.<ref>{{Cite press release |title = Highway 403 Opening on Wednesday August 27th |author = Information Section |publisher = Department of Highways |date = August 21, 1969 }}</ref>
However, local residents complained the new section lacked any barriers preventing children from wandering onto the highway, postponing the ceremony until August{{Nbsp}}27 as temporary snow fencing was erected. This proved inadequate, and protests grew more vocal over the following week. Several petitions were presented to Deputy Highway Minister H. Howden on August{{Nbsp}}26, and the ceremonies were cancelled.<ref>{{Cite news |title = Residents Win Round Two in Battle of the 403 |work = The Hamilton Spectator |date = August 27, 1969 }}</ref>
Over the following week, Minister of Highways [[George Gomme]] met with residents and reached a compromise whereby a 24-hour patrol was established to watch for children until a proper fence could be constructed. The route was opened on September{{Nbsp}}3, without any ceremony.<ref>{{Cite press release |title = Highway 403, Opening |author = Information Section |publisher = Department of Highways |date = September 2, 1969 }}</ref>
This completed the Hamilton section of Highway{{Nbsp}}403.<ref name="HamiltonDone">{{Cite journal |journal = Proceedings of The... Convention |author = A.T.C. McNab |publisher = Canadian Good Roads Association |year = 1969 |title = Ontario |page = 64 }}</ref>
=== Mississauga ===
[[File:QEW - 403 Interchange Oakville.png|thumb|right|Highway{{Nbsp}}403 and QEW interchange in [[Oakville, Ontario|Oakville]] prior to reconstruction that commenced in 2016; the [[Ford Motors|Ford Motor]] Assembly Plant is visible in the distance]]
Planning for the segment of Highway{{Nbsp}}403 through Mississauga dates to the late 1950s when the Hamilton Expressway appeared on the [[Metropolitan Toronto]]'s regional transportation plan. It was to be a continuation of the [[Richview Expressway]], which was ultimately never built, continuing from Toronto to Hamilton.<ref name="torontoplan">Toronto transportation plan, 1959</ref> The plan featured the expressway's eastern terminus at the Highway{{Nbsp}}401 and Highway{{Nbsp}}427 interchange. As Toronto's anti-expressway movement gained momentum, provincial plans shifted the Hamilton Expressway to the west near [[Etobicoke Creek]]. In 1962, the right-of-way alongside the [[Hydro One|hydro]] corridor between Burlington and Etobicoke Creek was protected after traffic studies indicated the need for a future freeway.<ref name="troublefree">{{Cite news |title = 403: A Trouble-Free Way |first = Brace |last = Ward |work = Toronto Star |date = January 4, 1981 |page = A16 |quote = It was designated in 1962, when traffic studies showed that additional "freeway capacity" would be required to handle traffic volumes between Hamilton and Toronto. }}</ref>
On May{{Nbsp}}25, 1965, the Department of Highways unveiled the Toronto Region Western Section Highway Planning Study. The plan designated Highway{{Nbsp}}403 north from Burlington and then parallel with the QEW to Highway{{Nbsp}}401 near Highway{{Nbsp}}27.<ref>{{Cite news |title = $700 Million Freeways West of Metro |work = Globe and Mail |location = Toronto |date = May 26, 1966
|pages = 1, 25 |quote = The program calls for construction of a 23-mile section of Highway{{Nbsp}}403, from Burlington to the Macdonald-Cartier Freeway, west of Highway{{Nbsp}}27; a 12-mile freeway from Belfield Drive in Etobicoke, running northwesterly around Brampton to Georgetown; and a five-mile freeway from Richview Road in Etobicoke to Woodbridge.}}</ref>
By the time construction was actually underway, plans had been completely modified to connect the overburdened QEW at Oakville with Highway{{Nbsp}}401 at the new Highway{{Nbsp}}410 interchange.<ref>{{Cite news |title = Drivers Will Wait Years Before Relief from QEW Jams |first = Thomas |last = Coleman |work = Globe and Mail |location = Toronto |date = July 12, 1975 |pages = 5 }}</ref>
This interchange was a better connection point for Highway{{Nbsp}}403, but would also require the widening of Highway{{Nbsp}}401 from six lanes to twelve. Plans were submitted and approved in December 1977 by Mississauga city council, and construction began.<ref name="MissCC">{{Cite news |title = Doubts Raised About Route of New 403 |first = Frank |last = Calleja |work = Toronto Star |date = November 8, 1979|page = A19 |id = {{ProQuest|1373285177}} {{subscription required}}}}</ref>
The new freeway opened in sections during the early 1980s. The first section between Cawthra Road and Highway{{Nbsp}}401 was opened August{{Nbsp}}18, 1980.<ref name="MissFirst">{{Cite news |title = New Highway Opens |work = Toronto Daily Star |date = August 18, 1980 |page = A13 |quote = A new 3.6-kilometre stretch of Highway 403 was to be opened to traffic this morning, as part of a plan to divert traffic from the Queen Elizabeth Way through Mississauga. The new section will run from Highway 401 southbound to the Eglinton-Cawthra Rd. interchange. }}</ref>
This was followed by a short section from [[Ontario Highway 5|Highway 5]] (Dundas Street) south to the QEW at Ford Drive, which opened in mid-1981, with a further extension to Erin Mills Parkway opening on November{{Nbsp}}17th of that year.<ref name="1981opening">{{Cite news |title = Highway 403 Section Open to Traffic Today |first = Brian |last = Dexter |work = Toronto Star |date = November 17, 1981|page = A18 |quote = It runs west from Erin Mills Parkway north of Burnhamthorpe Road, to Highway{{Nbsp}}5 in Oakville, where a spur to the Queen Elizabeth Way at Ford Drive has been used by traffic for several months.}}</ref>
The final section to be opened took the longest to complete, involving construction of two bridges over the [[Credit River (Ontario)|Credit River]] valley; it opened on December{{Nbsp}}2, 1982. The cost of the entire {{Convert|22|km|1|abbr=on}} Mississauga segment was $87 million.<ref name="MissDone">{{Cite news |title = $87 Million Highway 403 Complete As Last Leg Opens |work = Toronto Star |date = December 2, 1982 |page = A18 }}</ref>
Around the same period, the Ministry of Transportation began to study upgrading Highway{{Nbsp}}401 to a collector–express system between Renforth Drive and Highway{{Nbsp}}403, and along Highway{{Nbsp}}403 between Highway{{Nbsp}}401 and Highway{{Nbsp}}10 (Hurontario Street).<ref name="planning2">{{Cite news |title = Ontario Government Notice |work = The Globe and Mail |location = Toronto |date = February 17, 1982 |page = Classifieds 4 |quote = The Ministry of Transportation and Communications has undertaken a Preliminary Design Study to examine the upgrading of Highway 401 from Renforth Drive to Second Line West and Highway 403 from Highway 401 to Highway 10. The Preliminary Design Study has also examined the construction of the Highway 403 Extension, from Cawthra Rd. to Dixie Rd. In the mid 1970s some preliminary planning was completed for an express-collectors system on Highway 401 and 403 within Mississauga. }}</ref>
This took place between late 1982 and the summer of 1985; the existing outermost ramps from Highway{{Nbsp}}403 to Highway{{Nbsp}}401 eastbound were re-designated to serve collector traffic, as a pair of flyover ramps were added inside the interchange to serve motorists in the express lanes.<ref>{{Cite journal |title = Provincial Highways Construction Projects |author = Transportation Capital Branch |journal = Northern Transportation, Construction Projects |publisher = Ministry of Transportation and Communications |year = 1983–1984<!-- April 1983 --> |page = XI |issn = 0714-1149 }}</ref><ref name="1985c" />
The right-of-way originally intended for Highway{{Nbsp}}403 between Cawthra Road and Etobicoke Creek was eventually used for a controlled-access arterial extension called Eastgate Parkway, which was planned beginning in 1982.<ref name="planning2" /><ref>{{Cite book |title = 403 Arterial Extension |first = C. |last = Meyers |publisher = City of Mississauga Planning Department |year = 1986 }}</ref>
The extension was built between 1988 and 1994, incorporating a portion of Fieldgate Drive at the eastern end.<ref>{{Cite news |title = Highway Extension May Ensure More Development, Report Says |first = Mike |last = Funston |work = Toronto Star |date = May 20, 1986 |page = 6 }}</ref>
The first section, between Cawthra Road and Dixie Road, opened in early 1991.<ref>{{Cite news |title = Opening Extension of 403 Can Improve Traffic Flow |first = Mike |last = Funston |work = Toronto Star |date = January 10, 1991 |page = 3 }}</ref>
This was followed several years later by the section from Dixie Road to Eglinton Avenue that opened in late 1994.<ref>{{Cite news |title = Eastgate Extension Boon to Motorists |first = Warren |last = Potter |work = Toronto Star |date = October 27, 1994 |page = MS3 }}</ref>
In 1990 construction was underway on the planned but not-yet-built parts of the Highway{{Nbsp}}401-403-410 interchange, alongside the widening of Highway{{Nbsp}}410 into a full freeway, and the further expansion of Highway 401's collector-express system. At the time traffic from both freeways was forced onto eastbound Highway{{Nbsp}}401. Two semi-directional flyover ramps were built, for the Highway 401 eastbound to Highway 410 northbound movement, and the Highway 410 southbound to Highway 401 eastbound movement, the latter which replaced an existing loop ramp.<ref>{{Cite news |title = Police Fear New Ramps Will Worsen 401 Tie-ups |first = Peter |last = Howell |work = Toronto Star |date = August 28, 1990 |department = News |page = A2 }}</ref><ref>{{Cite journal |title = Provincial Highways Construction Projects |author = Transportation Capital Branch |journal = Northern Transportation, Construction Projects |publisher = Ministry of Transportation and Communications |year = 1991–1992<!-- May 1991 --> |page = 9 |issn = 0714-1149 }}</ref> The removal of that loop ramp, as well as completion of the new flyovers in the interchange, would free up space for connections between Highway 403 and Highway 410 whose construction started in December 1991.<ref>{{Cite news |title = Work Starts on 403–410 Link |first = Bob |last = Mitchell |work = Toronto Star |date = December 5, 1991 |page = MA2 }}</ref>
The {{Convert|2.2|km|abbr=on}} link opened on November{{Nbsp}}2, 1992 at a cost of $7.3 million.<ref>{{Cite news |title = 403–410 Highway Link Ready, Seen As 'Boon' To Motorists |first = Bob |last = Mitchell |work = Toronto Star |date = October 31, 1992|page = A24 |id = {{ProQuest|436704376}} {{Subscription required}}}}</ref>
=== Bridging the gaps ===
[[File:403 Grand River.JPG|left|thumb|Highway{{Nbsp}}403 eastbound at the Grand River bridge near [[Brantford]]. The stretch between Woodstock and Hamilton was rehabilitated in 2011, which included installing central guardrails and paved shoulders.]]
In 1975, construction began on a westward extension of the Brantford Bypass, from Highway{{Nbsp}}2 (Paris Road) to Rest Acres Road, which would become Highway{{Nbsp}}24. This work consisted of the twin bridges over the Grand River and an interchange at Rest Acres Road. The [[Canadian National Railway]] underpass west of Highway{{Nbsp}}2 was built by the railway.<ref name="1977 start">{{Cite book |title = Construction Program |publisher = Ministry of Transportation and Communications |year = 1976–1977 |page = XII }}</ref>
By the beginning of 1978, this work was completed.<ref name="1978 map">{{Cite map |title = Ontario Road Map |author = Cartography Section |publisher = Ministry of Transportation and Communications |year = 1978–1979<!-- Note: Compiled to January 1, 1978 --> |inset = South-central Ontario }}</ref>
Work resumed west of Highway{{Nbsp}}24 in early 1982 to connect with Highway{{Nbsp}}401 near Woodstock to relieve the high traffic volumes along Highway{{Nbsp}}2.<ref name="1982 start">{{Cite book |title = Provincial Highways Construction Projects |author = Highway Program Development Branch |publisher = Ministry of Transportation and Communications |year = 1982–1983<!-- April 1982 --> |page = XII }}</ref>
This included interchanges at Brant County Road{{Nbsp}}25 and Highway{{Nbsp}}53.<ref name="1985c">{{Cite journal |title = Provincial Highways Construction Projects |author = Transportation Capital Branch |journal = Northern Transportation, Construction Projects |publisher = Ministry of Transportation and Communications |year = 1985–1986<!-- April 1985 --> |page = IX |issn = 0714-1149 }}</ref>
A section from Highway{{Nbsp}}24 to County Road{{Nbsp}}25 was opened in November 1984,<ref name="woodstock">{{Cite press release |title = Remarks... At the Opening of Highway 403 (Between Highways 53 and 401) |author = Ed Fulton |publisher = Ministry of Transportation |location = Woodstock, Ontario |date = September 26, 1988 }}</ref>
followed by the section west of there to Highway{{Nbsp}}53 one year later.<ref>{{Cite journal |title = Provincial Highways Construction Projects |author = Transportation Capital Branch |journal = Northern Transportation, Construction Projects |publisher = Ministry of Transportation and Communications |year = 1986–1987<!-- April 1986 --> |page = IX |issn = 0714-1149 }}</ref>
Construction of the gap between Highway{{Nbsp}}53 and Highway{{Nbsp}}401 began in late 1985,<ref>{{Cite journal |title = Provincial Highways Construction Projects |author = Transportation Capital Branch |journal = Northern Transportation, Construction Projects |publisher = Ministry of Transportation and Communications |year = 1987–1988<!-- April 1987 --> |page = IX |issn = 0714-1149 }}</ref>
followed by the overpass crossing Highway{{Nbsp}}401 for the westbound lanes, which began in 1987 with the westbound carriageway of Highway{{Nbsp}}401 temporarily diverted to speed up construction of the cast-in-place post-tensioned flyover. <ref name="1987 map">{{Cite journal |title = Provincial Highways Construction Projects |author = Transportation Capital Branch |journal = Northern Transportation, Construction Projects |publisher = Ministry of Transportation |year = 1988–1989<!-- April 1988 --> |page = IX |issn = 0714-1149 }}</ref>
Transportation minister [[Ed Fulton]] ceremoniously opened the new freeway connection on September{{Nbsp}}26, 1988, completing the Woodstock to Brantford link.<ref name="woodstock" />
Highway{{Nbsp}}403 was briefly left with three discontinuous sections: Woodstock–Brantford, Ancaster–Burlington, and Oakville–Mississauga.
Construction began in mid-1990. It included interchanges at Garden Avenue, Highway{{Nbsp}}52 and Highway{{Nbsp}}2.<ref name="1989c">{{Cite journal |title = Provincial Highways Construction Projects |author = Transportation Capital Branch |journal = Northern Transportation, Construction Projects |publisher = Ministry of Transportation |year = 1991–1992<!-- May 1991 --> |page = 7 |issn = 0714-1149 }}</ref>
A continuous construction program was carried out over the next seven years, with the link opening on August{{Nbsp}}15, 1997.<ref name="AncasterSection" />
Highway{{Nbsp}}2, which was the only parallel route before the completion of Highway{{Nbsp}}403, was subsequently downloaded to regional jurisdiction.<ref>{{Cite map |title = Ontario Road Map |author = Geomatics Office |publisher = Ministry of Transportation |year = 1999<!-- Note: Compiled to January 1, 1999 --> |section = R24 }}</ref>
[[File:Highway 403 End.jpg|thumb|right|The eastern terminus of Highway{{Nbsp}}403 in Mississauga, feeding into the collector and express lanes of Highway{{Nbsp}}401]]
=== Controversy ===
Though some officials considered Highway{{Nbsp}}403 to be a perfect example of a freeway construction process, it was not built without its share of controversy.<ref name="troublefree" /> In addition to the previously mentioned issues that occurred in 1969, portions of the freeway through Mississauga were built alongside established communities, leading to angry homeowners' associations pressuring the province for [[noise mitigation]] measures and compensation.<ref name="troublefree" /><ref>{{Cite news |title = Mississauga to Study Highway Noise |first = Peter |last = Rickwood |work = Toronto Star |date = August 14, 1979 |page = A12 }}</ref>
In the late 1980s and early 1990s, the Mississauga section of Highway{{Nbsp}}403 was the site of more than two dozen fatal accidents over a five-year period, one of the highest rates in North America at the time, despite being up to modern road standards. This led [[Peel Regional Police]] and the media to nickname it the "Death Highway."<ref>{{Cite news |title = Police, Jury Call for Steps to End Carnage on the 403 |work = Toronto Star |date = January 9, 1993 |page = A04 }}</ref><ref>{{Cite news |title = Drivers Showing Short Tempers on Busy Highways |work = The Globe and Mail |location = Toronto |date = August 3, 1993 |page = A10 |quote = The 19-kilometre section of Highway 403 between Highways 401 and 5 is known as the Death Highway because it has one of the highest death rates of any highway in North America. There have been 27 fatal accidents on the section since 1987. }}</ref>
In particular, the stretch from Mavis Road to Erin Mills Parkway has been the site of numerous accidents. In this section, Highway{{Nbsp}}403 features a downward slope as motorists head eastbound towards the Mavis Road interchange; drivers complain of having to slam on the brakes when traffic comes to a standstill, leading to rear-end collisions. There is also glare from the sun that causes vision problems throughout the day.<ref>{{Cite news |title = Highway 403 Stretch Dubbed Infamous Crash 'Hotspot' |first = Louie |last = Rosella |work = Mississauga News |date = July 17, 2007 |url = http://www.mississauga.com/article/4923 |access-date = March 16, 2014 |archive-url = https://web.archive.org/web/20070715205840/http://mississauga.com/article/4923 |archive-date = July 15, 2007 }}</ref>
=== Recent construction ===
With the expanded capacity of the [[Burlington Skyway]], and the unanticipated traffic volumes on Highway 403, the Freeman Interchange was now faced with a capacity problem. To resolve this, the renamed Ministry of Transportation began planning for the missing link of Highway 403 between Burlington and Mississauga that would run parallel to the QEW;<ref name="freeman">{{cite
this right-of-way would be sold to the [[407 ETR]] consortium in 1995 and built as part of that route.<ref>{{cite news |title = Rae Announces 407 Extension |first = Theresa |last = Boyle |work = The Toronto Star |date = April 1, 1995 |department = News |page = A12 |quote = Rae also announced yesterday that the province will ask for private-sector proposals to design and construct the Burlington–Oakville link of Highway 403 as part of Highway 407. }}</ref>
Work began in August 1991 to reconfigure the [[Interchange_(road)#T_and_Y_interchanges|directional T interchange]] to modern standards which included realigning the QEW carriageways as mainline traffic, and adding a fourth leg for the future Burlington-Mississauga link, although this necessitated replacing the directional ramp with a lower-capacity loop ramp for the movement from Toronto-bound QEW to the Brantford-bound Highway 403 (as some traffic was expected to be diverted away from the Burlington Skyway to the under-construction [[Lincoln M. Alexander Parkway]] and planned [[Red Hill Valley Parkway|Red Creek Expressway]]). The reconfigured Freeman Interchange was partially opened on October 23, 1993 to serve the existing QEW and Highway 403 segments; the first sod for what would open as Highway 407 was turned that day.<ref>{{cite news |title = Sod Broken On QEW and Hwy. 403 Link |first = Eleanor |last = Tait |work = The Hamilton Spectator |date = October 23, 1993 |department = News |page = T8 }}</ref> The completed ramps (the first to be built were cast-in-place post-tensioned bridges to cross Highway 403 westbound, followed in 2000 by precast girder bridges to pass over the North Service Road<ref>https://local-news.ca/2022/07/08/how-things-work-what-makes-a-good-bridge/</ref><ref>https://www.thekingshighway.ca/PHOTOS/Hwy11photos10.htm</ref>) connecting to the future Burlington-Mississauga freeway sat unused until that segment finally opened on July 30, 2001, as part of Highway 407 ETR.<ref>{{cite
The Hamilton-Brantford and Mississauga sections of Highway{{Nbsp}}403 were eventually planned to be linked up via an east–west extension that would run parallel to the QEW, as the current north–south routing of Highway{{Nbsp}}403 along the Mississauga-Oakville boundary to end at the QEW was intended to be temporary and eventually assumed by the proposed Highway{{Nbsp}}407. When originally opened in 1981, the Highway{{Nbsp}}403 westbound carriageway initially followed a ninety degree turn from west to south near Ninth Line, however in 1989 this was replaced by the first phase of an interchange between Highway{{Nbsp}}403 and Highway{{Nbsp}}407, while the Highway{{Nbsp}}403 westbound carriageway was shifted to a semi-directional flyover. The northern leg (to Highway{{Nbsp}}401 just west of Mississauga) and western leg of that junction would be completed later; the partially-completed interchange included a temporary east–west connector (known internally by MTO as Highway 7197) to Trafalgar Road (Halton Regional Road{{Nbsp}}3). <ref>[https://www.thekingshighway.ca/Highway403.htm]</ref><ref>{{Cite map |title = Ontario Road Map |
However, the [[Bob Rae]] government altered these plans in 1995 due to budgetary constraints.<ref name="407ext">{{Cite news |title = Rae Announces 407 Extension |first = Theresa |last = Boyle |work = Toronto Star |date = April 1, 1995 |page = A12 |quote = Rae also announced yesterday that the province will ask for private-sector proposals to design and construct the Burlington–Oakville link of Highway{{Nbsp}}403 as part of Highway 407.}}</ref>
It was also announced the Mississauga section of Highway{{Nbsp}}403 would be renumbered as Highway{{Nbsp}}410,<ref>{{Cite news |title = Rae Announces 407 Extension |first = Bob |last = Mitchell |work = Toronto Star |date = April 6, 1995 |page = BR03 }}</ref>
although this was not done. Instead, Highway{{Nbsp}}403 was [[Concurrency (road)|signed concurrently]] along the Queen Elizabeth Way in 2002, remedying the discontinuity.<ref name="concurrency">{{Cite journal |title = Signs of the Times |publisher = Ontario Good Roads Association |date = February 2002 |journal = Milestones |volume = 2 |issue = 1 |pages = 26, 31 |url = http://www.ogra.org/lib/db2file.asp?fileid=1780 |access-date = January 2, 2012 |archive-url = https://web.archive.org/web/20120426090046/http://www.ogra.org/lib/db2file.asp?fileid=1780 |archive-date = April 26, 2012 }}</ref>
On September 4, 1998, Highway{{Nbsp}}407 opened between Highway{{Nbsp}}401 and Highway{{Nbsp}}403, and by the middle of 2001 access was added to the Burlington–Oakville segment of Highway{{Nbsp}}407 previously intended to be part of Highway{{Nbsp}}403.<ref>{{
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In early 2001, high-mast lighting added to the unlighted Mississauga section between Highway{{Nbsp}}407 and Eastgate Parkway.<ref>{{Cite press release |title = Ontario Government Continues to Improve Road User Safety on Highway 403 |author = Ministry of Transportation of Ontario |publisher = Government of Ontario |date = January 30, 2001 |url = http://www.mto.gov.on.ca/english/news/regional/2001/013001_1.shtml |access-date = January 14, 2012 |url-status = dead |archive-url = https://web.archive.org/web/20140415025815/http://www.mto.gov.on.ca/english/news/regional/2001/013001_1.shtml |archive-date = April 15, 2014 }}</ref> The lighting masts are placed between the westbound carriageway and hydro corridor, rather than in the median like most other provincial freeways. In 2003, the right shoulders between Erin Mills Parkway and Mavis Road were widened for GO Transit and Mississauga Transit to run [[Mississauga Transitway|express bus service]].<ref name="auto"/>
These projects preceded the widening of Highway{{Nbsp}}403 between Highway{{Nbsp}}407 and Highway{{Nbsp}}401/410, through which a [[high-occupancy vehicle]] (HOV) lane was added in each direction; the project started on September 29, 2003 <ref>{{cite web |url = https://www.trucknews.com/products/construction-on-highway-403-in-mississauga/ |title = Construction on Highway 403 in Mississauga }}</ref> and was completed and opened on December{{Nbsp}}13, 2005.<ref>{{Cite news |title = Carpool Lanes Praised |first = Richard |last = Brennan |work = Toronto Star |date = December 13, 2006 |url = http://urbantoronto.ca/forum/showthread.php/3072-Star-Carpool-lanes-praised |access-date = January 16, 2012 }}</ref><ref>{{Cite news |title = First-Ever High-Occupancy Vehicle Lanes Mean Less Congestion, Better Transit |author = Ministry of Transportation of Ontario |publisher = CNW Group |date = December 5, 2005 |url = https://groups.yahoo.com/neo/groups/ontroads/conversations/topics/13434 |archive-url = https://archive.today/20140829003307/https://groups.yahoo.com/neo/groups/ontroads/conversations/topics/13434 |url-status = dead |archive-date = August 29, 2014 |access-date = August 28, 2014 }}</ref>
The HOV lanes and the dividing [[Jersey barrier|Ontario Tall Wall]] concrete barrier were constructed using the existing right-of-way provided by the grass median.<ref>{{Cite news |title = $63.6M Earmarked for HOV Lanes |first = Grant |last = Cameron |publisher = Reed Construction Data |date = September 15, 2004 |work = Daily Commercial News |url = http://dcnonl.com/article/id29120 |access-date = January 16, 2012 |url-status = dead |archive-url = https://web.archive.org/web/20111204224339/http://dcnonl.com/article/id29120 |archive-date = December 4, 2011 }}</ref><ref name=improve>{{Cite web |url = http://gotransit.com/public/en/improve/Mississauga_BRT.aspx |title = Mississauga Transitway Project |author =
Land was reserved at the Highway{{Nbsp}}401/403/410 junction for a loop ramp from Highway{{Nbsp}}403 eastbound to Highway{{Nbsp}}401 westbound, and a directional ramp for the opposite movement, however as a prerequisite Highway{{Nbsp}}401 first had to be widened west of this interchange.<ref name="Highway 401 Widening">{{Cite web |url = http://www.401expansion-mississauga.ca/background.html |title = Highway 401 Widening }}</ref> The existing underpasses for the Highway{{Nbsp}}403 to Highway{{Nbsp}}410 link have sufficient right-of-way to accommodate the addition of a new HOV lane to the Highway{{Nbsp}}403 eastbound collectors that would tie into the expanded Highway{{Nbsp}}410, as well as the approach to the loop ramp to Highway{{Nbsp}}401 westbound. Construction commenced on these ramps by 2017.<ref>{{Cite book |title = Highway 401 Improvements From Highway 410/403 Interchange to East of the Credit River Transportation Environmental Study Report |publisher = Aecom |date = August 2005 |volume = 1 |page = iii |url = http://www.401expansion-mississauga.ca/Downloads/2622%20TESR%20Volume_1.pdf |access-date = January 16, 2012 }}</ref><ref>{{Cite web |title = Upgrades to Highway 401/403/410 Interchange in Ontario Will Enhance Functionality and Extend Service Life |publisher = Associated Engineering and Associated Environmental |date = April 30, 2018 |url = https://www.ae.ca/ae-today/latest-updates/details/blog/2018/04/30/upgrades-to-highway-401-403-410-interchange-in-ontario-will-enhance-functionality-and-extend-service-life |access-date = January 16, 2021 }}</ref>
Line 531 ⟶ 206:
{{ONinttop|exit|unnum=no|maint=MTO|length_ref=<ref name="km">{{Cite web |title = Annual Average Daily Traffic (AADT) counts |author = Ministry of Transportation of Ontario |author-link = Ministry of Transportation of Ontario |publisher = Government of Ontario |year = 2010 |url = http://www.raqsb.mto.gov.on.ca/techpubs/TrafficVolumes.nsf/tvweb?OpenForm&Seq=5 |access-date = February 26, 2010 |archive-url = https://web.archive.org/web/20110706192209/http://www.raqsb.mto.gov.on.ca/techpubs/TrafficVolumes.nsf/tvweb?OpenForm&Seq=5 |archive-date = July 6, 2011 |url-status = dead }}</ref>}}
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Line 867 ⟶ 542:
* {{Cite book |title = The Queen Elizabeth Way, Canada's First Superhighway |last = Stamp |first = Robert M. |publisher = Boston Mills Press |year = 1987 |isbn = 0-919783-84-8 }}
* {{Cite book
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