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History of King's Highway 15:
King's Highway 15 is an arterial highway in Eastern Ontario which serves various towns and communities located within the County of Frontenac, the United Counties of
Leeds & Grenville and the County of Lanark. Highway 15 begins at the Highway 401 Interchange in Kingston and ends at the Highway 7 Junction in Carleton Place. The
highway traverses a mostly rural area, although it passes through many small towns along its route. The principal towns located along the highway are Kingston,
Seeleys Bay, Smiths Falls and Carleton Place. In conjunction with Highway 7, Highway 15 forms part of a more scenic but slightly longer alternate route to Highway 401
and Highway 416 between Kingston and Ottawa. Highway 15 is one of the most important non-freeway routes in Eastern Ontario. Given its very complicated history, the
Highway 15 history page has been separated into smaller articles by time period, location and subject for ease of reading.
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Initial Establishment of the Kingston-Ottawa Provincial Highway:
Highway 15 was first designated as a Provincial Highway in 1920, although its original route was quite a bit different than the highway which is in existence today.
Originally, Highway 15 ran from Seeleys Bay northeasterly to Lombardy near Smiths Falls, where it turned northwesterly to Perth via Rideau Ferry. At Perth, the
highway resumed its northeasterly route towards Carleton Place and Ottawa. A Preliminary Route Plan was prepared by the Department of Public Highways of Ontario
(DPHO) dated August 5, 1920, which showed the proposed route of a new Provincial Highway across Carleton County from Ashton Station located at the Lanark County
boundary easterly to Ottawa, via Stittsville and Bells Corners. The DPHO assumed jurisdiction and control over this new Provincial Highway on October 6, 1920. A
second Preliminary Route Plan was prepared by the DPHO dated September 24, 1920, which showed the proposed route of a new Provincial Highway across Lanark County from
the Carleton County boundary at Ashton Station to Rideau Ferry, via Carleton Place, Innisville and Perth. A final Preliminary Route Plan was prepared dated
September 22, 1920, which showed the proposed route of a Provincial Highway from Rideau Ferry to the Frontenac County boundary just east of Seeleys Bay via Lombardy,
Portland, Crosby and Elgin. These sections of the new Provincial Highway within Lanark County and Leeds County were all assumed by the DPHO on October 13, 1920.
Several major changes were made to the route of this Provincial Highway in 1921. Early in the year, a decision was made to reroute the highway between Lombardy and Perth via Smiths Falls, rather than via Rideau Ferry. Preliminary Route Plans were prepared by the DPHO dated March 23 and 24, 1921, which depicted a new route for the Provincial Highway within Lanark and Leeds Counties, respectively. The new route for the Provincial Highway departed from the existing highway at Lombardy and continued northeasterly where it ended at the municipal limits of Smiths Falls. The highway then resumed in Lanark County at the western limits of Smiths Falls and continued northwesterly towards Perth via Port Elmsley. This new highway was assumed by the DPHO on April 27, 1921. Jurisdiction over the original highway's route from Lombardy to Perth via Rideau Ferry was reverted back to the Counties of Leeds and Lanark by virtue of an Order-in-Council dated April 27, 1921. For some reason, there was a delay in the acquisition of Highway 15 through Frontenac County. Although a Preliminary Route Plan had been prepared by the DPHO dated August 3, 1920, for the proposed highway's route, the section of the highway through Frontenac County between the Leeds County Boundary and the Highway 2 Junction at Barriefield wasn't assumed by the DPHO as a Provincial Highway until November 16, 1921. By the end of 1921, the Kingston-Ottawa Provincial Highway had been established in its entirety, with a total length of approximately 131 miles (211 km). The Kingston-Ottawa Provincial Highway was designated as Provincial Highway 15 in 1925, when route numbers were first introduced on Ontario's Provincial Highways (See Map). Provincial Highway 15 was re-designated as King's Highway 15 in 1930. |
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Acquisition of Highway 15 Within Towns:
As originally established in 1920-1921, the DPHO did not assume jurisdiction and control over the sections of Highway 15 lying within the incorporated limits of
Smiths Falls, Perth and Carleton Place. These sections of Highway 15 were considered non-assumed sections of the highway which remained under municipal jurisdiction.
However, the DPHO did ultimately assume jurisdiction over certain streets within Perth and Carleton Place during the early 1920s. The route through Smiths Falls has
always been under municipal jurisdiction, ever since the initial establishment of Highway 15.
A Preliminary Route Plan was prepared dated April 12, 1923, which showed the proposed assumption of streets within the incorporated limits of the Town of Perth as part of the Provincial Highway. On May 1, 1923, the DPHO assumed jurisdiction over Wilson Street from the Canadian Pacific Railway (CPR) crossing northerly to Dufferin Street and also Dufferin Street between Wilson Street and Drummond Street as part of Highway 15. Jurisdiction over this urban section of Highway 15 was subsequently reverted and turned back over to the Town of Perth, effective April 12, 1931. Provincial ownership over Highway 15 through Perth changed once again during the 1940s. A Preliminary Route Plan was prepared dated December 20, 1944, which showed the proposed assumption of certain streets within Perth as part of Highway 15. On January 17, 1945, the DHO assumed jurisdiction and control over Wilson Street from Harris Street northerly to Dufferin Street and also Dufferin Street between Wilson Street and Drummond Street as part of Highway 15. Under the provisions of the Highway Improvement Act, a Municipal Connecting Link with a length of about 1 1/2 miles was formally designated through Perth in the late 1950s. This designated route through Perth followed Craig Street, Gore Street, Foster Street and Wilson Street (up to Harris Street only). This Municipal Connecting Link route through Perth became part of Highway 43 in the early 1960s, once Highway 15 was rerouted between Smiths Falls and Carleton Place, via Franktown. Provincial jurisdiction over Highway 15 was also extended through parts of the Town of Carleton Place. A Preliminary Route Plan was prepared dated June 18, 1924, which showed the proposed assumption of Franktown Road from the town's southern limits northerly to the CPR crossing at Grant Street (today's Coleman Street) as part of the Provincial Highway. On July 15, 1924, the DPHO assumed jurisdiction over this section of Franktown Road as part of Highway 15. In the late 1950s, a Municipal Connecting Link was designated through Carleton Place. The designated route of Highway 15 followed High Street, Bridge Street, Moore Street and Franktown Road, for a total distance of 2 miles. Once the Trans-Canada Highway (Carleton Place Bypass) was constructed, the route of Highway 15 was relocated out to the new bypass, while the Highway 15 Municipal Connecting Link route via High Street was later revoked. The balance of Carleton Place's Municipal Connecting Link route via Bridge Street, Moore Street and Franktown Road remained in effect, as it served as the route of Highway 29 through Carleton Place for many years thereafter. The Town of Smiths Falls annexed a portion of adjacent South Elmsley Township in 1955. As a result of this expansion of the municipal limits, the DHO transferred jurisdiction of just over 1 mile of Highway 15 over to municipal control. The section of Highway 15 from the old town limits at Alfred Street to the new town limits located north of Poonamalie Road was transferred to the Town of Smiths Falls, effective April 30, 1959. The entire route of Highway 15 through Smiths Falls, which constituted about 2.9 miles of the highway, was formally designated as a Municipal Connecting Link in the mid-1960s. The designated route for Highway 15 through Smiths Falls followed Lombard Street, Beckwith Street, Elmsley Street, Cornelia Street and Union Street. This Municipal Connecting Link route through Smiths Falls is still in effect today. |
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Completion of Paving on Highway 15:
When Highway 15 was originally established in the early 1920s, the highway was predominantly a gravel-surfaced route between Kingston and Ottawa. Various sections of
pavements were constructed along Highway 15 during the first half of the 1920s. A two-course macadam pavement was constructed in 1922 from the Highway 2 Junction at
Barriefield northerly for a distance of approximately 5 miles to Codes Corner. This macadam pavement was topped up with a tar surface during 1923. A macadam base
pavement was constructed along the highway between Ottawa and Stittsville in 1922 for a distance of about 8 miles, which was topped up with an asphaltic concrete
surface between Stittsville and Bells Corners in 1923. Sections of macadam base pavement were constructed in 1922 from Carleton Place westerly for 6 1/3 miles and
northwesterly from Smiths Falls for 5 3/4 miles. During 1923, Highway 15 was paved with a macadam base pavement from Carleton Place easterly to Ashton Station for a
distance of 5 miles, easterly from Perth towards Carleton Place for 5 miles, and southeasterly from Perth towards Smiths Falls for a distance of 3 miles.
According to the 1925 Official Ontario Road Map, a continuous pavement existed at the time of publication from Barriefield northerly to the Joyceville area, from Smiths Falls to Ashton (via Perth and Carleton Place) and from Stittsville to Ottawa. A 1/2-mile section of concrete pavement was laid through the Village of Stittsville in 1926 and a macadam pavement was laid for a distance of about 9 miles from Joyceville northeasterly to the Frontenac-Leeds County Boundary near Seeleys Bay in 1927. A mixed macadam pavement was also laid for a distance of about 8 1/2 miles between Smiths Falls and the Blanchards Hill area in 1927. Traffic bound macadam was laid along Highway 15 from Portland southerly to Elgin for a distance of 8 1/4 miles during 1929. A paved highway link between Ottawa and Carleton Place was completed in 1929, when a macadam pavement was constructed for a distance of 10 1/2 miles between Stittsville and Ashton. The final gravel sections along Highway 15 were paved over in 1934, when a cement concrete pavement was constructed for a distance of 12 1/2 miles from Seeleys Bay (the Frontenac-Leeds County Boundary) northeasterly to Elgin and a bituminous penetration pavement was constructed for a distance of about 4 miles northeast of Portland. The completion of these two paving projects provided an uninterrupted paved highway link between Kingston and Smiths Falls and also completed the paving operations along Highway 15. It is interesting to note that the cement concrete pavement constructed between Seeleys Bay and Elgin was the only section of this pavement type ever built along the historical route of Highway 15, despite the ubiquitous use of cement concrete surfaces on most other major King's Highways at that time. |
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Carleton County Route Amendments up to 1955:
Throughout the 1920s, several changes were made to Highway 15's route on its southwestern approach to the City of Ottawa. As originally assumed in 1920, Highway 15
entered the Ottawa area from Bells Corners via Base Line Road. At the community of City View, Highway 15 then turned northerly via Merivale Road up to Carling
Avenue. At Carling Avenue, Highway 15 turned easterly and resumed its route towards Ottawa. Provincial jurisdiction over Highway 15 ended at the intersection of
Carling Avenue and Holland Avenue, where the Provincial Highway entered the incorporated limits of the City of Ottawa. The balance of the highway's route east of this
point into the city centre was under municipal jurisdiction.
During 1921, an amendment was made to the original route of Highway 15 approaching Ottawa. A Preliminary Route Plan was prepared by the DPHO dated June 16, 1921, which showed the proposed route of a diversion of the Provincial Highway across Nepean Township. This diversion followed Base Line Road from Merivale Road at City View easterly to the junction of the Ottawa-Prescott Highway (Highway 16). Jurisdiction over the former route of Highway 15 via Merivale Road was reverted back to the County of Carleton by an Order-in-Council dated July 20, 1921. Jurisdiction over the highway's route via Carling Avenue between Merivale Road and Holland Avenue reverted back to municipal control by an Order-in-Council dated October 11, 1921. The new Kingston-Ottawa Highway's route across Nepean Township from City View to Highway 16 was assumed by the DPHO on November 16, 1921 (See Map). This route of Highway 15 southwest of Ottawa was amended once again in the mid-1920s, when Highway 15 was rerouted between Bells Corners and Ottawa. This new route for Highway 15 was depicted on a Preliminary Route Plan prepared by the DPHO dated August 28, 1925. At a point just east of Bells Corners, the proposed route of Highway 15 turned northeasterly from Base Line Road towards Ottawa via Richmond Road. The new route of Highway 15 connected to Highway 17 at the intersection of Richmond Road and Carling Avenue at Britannia Heights, just west of Ottawa. This new route of Highway 15 between Bells Corners and Ottawa was assumed by the DPHO as a Provincial Highway on April 14, 1926 (See Map). The old route of Highway 15 via Base Line Road remained in the Provincial Highway System up until 1928. However, this former route of Highway 15 was notably omitted from the 1926 and 1927 Official Ontario Road Maps, which suggests that the route was no longer being signed as a Provincial Highway once Richmond Road was assumed as the new route for Highway 15 east of Bells Corners in 1926. Jurisdiction over Old Highway 15 across Nepean Township from Richmond Road easterly to Highway 16 via Base Line Road was ultimately transferred by the DPHO over to municipal control, effective June 10, 1928. Over the years, many short diversions were constructed in order to improve the route of Highway 15 through Carleton County. Diversions were constructed in a few places between Ashton and Stittsville during 1929. Jurisdiction over the former route of Highway 15 through the community of Ashton reverted back to the municipality, effective July 19, 1930. A curved corner diversion was constructed around Stanley Corners south of Stittsville in 1929. The old route of Highway 15 through the intersection reverted back to municipal control, effective August 29, 1931. Another curved corner diversion was constructed at Ashton Station on the Lanark and Carleton County Boundary. The old highway alignment through the corners at Ashton Station reverted back to municipal control, effective July 8, 1932. A short diversion was constructed for Highway 15 immediately west of Eagleson Corners in 1947 to eliminate a sharp reverse curve. Diversions were also built to the south and north of Stittsville in 1923 and 1947, respectively, in order to eliminate awkward turns in the original highway's route. Provincial jurisdiction over these bypassed Highway 15 alignments in the Stittsville area, via Etta Street, Fernbank Road, Carp Road, Neil Avenue and Bachman Terrace all reverted back to the County of Carleton, effective May 10, 1954. |
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Lanark County Route Amendments up to 1955:
Numerous diversions were constructed for Highway 15 through Lanark County. Southeast of Perth in Drummond Township and North Elmsley Township, a sizable diversion
with a length of about 2 miles was constructed in 1931 in order to eliminate two at-grade railway crossings on the original highway's route. The old bypassed route of
Highway 15 southeast of Perth via Moores Road and Drummond Concession 1 reverted back to municipal control, effective April 27, 1937. A few small diversions were
constructed within Drummond Township south of Innisville during initial highway grading operations in 1921. A short curved corner diversion at Drummond Centre and
another lying a short distance to the west were both constructed during grading operations in the early 1920s. The adjacent former alignments of Highway 15 through
these intersections reverted back to municipal control, effective September 2, 1932. Another small diversion, approximately 1/4 mile in length, was constructed at
Concession 9A in Drummond Township during 1921. The old alignment of Highway 15 at Concession 9A reverted back to local control, effective July 27, 1935.
During the second half of the 1940s, an extensive reconstruction of Highway 15 took place from Drummond Centre easterly to Carleton Place. This section of Highway 15 was rather winding and indirect, so many parts of this highway were reconstructed on an improved alignment in 1947-1948. A short distance west of Townline Road in Carleton Place, a small diversion was built as part of this work. The old bypassed loop left behind was legally closed to traffic by an Order-in-Council, effective October 1, 1951. A significant curve realignment was graded about 2 miles west of Carleton Place near Ramsay Concession 4A in 1947-1948. The old bypassed highway alignment left behind was legally closed to traffic by an Order-in-Council, effective December 20, 1962. A number of shorter bypassed loops of Highway 15 were created through Ramsay Township as a result of highway realignment in the 1940s. Although they were taken out of service many years prior, all of these small loops were legally closed to traffic by an Order-in-Council, effective June 4, 1975. A longer diversion of Highway 15 was constructed southwest of Westshore Drive in 1946, along with a second improved highway curve located a short distance north of Drummond Centre. A 3/4 mile section of Highway 15 was abandoned as a result of the new alignment construction at Westshore Drive. The old highway south of Westshore Drive was legally closed to traffic by an Order-in-Council, effective February 9, 1953. The old alignment left behind by the new highway curve north of Drummond Centre remained in the provincial highway system until September 10, 1960, when it was transferred over to municipal control. Jurisdiction over another bypassed loop of Highway 15 behind the Innisville Roadside Park was transferred from the province to the Township of Drummond, effective February 15, 1954. During 1948, the DHO acquired a new highway at the western approach to the Town of Carleton Place. A Preliminary Route Plan was prepared by the DHO dated May 18, 1948, which showed the proposed assumption of Townline Road through Carleton Place as a new King's Highway. The proposed highway connected Highway 15 (today's Highway 7) immediately west of Carleton Place's municipal limits to Highway 29 (William Street) in Carleton Place. The route was reported to be 1.99 miles (3.2 km) in length when it was first assumed by the DHO as a new King's Highway on August 11, 1948 (See Map). This route seems to have been created as a truck bypass, as the existing junction of Highway 15 and Highway 29 at Bridge Street and Bell Street in Downtown Carleton Place was very constrained, as was the turn for Highway 15 at High Street and Bridge Street. Buildings lined both sides of these streets, giving trucks very little room to make turns. Recently-discovered plans for the highway dated 1949 identify the newly-assumed route as the "Highway 15 Carleton Place Cut-Off". It is unclear whether the route was actually signed as a second leg of Highway 15 initially, or whether motorists were merely directed between Highway 15 and Highway 29 using destination signs only. This new highway served as a northern bypass of Carleton Place for a number of years in the late 1940s and 1950s. The Highway 15 Carleton Place Cut-Off was apparently renumbered as Highway 110 during 1953. |
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Leeds County Route Amendments:
Within the County of Leeds, several diversions were completed along Highway 15, including some rather lengthy diversions between Portland and Lombardy. During grading
operations carried out along Highway 15 in the early 1920s, a short diversion was graded 1 mile north of Morton to eliminate a very hazardous curve. In addition, a
curved corner diversion was graded to divert the highway around Crosby. The old Highway 15 alignments north of Morton and at Crosby (Circle Street) reverted back to
municipal control, effective June 2, 1925. The old alignment north of Morton is no longer a travelled road. Two major diversions of Highway 15, totalling about 4
miles in length, were constructed between Portland and Blanchards Hill in 1926 and 1927. These diversions were built to bypass a total of four at-grade railway
crossings along the original highway's route. The Blanchards Hill Diversion was completed in 1926, which eliminated two of the at-grade railway crossings. A second
diversion located between Portland and Otter Lake was graded in 1927, which eliminated two additional at-grade railway crossings. The former alignments of Highway 15
via Wills Road, Visser Road, Bass Road, Kitley Line 1, Blanchard Road and Blanchards Hill Road reverted back to municipal jurisdiction, effective June 15, 1930. As
part of the improvements made to Highway 15 in the early 1930s, a new diversion was surveyed near the intersection of the Lyndhurst Road south of Morton in December
1933. This new diversion at Lyndhurst Road was constructed in 1934, in conjunction with the highway's paving. The old alignment of Highway 15 along the northern side
of the relocated highway behind the cemetery reverted back to municipal control, effective November 24, 1935.
After World War II, a series of diversions and upgrades were made to the route of Highway 15 through Leeds County. A 3/4-mile diversion of Highway 15 was constructed along the north approach to Crosby in 1950. Up until that point, Highway 15 & Highway 42 both shared a short overlapped route for about 1/2 mile east of Crosby. As a result of the construction of the Crosby Diversion, the overlapped route between these two highways was discontinued. The bypassed Highway 15 alignment northeast of Crosby was transferred from the province to the County of Leeds, effective September 24, 1951. The former highway alignment began at Highway 42 just east of Crosby and extended northeasterly to connect back to the relocated route of Highway 15. The old highway has since been closed to traffic. At Elgin, a new diversion for Highway 15 was constructed on a new 100-foot right-of-way around the community in 1950. Nearly 1 mile of Old Highway 15 through the Village of Elgin via Kingston Street and Perth Street was transferred to the County of Leeds, effective September 15, 1952. At Portland, a diversion was constructed for Highway 15 around the southern side of the village in the early 1950s. Originally, Highway 15 followed Colborne Street through Portland. The new route of Highway 15 through Portland was constructed in 1952, and offered motorists with a more direct route through the village. The bypassed loop of Old Highway 15 through Portland reverted back to the County of Leeds, effective September 27, 1954. Just north of Portland, another diversion was constructed in 1953. The old alignment of Highway 15 via MacDonald Road and Cedar Valley Road was transferred to the County of Leeds, effective March 8, 1954. A small bypassed loop of Highway 15 southwest of Wills Road was reverted back to the County of Leeds, effective October 12, 1954. A diversion was constructed around the community of Lombardy in 1956. Jurisdiction over Old Highway 15 through Lombardy (Blacksmith Road) was transferred to the Township of South Elmsley, effective April 26, 1957. Another substantial highway diversion was built at Blanchards Hill in 1955-1956. Jurisdiction over the former alignment of Highway 15 through Blanchards Hill (Blanchards Hill Road & Old Highway 15) was transferred to the Township of South Elmsley, effective August 22, 1957. Other short diversions on the north and south approaches to Morton were constructed during highway improvements in the early 1960s. The most significant realignment of Highway 15 took place north of Jones Falls Road, where about 1/4 mile of the original highway's route was bypassed. This old highway curve north of Morton was legally closed to traffic by an Order-in-Council, effective August 8, 1963. Another old loop of Highway 15 (Muchmore Road), which was bypassed by a new alignment during highway improvements in 1961, was ultimately transferred to the Township of South Crosby on December 4, 1996. During 1957, a plan was prepared by the DHO for the proposed 1 1/2-mile Seeleys Bay Bypass. This proposed diversion with a 120-foot right-of-way was designated as a King's Highway by an Order-in-Council, effective August 8, 1957. The Seeleys Bay Bypass was subsequently designated as a Controlled-Access Highway, effective July 1, 1961. The Seeleys Bay Bypass was completed and opened to traffic with a gravel surface in 1961, with final paving completed in 1962. Upon completion of the Seeleys Bay Bypass, the old route of Highway 15 through the village became Highway 15B. A short loop of Highway 15 at Golf Club Road south of Smiths Falls was bypassed by a new highway on an improved alignment in 1969. Old Highway 15 is now known as Family Lane. |
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Frontenac County Route Amendments:
In Frontenac County, a short diversion was built north of Washburn at Pine Grove Road in 1942 in order to bypass a sharp curve on the old highway alignment. The old
alignment near Washburn was transferred to the municipality, effective October 8, 1945. Another diversion was constructed at Joyceville in 1942 in order to provide an
improved highway curve through the community. The old alignment of Highway 15 through Joyceville via Shannon Drive was transferred to the Township of Pittsburgh,
effective December 7, 1977. A short diversion was constructed during highway improvements which took place north of Brewers Mills in 1949. The old alignment on
the western side of Highway 15 (Sutherland Road) was reverted back to the County of Frontenac, effective September 8, 1953. An improved highway junction was
constructed at the Highway 2 & Highway 15 Junction at Barriefield in the late 1970s. The proposed Barriefield Diversion was designated as a King's Highway by an
Order-in-Council, effective July 7, 1978. Upon completion of the Barriefield Diversion in 1978, the bypassed Highway 15 alignment through Barriefield was transferred
to the Township of Pittsburgh, effective March 14, 1979.
As originally established, the route of Highway 15 commenced in Downtown Kingston at the intersection of Princess Street and Division Street. Highway 15 was signed concurrently with Highway 2 for a distance of 1 3/4 miles from Kingston's City Centre out to Barriefield, where Highway 15 turned north towards Smiths Falls and Ottawa, while Highway 2 continued easterly towards Brockville and Cornwall. This overlapped route of Highway 2 & Highway 15 between Kingston and Barriefield was apparently discontinued during 1965, as the overlapped route ceased to appear in DHO mileage logs and highway inventories after 1965. |
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Trans-Canada Highway Construction:
In December 1949, the Department of Highways of Ontario (DHO), along with other provincial road agencies, began to meet with the Government of Canada regarding the
construction of the new Trans-Canada Highway across the country. An agreement-in-principle was reached on April 24, 1950, to allow the construction of the highway
to proceed on a cost-sharing basis between the provinces and the federal government. As part of this agreement, the DHO could obtain funding for upgrades to existing
highways designated as Trans-Canada Highway routes, provided that these upgrades met certain minimum geometric design standards. Part of the designated Trans-Canada
Highway route across Ontario followed a section of Highway 15 between Perth and Ottawa. Other key highways in the proposed "Central Ontario Route" of the Trans-Canada
Highway included lengthy sections of Highway 12 and Highway 7 across Central and Eastern Ontario. Many parts of these highways were constructed during the 1930s and
had sections which required fairly significant upgrades in order to bring the route up to the minimum design standards required for all Trans-Canada Highway routes.
As a result of the Trans-Canada Highway agreement, several sections of Highway 15 between Perth and Ottawa were selected for significant relocations and other
upgrades throughout the 1950s.
The first section of Highway 15 to be relocated onto a new alignment ran for a distance of approximately 9 1/2 miles from Ashton Station easterly to Stittsville. The old route of Highway 15 via Ashton Station and Stittsville was not very direct and has many sharp curves on it. The new Trans-Canada Highway route of Highway 15 was constructed in 1955-1956 within a 150-foot right-of-way on a mostly new alignment. The new highway passed to the north of Ashton and Stittsville, which bypassed both communities entirely. This new Trans-Canada Highway Route of Highway 15 through the western part of Carleton County was designated as a King's Highway by an Order-in-Council, effective September 29, 1955. The Stittsville Bypass section of the new Trans-Canada Highway was designated as a King's Highway by an Order-in-Council effective June 2, 1956. The new Trans-Canada Highway route of Highway 15 was opened to traffic in late 1956. The new route reduced the distance by highway between Carleton Place and Ottawa by a few miles. The original route of Highway 15 via Ashton Station Road, Ormond Road, Flewellyn Road, Huntley Road & Stittsville Main Street became Highway 15A (Alt) in 1956, once the new Highway 15 route opened to traffic. The Ashton-Stittsville Diversion of Highway 15 was subsequently designated as a Controlled-Access Highway by an Order-in-Council, effective December 29, 1961. Within Lanark County, Highway 15 was relocated extensively during the latter half of the 1950s as part of the Trans-Canada Highway's construction. The first relocation of the highway took place at Innisville, where a new bridge was constructed over the Mississippi River a short distance upstream from the existing steel truss bridge on Highway 15 in the village centre. A Proposed Highway Plan was prepared dated November 1957, which illustrated the new Innisville Diversion around the western side of Innisville, with a 120-foot right-of-way. The proposed diversion was designated as a King's Highway by an Order-in-Council, effective January 30, 1958. The Innisville Diversion was also designated as a Controlled-Access Highway by an Order-in-Council, effective June 24, 1958. The two-lane bypass around Innisville was completed and officially opened to traffic in December 1958. The bypassed route of Highway 15 through the community of Innisville was ultimately assigned a 7000-Series Highway designation (Highway 7021). This bypassed loop of the highway through Innisville was eventually transferred to the Township of Drummond, effective December 17, 1975. Planning also got underway in 1957 for a new Trans-Canada Highway Bypass around Carleton Place. A Proposed Highway Plan was prepared dated December 1957, which illustrated the new Highway 15 Bypass around the southwestern edge of town. The proposed route of the Carleton Place Bypass was designated as a King's Highway by an Order-in-Council, effective February 27, 1958. The Carleton Place Bypass was subsequently designated as a Controlled-Access Highway, effective June 24, 1958. The two-lane bypass around Carleton Place was built within a 120-foot right-of-way and was completed and officially opened to traffic on a gravel surface in December 1959. Final paving of the bypass took place in 1960. Following the completion of the Carleton Place Bypass, portions of the old route of Highway 15 through downtown were renumbered as Highway 15B in June 1960. Jurisdiction over the bypassed leg of Highway 15 within the Township of Beckwith, which entered Carleton Place via High Street was eventually transferred to the municipality. For a number of years, Old Highway 15 was assigned a 7000-Series Highway designation (Highway 7020). This old section of Highway 15 was transferred to the Township of Beckwith, effective April 1, 1969. East of Perth, a new Trans-Canada Highway route for Highway 15 was built for a distance of approximately 7 miles. This new relocated highway route bypassed the rather winding old route of Highway 15 between Perth and Innisville. The relocated Trans-Canada Highway route through Drummond Township was first illustrated on a Highway Plan dated June 1959, with a 120-foot right-of-way on a new alignment. The proposed diversion was designated as a King's Highway by an Order-in-Council, effective September 17, 1959. The new diversion east of Perth was subsequently designated as a Controlled-Access Highway by an Order-in-Council, effective March 8, 1960. After the completion of the new Trans-Canada Highway route of Highway 15 east of Perth, nearly 6 miles of bypassed alignments of Highway 15 were transferred to the Township of Drummond. The old Highway 15 alignments via Miller Drive, Drummond Concession 7 and Drummond School Road were transferred to the Township of Drummond, effective September 10, 1960. A second bypassed loop east of Perth (Dufferin Road) was transferred to the Township of Drummond, effective September 20, 1960. The bypassed loop via Wayside Drive, Tennyson Road and Richmond Road was transferred to the Township of Drummond, effective August 20, 1960. |
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Route of Highway 15 Within the City of Ottawa:
The route of Highway 15 on the western approach to Ottawa has also changed considerably over the years. When Highway 15 was first rerouted along Richmond Road between
Bells Corners and Britannia Heights in 1926, it is believed that Highway 15 was also signed concurrently with Highway 17 along Carling Avenue between Britannia
Heights and Ottawa. Although it is not illustrated that way on the Official Ontario Road Maps from that era, some oil company maps produced in the early 1930s mark
Carling Avenue as an overlapped, concurrent Highway 15 & Highway 17 route east of Britannia Heights. Maps published by the Ontario Motor League (OML) also show
Carling Avenue as both Highway 15 & Highway 17 east of Britannia Heights. Additionally, the OML maps mark a second signed route of Highway 15 & Highway 17
into Downtown Ottawa from Britannia Heights via Richmond Road. It wasn't until 1940 that the Official Ontario Road Maps began to show both Richmond Road and Carling
Avenue as Highway 15 & Highway 17.
Between 1940 and 1945, the Official Ontario Road Map showed two routes of Highway 15 leading into Downtown Ottawa via both Richmond Road and Carling Avenue/Bank Street (See Map), along with a third scenic loop of Highway 15 signed via Rideau Canal Drive (today's Queen Elizabeth Drive). The Rideau Canal Drive Route was omitted from the Official Road Maps dated between 1946 and 1954. It is not clear if the Bank Street route was signed during this time, but archival photos indicate that the overlapped routes of Highway 15, Highway 16, Highway 17 & Highway 31 were being signed via the Rideau Canal Drive route in the early 1950s. In 1955, a new route was established for Highway 15 that had the highway turn directly onto Rideau Canal Drive at Prince of Wales Drive. An additional loop of Highway 15 & Highway 17 followed the National Capital Commission's Scenic Driveway through the Experimental Farm out to Prince of Wales Drive (Highway 16). According to the Official Ontario Road Maps from 1955 to 1959, Highway 15 followed Rideau Canal Drive continuously from Prince of Wales Drive into Downtown Ottawa, concurrently with Highway 16 & Highway 17 (See Map). Between Bank Street and Downtown Ottawa, these three highways were also signed concurrently with Highway 31. In 1960, all of the loops and scenic routes of Highway 15 were eliminated and Highway 15 was, at least according to the Official Ontario Road Maps, truncated at the Highway 17 Junction (Carling Avenue) at Britannia Heights (See Map). As a result of the expansion of Ottawa's City Limits after World War II, jurisdiction over a section of Highway 15 via Richmond Road and Highway 15 & Highway 17 via Carling Avenue was transferred from the province to the City of Ottawa. On April 17, 1950, the DHO transferred jurisdiction of about 4 1/2 miles of Highway 15 over to municipal control, from the vicinity of Bellfield Street near Britannia Heights easterly to the former Ottawa City Limits near Merivale Road. The overlapped Highway 15 & Highway 17 route via Carling Avenue was subsequently designated as a Municipal Connecting Link from Richmond Road easterly to Bronson Avenue (Highway 31) in the late 1950s. Richmond Road was not, however, administered under a Municipal Connecting Link agreement with DHO, as this section of Highway 15 was effectively being bypassed by the new Ottawa Queensway, which was already under construction by the late 1950s. Nevertheless, according to DHO mileage logs issued up until 1965, the "official" route of Highway 15 continued to follow Richmond Road into the city northeast of the Ottawa Queensway Interchange. The route of Highway 15 turned easterly onto Carling Avenue at Britannia Heights. At the intersection of Carling Avenue and Bronson Avenue, the route of Highway 15 came to an end at the Highway 16, Highway 17 & Highway 31 Junction, according to DHO mileage logs produced up until 1965. It should be noted that this route information is different than how the route is depicted on the Official Ontario Road Maps from the early 1960s. The route of Highway 15 was apparently truncated at the intersection of Carling Avenue and Richmond Road at Britannia Heights in the latter part of 1965 and was discontinued altogether between Carleton Place and Ottawa during 1970. (See Map) Once the Ottawa Queensway was completed in its entirety, the province began to transfer jurisdiction over the bypassed sections of Highway 15 approaching Ottawa. Provincial jurisdiction over the section of Highway 15 from the Ottawa Queensway Interchange at Richmond Road to the western city limits near Bellfield Street was transferred to the newly-created Regional Municipality of Ottawa-Carleton, effective January 1, 1969. As the Ottawa Queensway (Highway 417) was completed westerly beyond Kanata, additional provincially-owned sections of Old Highway 15 were transferred over to municipal control. Jurisdiction over Highway 7171 (Old Highway 7 & Highway 15) via Richmond Road and Robertson Road from the Highway 417 Interchange westerly to the Canadian National Railway (CNR) Subway east of Bells Corners was transferred to the Regional Municipality of Ottawa-Carleton, effective April 1, 1981. A section of Hazeldean Road (Highway 7133) from Eaglesons Corners at March Road westerly to the realigned Highway 7 west of Stittsville was also transferred to the Regional Municipality of Ottawa-Carleton, effective April 1, 1981. A year later, on April 1, 1982, the province transferred jurisdiction over the remainder of Highway 7171 (Old Highway 7 & Highway 15) via Robertson Road from the CNR Subway east of Bells Corners westerly to March Road at Eaglesons Corners. |
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Major Route Changes after 1960:
In the early 1960s, a major highway renumbering plan took effect in Eastern Ontario. During 1961, Highway 43 was extended from its old western terminus at the
Highway 31 Junction near Winchester westerly to Perth. While many parts of this new Highway 43 Extension took place through the DHO's acquisition of existing county
roads, the section of the highway located between Smiths Falls and Perth was created by renumbering an existing section of Highway 15 as Highway 43. In turn,
Highway 15 was rerouted more directly between Smiths Falls and Carleton Place via Franktown. This created an overlapped concurrent route of Highway 15 &
Highway 29 between Smiths Falls and Carleton Place. The existing route of Highway 15 from Perth to Carleton Place was renumbered as Highway 7, while the section of
Highway 15 between Carleton Place and Ottawa was renumbered as Highway 7 & Highway 15. It is believed that this route renumbering took place in the Fall of 1961
(See Map).
The 1961 highway renumbering resulted in a reduction of Highway 15's total length to about 107 1/2 miles (173 km), but it did provide a much more logical and direct route for the highway between Kingston and Ottawa. During the 1960s, the Ottawa Queensway was opened to traffic across the City of Ottawa. According to the Ontario Official Road Maps from the early 1960s, Highway 15 was extended easterly along the Queensway concurrently with Highway 7 from the Richmond Road Interchange to the Greenbank Road Interchange, where Highway 7 & Highway 15 ended at Highway 17. The concurrent overlapped route of Highway 7 & Highway 15 between Carleton Place and Ottawa was discontinued in 1970, when the route of Highway 15 was truncated at Carleton Place. The remainder of the highway between Carleton Place and Ottawa was changed to Highway 7 only. It is believed that the overlapped route of Highway 7 & Highway 15 approaching Ottawa was discontinued in the Fall of 1970 (See Map). Following the truncation of the route in Carleton Place, the length of Highway 15 fell to approximately 75 miles (120 km). In the 1980s, Highway 15 was extended northerly from Carleton Place to Arnprior, when the existing route of Highway 29 between these two towns was renumbered as Highway 15 (See Map). In addition, the overlapped concurrent route of Highway 15 & Highway 29 between Smiths Falls and Carleton Place was discontinued. The renumbering of both of these highway sections reportedly took effect in the Spring of 1984. Following the highway extension to Arnprior in 1984, the length of Highway 15 stood at approximately 100 1/2 miles, or just under 162 km. |
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Highway 15 Since the 1990s:
The route of Highway 15 did not change again until the mid-1990s. In 1994-1995, a new Highway 15 Bypass was constructed around the eastern side of Carleton Place. The
new bypass route (McNeeley Avenue) was approximately 2.5 km in length. The bypass connected to Highway 7 at the southeastern entrance to Carleton Place and extended
northerly to Highway 15 at the northeastern entrance to town. The new eastern bypass allowed through traffic on Highway 15 heading to Arnprior to bypass the town
centre altogether. All but the southernmost 300 metres of the Carleton Place Easy Bypass was designated as a Municipal Connecting Link, while the final approach to
the Highway 7 Junction remained under provincial jurisdiction. The route of Highway 15 was relocated from its previous route through Downtown Carleton Place out to
the new eastern bypass route upon its completion. As a result of the completion of the Carleton Place East Bypass, the route of Highway 15 was overlapped with
Highway 7 for a distance of about 700 metres around the southern side of Carleton Place.
As part of a general realignment of provincial government services in the 1990s, portions of Highway 15 were transferred or "downloaded" to municipalities. On March 27, 1996, jurisdiction over the southernmost section of Highway 15 between the Highway 2 Junction at Barriefield and the Highway 401 Interchange near Kingston was transferred from the province to the County of Frontenac. The road was briefly known as Frontenac County Road 15 in the late 1990s. However, the County of Frontenac's road system was dissolved during 1998, with jurisdiction of all of the former county roads transferred to the local municipalities in which they were situated. Former Highway 15 from Barriefield to the Highway 401 Interchange is now technically known as "Kingston Road 15" (Cunningham Drive) and is now maintained by the City of Kingston. Jurisdiction over Highway 15 between the Highway 7 Junction in Carleton Place and Arnprior was also downloaded from the province to local municipalities on January 1, 1998. This road is now officially known as Lanark County Road 29, Ottawa Road 29, Big Horn Lane and Herrick Drive. Since 1998, provincial jurisdiction over Highway 15 begins at the Highway 401 Interchange in Kingston and ends at the Highway 7 Junction in Carleton Place, with the exception of the Municipal Connecting Link portion of the highway which passes through the Town of Smiths Falls. Highway 15 has a current length of approximately 113 km, or 70 miles (See Map). Highway 15 traverses a predominantly rural region of Eastern Ontario. The highway passes through several villages and towns along its route, including Kingston, Smiths Falls and Carleton Place. Services appear quite frequently along Highway 15. Most sections of Highway 15 are two lanes, but some passing lanes have been constructed in places to facilitate the overtaking of slower vehicles using the highway. The speed limit on Highway 15 is 80 km/h (50 mph), unless posted otherwise. Please visit the Highway 15 Mileage Chart page for a list of mileage reference points along Highway 15. 
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Additional Information About King's Highway 15:
King's Highway 15 - Route Information (At Scott Steeves' website: asphaltplanet.ca)
King's Highway 15 - A Virtual Tour (At Scott Steeves' website: asphaltplanet.ca) |
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Links to Adjacent King's Highway Pages: 
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