title: HD 85725

abstract: HD 85725, also known as HR 3916, is a yellow hued star located in the southern constellation Antlia. It has an apparent magnitude of 6.29, placing it near the limit for naked eye visibility. The object is relatively close at a distance of 176 light-years, but is receding with a heliocentric radial velocity of 61.6 km/s. HD 85725 has a stellar classification of G1 V, which indicates that it is an ordinary G-type main-sequence star that is fusing hydrogen at its core. However, a low surface gravity of 7244 cm/s⁲ suggests that the object is instead an evolved subgiant. At present it has 143% the mass of the Sun but is 2.59 times larger, which is not characteristic of a yellow dwarf. It shines at 7.6 times the luminosity of the Sun from its photosphere at a surface temperature of 5,940 K, which gives it a yellow glow. At an age of 2.75 billion years, HD 85725 is spinning leisurely with a projected rotational velocity of 5.9 km/s. There is a 10th magnitude companion located 1.5″ away along a position angle of 25°. It appears to have a common proper motion with the star, suggesting physical relation.

text:
# HD 85725

**HD 85725**, also known as **HR 3916**, is a yellow hued star located in the southern constellation Antlia. It has an apparent magnitude of 6.29, placing it near the limit for naked eye visibility. The object is relatively close at a distance of 176 light-years, but is receding with a heliocentric radial velocity of 61.6 km/s.

HD 85725 has a stellar classification of G1 V, which indicates that it is an ordinary G-type main-sequence star that is fusing hydrogen at its core. However, a low surface gravity of 7244 cm/s2 suggests that the object is instead an evolved subgiant.

At present it has 143% the mass of the Sun but is 2.59 times larger, which is not characteristic of a yellow dwarf. It shines at 7.6 times the luminosity of the Sun from its photosphere at a surface temperature of 5,940 , which gives it a yellow glow. At an age of 2.75 billion years, HD 85725 is spinning leisurely with a projected rotational velocity of 5.9 km/s.

There is a 10th magnitude companion located 1.5 away along a position angle of 25. It appears to have a common proper motion with the star, suggesting physical relation.

## InfoBox

HD 85725
| Observation data
Epoch J2000      Equinox J2000 | |
| --- | --- |
| Constellation | Antlia |
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| Right ascension | 09h 52m 58.02763s |
| Declination | −27° 19 55.8219 |
| Apparent magnitude (V) | 6.28 |
| Characteristics | |
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| Spectral type | G1 V |
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| B−V color index | +0.62 |
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| Astrometry | |
|  | |
| **Radial velocity (Rv)** | 61.6±0.1 km/s |
| **Proper motion (μ)** | RA: −278.245 mas/yr
Dec.: +95.043 mas/yr |
| **Parallax (π)** | 18.5634 ± 0.0256 mas |
| **Distance** | 175.7 ± 0.2 ly
(53.87 ± 0.07 pc) |
| **Absolute magnitude (MV)** | +2.68 |
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| Details | |
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| **Mass** | 1.42 |
| **Radius** | 2.59±0.11 |
| **Luminosity** | 7.58 |
| **Surface gravity (log *g*)** | 3.86 cgs |
| **Temperature** | 5,940±110 |
| **Metallicity** \[Fe/H\] | +0.15 dex |
| **Rotational velocity (*v* sin *i*)** | 5.9±0.3 km/s |
| **Age** | 2.75 Gyr |
|  | |
| Other designations | |
| 33 G. Antliae, CD−26° 7505, CPD−26°4079, HIP 48468, HR 3916, SAO 178130, WDS J09530-2720A | |
| Database references | |
| **SIMBAD** | data |


title: Ontong Java flying fox

abstract: The Ontong Java flying fox is a species of flying fox in the family Pteropodidae. It is endemic to the Ontong Java Atoll in the Solomon Islands. Its natural habitats are subtropical or tropical dry forests and subtropical or tropical swamps. It was classified as "Critically Endangered" in 2021 by the IUCN. Its confirmed range extends only over small islands, all of which are near to sea level. It is threatened by rising sea levels.

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# Ontong Java flying fox

The **Ontong Java flying fox** (***Pteropus howensis***) is a species of flying fox in the family Pteropodidae. It is endemic to the Ontong Java Atoll in the Solomon Islands. Its natural habitats are subtropical or tropical dry forests and subtropical or tropical swamps. It was classified as "Critically Endangered" in 2021 by the IUCN . Its confirmed range extends only over small islands, all of which are near to sea level. It is threatened by rising sea levels.

## Sources

## InfoBox

| Ontong Java flying fox | |
| --- | --- |
| Conservation status | |
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Critically Endangered  (IUCN 3.1) | |
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Chordata |
| Class: | Mammalia |
| Order: | Chiroptera |
| Family: | Pteropodidae |
| Genus: | *Pteropus* |
| Species: | ***P. howensis*** |
| Binomial name | |
| ***Pteropus howensis***
Troughton, 1931 | |
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| Ontong Java flying fox range | |


title: ITPK1

abstract: Inositol-tetrakisphosphate 1-kinase is an enzyme that in humans is encoded by the ITPK1 gene. It is involved in inositol signalling pathways which regulate the conductance of calcium-activated chloride channels, and therefore could be relevant in the study of cystic fibrosis.

text:
# ITPK1

**Inositol-tetrakisphosphate 1-kinase** is an enzyme that in humans is encoded by the *ITPK1* gene.

It is involved in inositol signalling pathways which regulate the conductance of calcium-activated chloride channels, and therefore could be relevant in the study of cystic fibrosis.

## Further reading

## InfoBox

| ITPK1 | | | |
| --- | --- | --- | --- |
|  | | | |
| Available structures  PDB Ortholog search: PDBe RCSB | | | |
| Identifiers | | | |
| Aliases | ITPK1, ITRPK1, inositol-tetrakisphosphate 1-kinase | | |
| External IDs | OMIM: 601838; MGI: 2446159; HomoloGene: 8588; GeneCards: ITPK1; OMA:ITPK1 - orthologs | | |
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| Orthologs  Species **Human** **Mouse**  Entrez   Ensembl   UniProt   RefSeq (mRNA)     NM\_014216
NM\_001142593
NM\_001142594
NM\_001363707   NM\_172584   RefSeq (protein)     NP\_001136065
NP\_001136066
NP\_055031
NP\_001350636   NP\_766172   Location (UCSC) Chr 14: 92.94 – 93.12 Mb Chr 12: 102.53 – 102.67 Mb  PubMed search | | | |
| Wikidata | | | |
| View/Edit Human View/Edit Mouse | | | |


title: Ontario Highway 17

abstract: King's Highway 17, more commonly known as Highway 17, is a provincially maintained highway and the primary route of the Trans-Canada Highway through the Canadian province of Ontario. It begins at the Manitoba boundary, 50 km (31 mi) west of Kenora, and the main section ends where Highway 417 begins just west of Arnprior. A small disconnected signed section of the highway still remains within the Ottawa Region between County Road 29 and Grants Side Road. This makes it Ontario's longest highway. The highway once extended even farther to the Quebec boundary in East Hawkesbury with a peak length of about 2,180 km (1,350 mi). However, a section of Highway 17 "disappeared" when the Ottawa section of it was upgraded to the freeway Highway 417 in 1971. Highway 17 was not re-routed through Ottawa, nor did it share numbering with Highway 417 to rectify the discontinuity, even though Highway 417 formed a direct link between the western and eastern sections of Highway 17. However, from East Hawkesbury to Ottawa, Highway 17 retained the Trans-Canada Highway routing and signs until it met up again and merged with Highway 417 until 1997 when Highway 17 through Ottawa was downgraded. The Trans-Canada Highway designation now extends along all of Highway 417. Ontario Highway 17 is a very important part of the national highway system in Canada, as it is the sole highway linking the eastern and western regions of the country. Although other small roads connect the province of Ontario with the province of Manitoba, it is the only major highway that links the two, making it a crucial section of Canada's primary commercial and leisure route.

text:
# Ontario Highway 17

**King's Highway 17**, more commonly known as **Highway 17**, is a provincially maintained highway and the primary route of the Trans-Canada Highway through the Canadian province of Ontario. It begins at the Manitoba boundary, 50 km (31 mi) west of Kenora, and the main section ends where Highway 417 begins just west of Arnprior. A small disconnected signed section of the highway still remains within the Ottawa Region between County Road 29 and Grants Side Road. This makes it Ontario's longest highway.

The highway once extended even farther to the Quebec boundary in East Hawkesbury with a peak length of about 2,180 km (1,350 mi). However, a section of Highway 17 "disappeared" when the Ottawa section of it was upgraded to the freeway Highway 417 in 1971. Highway 17 was not re-routed through Ottawa, nor did it share numbering with Highway 417 to rectify the discontinuity, even though Highway 417 formed a direct link between the western and eastern sections of Highway 17. However, from East Hawkesbury to Ottawa, Highway 17 retained the Trans-Canada Highway routing and signs until it met up again and merged with Highway 417 until 1997 when Highway 17 through Ottawa was downgraded. The Trans-Canada Highway designation now extends along all of Highway 417.

Ontario Highway 17 is a very important part of the national highway system in Canada, as it is the sole highway linking the eastern and western regions of the country. Although other small roads connect the province of Ontario with the province of Manitoba, it is the only major highway that links the two, making it a crucial section of Canada's primary commercial and leisure route.

## History

### Beginnings

With the establishment of the provincial highway network on February 26, 1920, the Department of Public Highways, predecessor to today's Ministry of Transportation of Ontario, sought to establish a network of reliable roads through the southern part of the province. Through July and August 1920, a highway east of Ottawa to Pointe-Fortune at the Quebec boundary, known as the Montreal Road, was assumed by the department. This original routing of Highway 17 followed what is now Montreal Road, St Joseph Boulevard, and the Old Montreal Road eastward out of Ottawa; Laurier Street through Rockland; Regional Road 55 and 26 between Clarence and Plantagenet; Blue Corner Road and Bay Road (Regional Road 4) to L'Original; John Street, Pharand Street, Eliza Street, and Main Street to Hawkesbury; Front Road along the shore of the Ottawa River from Hawkesbury to Chute-a-Blondeau and Des Outaouais Road just west of and Pointe-Fortune, and Regional Road 17 elsewhere. A portion of this original highway was lost when the completion of the Carillon Generating Station in 1964 raised the water level of the Ottawa River north of Voyageur Provincial Park.

West of Ottawa, a route was assumed to Arnprior on October 6, following today's Carling Avenue, March Road and Donald B. Munro Drive between Ottawa and Kinburn, and Kinburn Side Road and Madawaska Boulevard between Kinburn and Arnprior. On June 15, 1921, the highway was extended to Pembroke via Renfrew, Cobden, and Beachburg. The entire route between Pembroke and Pointe-Fortune became known as Highway 17 in the summer of 1925.

Although the jurisdiction of the soon-to-become Department of Highways did not extend beyond Pembroke, a rough trail continued to North Bay, and a trunk road constructed by the Department of Northern Development beyond there to Sault Ste. Marie by 1923, roughly following the route of Highway 17 today. The Pembroke and Mattawan Road Colonization Road was constructed between 1853 and 1874 to encourage settlement in the Upper Ottawa Valley. Between Mattawa and North Bay, many aboriginals and early settlers made use of the Mattawa River, the headwaters of which lie just north of Lake Nipissing. From there they would travel down the French River into Georgian Bay and onwards to Lake Superior. Highway 17 between Mattawa and Sault Ste. Marie roughly traces this early voyageur route.

### Northern development and the Lakehead

Following World War I, discussions of a cross-continental road through Canada became vocal and construction of such a route was underway in several places. However, funding for this work was soon halted as the government distributed funding to projects that were believed to be more important than the luxury of the new road. The most significant accomplishment of this work was the Nipigon Highway between Thunder Bay and Nipigon, opened in 1924.

With the signing of the Department of Northern Development (DND) Act in 1926, construction resumed on improving many northern roads; the Ferguson Highway was the main project to begin as a result of the act. The onset of the Great Depression would result in federally funded relief projects being signed with provinces in late 1930. Thousands of men were hired to construct highways in remote areas of the province from temporary camps, named Bennett Camps after then-Prime Minister R. B. Bennett. This provided the necessary labour to open road links through vast expanses of wilderness in a relatively short period of time. Beginning in 1931, certain routes were designated as the Trans-Canada Highway, including the route between Sault Ste. Marie and the Quebec boundary as well as the planned connection to Thunder Bay and Winnipeg.

By June 1931, planning for the route of the highway was complete, and work underway on the new link between Thunder Bay and Winnipeg that would roughly parallel the Canadian Pacific Railway. The first section to open was between the Manitoba town of Whitemouth and Kenora. On July 1, 1932, (Dominion Day), an inter-provincial ceremony was held in Kenora to dedicate the new route. The next link would connect the road through the Kenora with the rough road connecting Vermilion Bay, Dryden and Dyment. This section opened in early 1933.

From the east, construction proceeded at a similar pace, although through much more barren expanses of forests and lakes. By the end of 1932, construction had proceeded from Thunder Bay through Upsala to English River. A 75 mi (121 km) gap was all that remained, between Dyment and English River. On June 4, 1934, crews cleared the last section of forest separating Thunder Bay from Winnipeg. However, it would require another year of rock blasting and construction to make the route navigable by vehicles. On July 1, 1935, a multi-day motorcade celebration was held to officially open the new highway. A convoy of vehicles travelled from Thunder Bay to Winnipeg along the route, resting overnight in Kenora before completing the two-day journey.

By the end of 1935, numerous factors combined which resulted in the termination of the highway camps. The federal government of R. B. Bennett used Section 98 of the Criminal Code in 1931 to arrest several leaders of the Communist Party of Canada. However, the lack of evidence and protests would eventually lead to the early release of the men, much to the embarrassment of the government. The men, with public support behind them, headed north to highway camps, where mounting tensions due to low wages, poor conditions, lacklustre food, isolation, and military-like discipline resulted in organized labour strikes. Funding was pulled from the Trans-Canada Highway in 1936.

Construction of the Nipigon River Bridge, July 1937Opening ceremony for the bridge and highway connection east to Schreiber, September 24, 1937

On April 1, 1937, the DND was absorbed into the Department of Highways, and the road west of Pembroke became an extension of Highway 17. At this point, the highway from Sault Ste. Marie to the Quebec boundary was 1,045.8 km (649.8 mi) long. Portions were paved at this point: east of Sault Ste. Marie, west of Blind River, through Sudbury, east of Sturgeon Falls, through Mattawa, and from Chalk River to Quebec; the remainder was a gravel road. The highway between the Manitoba boundary and Nipigon was 659.8 km (410.0 mi), mostly gravel-surfaced. The only significant exceptions were in the Kenora and Thunder Bay areas.

Before the outbreak of World War II in 1939, a new bridge spanning the Nipigon River was completed alongside a 91.6 km (56.9 mi) highway eastward to Schreiber. Both were opened together ceremoniously on September 24, 1937. When the war began, construction on Highway 17 halted, with effort instead focused on the simpler northern route via Geraldton and Hearst.

Construction of "the Gap" at the Michipicoten River bridge in 1959Same angle several days after the opening of the highway on September 17, 1960

### The Gap

Following the war, construction on the missing segment of Highway 17 between Schreiber and Sault Ste. Marie proceeded slowly; the completion of Highway 11 between Nipigon and Hearst already provided a road between the east and west. However, in 1949 the federal government signed the Trans-Canada Highway Act, which provided up to a 90% subsidy to provinces to complete their portion of the highway to the required standards. Two portions of Ontario's route were eligible for this subsidy: Highway 69 between Parry Sound and Sudbury, and Highway 17 along the north shore of Lake Superior.

Amongst some of the most difficult terrain encountered in Canada, engineers blasted 2,087,234 cubic metres (2,730,000 cubic yards) of rock, removed 5,982,641 cubic metres (7,825,000 cubic yards) of earth, and cleared 6.97 square kilometres (1,720 acres) of forest in order to bridge the 266 kilometres (165 mi) of wilderness known as "the Gap". The Gap was completed and opened to traffic on September 17, 1960, uniting the two segments and completing the route of Highway 17 from the Manitoba border to the Quebec border.

### The Queensway

During the 1950s, the Greber Plan called for the creation of numerous parkways and divided highways through the growing city of Ottawa. One of these, known as *The Queensway*, was a grade-separated freeway that would bypass the urban alignment of Highway 17. The Greber Plan was produced by Jacques Gréber under the direction of Prime Minister William Lyon Mackenzie King in the late 1940s. Although Gréber had been corresponding with King as early as 1936, World War II halted any plans from reaching fruition at that time. Following the war, Gréber was again contacted and his expertise requested. He arrived on October 2, 1945, and began working almost immediately. The Greber Plan, as it came to be known, was released in 1950 and presented to the House of Commons on May 22, 1951. The plan called for the complete reorganization of Ottawa's road and rail network, and included amongst the numerous parkways was an east to west expressway along what was then a Canadian National Railway line.

With the rail lines removed, construction of the new expressway got underway in 1957 when Queen Elizabeth visited Ottawa to open the first session of the 23rd Parliament. On October 15, the Queen detonated dynamite charges from the Hurdman Bridge, which now overlooks the highway as it crosses the Rideau River, and formally dedicated the new project as the Queensway. At the ceremony, premier Leslie Frost indicated that the entire project would cost C$31 million and emphasized the importance of the link to the Trans-Canada Highway.

The Queensway was constructed in four phases, each opening independently: phase one, from Alta Vista Drive (now Riverside Drive) east to Highway 17 (Montreal Road); phase two, from Highway 7 and Highway 15 (Richmond Road) to Carling Avenue; phase three, from Carling Avenue to O'Connor Street; and, phase four, from O'Connor Street to Alta Vista Drive, crossing the Rideau Canal and Rideau River. Phase one opened to traffic on November 25, 1960, extending up to the Rideau River. On the western side of Ottawa, phase two opened a year later in October 1961. The central section presented the greatest challenge, as an embankment was built to create grade-separations. In addition, the structures over the Rideau Canal and river required several years of construction. On May 15, 1964, the majority of the third phase was ceremonially opened. completing the Carling Avenue interchange and extending the freeway as far as Bronson Avenue. Several months later, on September 17 the short but complicated section east to O'Connor Street was opened. This left only phase four, the central section of the Queensway, which was opened in three segments. On November 26, 1965, the structures over the Rideau Canal were opened to traffic. At the same time, the westbound lanes of the Queensway were extended to Concord Street, located west of the Nicholas Street interchange. The interchange opened on January 1, 1966, allowing travel in both directions over the canal. The final segment, linking the two section of the Queensway, was placed into service on October 28, 1966. Following this, the Highway 17 designation was applied along the Queensway and the old routing renumbered as Highway 17B.

### Bypasses and upgrades

Although it was completed from Manitoba to Quebec in 1960, many upgrades to the original routing of Highway 17 had and would take place over the years. In addition to bypasses around almost every urban centre it encountered, many original sections have been downloaded to regional and local jurisdiction or decommissioned entirely to lie abandoned in the forest. Of special note are reroutings in the Ottawa Valley – where the highway follows very little of the original routing – and around Thunder Bay, where it has undergone several reroutings and upgrades since the 1920s. In the following section, upgrades are listed from west to east due to complex chronologies.

Thunder Bay

The original routing of Highway 17 travelled into Port Arthur along the Dawson Road, now Highway 102.

Nipigon

Highway 17 originally entered Red Rock along what is now Highway 628 before turning north alongside the Nipigon River north to Nipigon.

Sault Ste. Marie

Although the route into and out of Sault Ste. Marie has remained generally the same, Highway 17 has been rerouted through the city numerous times. In addition, to the east of the city, the route has been redirected onto a four lane at-grade expressway around Echo Bay. As recently as 2022, local government has reached out to the provincial government to revisit possibilities of creating a bypass around Sault Ste. Marie—however this plan has long been stalled by the MTO and provincial government, largely due to the high cost of construction and uncertain demand; there has also been no environmental impact assessment to date.

Espanola Sudbury

The route of Highway 17 in Sudbury currently follows the Southwest and Southeast Bypasses through the south end of the city. Prior to the completion of this route, the highway followed what is now Municipal Road 55 through the downtown core.

North Bay Upper Ottawa Valley

Construction of the Renfrew Bypass began in June 1974, and continued for three years, opening in 1977.

Ottawa Lower Ottawa Valley Elsewhere

The last gravel stretches of Highway 17, between Kenora and Dryden and north of Batchawana Bay, were paved in 1964.

### Downloads

On April 1, 1997, the Ministry of Transportation of Ontario (MTO) transferred the responsibility of maintenance and upkeep along 14.2 km (8.8 mi) of Highway 17 east of "the split" with Highway 417 to Trim Road (Regional Road 57), a process commonly referred to as *downloading*. The Region of Ottawa–Carleton designated the road as Regional Road 174. Despite the protests of the region that the route served a provincial purpose, a second round of transfers saw the remainder of Highway 17 to the Region's eastern limit downloaded on January 1, 1998, adding 12.8 km (8.0 mi) to the length of Regional Road 174. The highway was also downloaded within the United Counties of Prescott and Russell, where it was redesignated as County Road 17. The result of these transfers was the truncation of Highway 17 at the western end of Highway 417, while the Trans-Canada Highway designation was taken from the former Highway 17 and applied to Highway 417. A short disconnected section of Highway 17 between Ottawa Road 29 and Grants Side Road remains under provincial jurisdiction to the present day.

### Conversion to Highway 417 northwest of Ottawa

Expansion of the two lane Highway 17 west of the interchange with Highway 7 got underway in 1991; this section was renumbered as Highway 417 as construction progressed westward. The construction saw a second two lane roadway built parallel to the existing route to create a divided freeway, a process known as twinning.

When the twinning of Highway 17 reached March Road, new contracts were tendered to continue the process northward. Bot Construction was awarded the contract for the section north to Panmure Road on December 9, 1998. On February 16, 2000, the Ministry of Transportation of Ontario (MTO) officially announced that Highway 417 would be extended to Arnprior over the next several years. A contract to build the freeway from north of Panmure Road to south of Arnprior was tendered in early 2002. This work was completed and the extension opened to traffic on September 24, 2004.

Concurrent with the twinning of Highway 7 between Carleton Place and Ottawa, the interchange with Highway 417 was upgraded to support the divided traffic flows; a new flyover ramp was built connecting westbound Highway 417 with westbound Highway 7. Construction began on August 22, 2006, and was opened in June 2008 along with the Highway 7 expansion.

Construction to twin the Arnprior Bypass portion of Highway 17, which included a new interchange at White Lake Road, began during the spring of 2009. The bypass was originally built in 1981 as one of a number of upgrades to Highway 17 between Ottawa and North Bay. It was intended for directing through traffic around downtown Arnprior and was designed for an eventual upgrade to a divided freeway. The major structure in this project was a second crossing of the Madawaska River. Work was completed in late 2012; the new 5.6 km (3.5 mi) section was opened ceremonially on November 29 and cost $63 million, $7 million less than projected.

## Route description

Highway 17, particularly west of Sault Ste. Marie, crosses some of the most remote regions of Ontario. Despite the isolation of the highway, it is well-travelled throughout its length. The section of Highway 17 north of Lake Superior is regarded as one of the most scenic drives in the province.

### Manitoba to Nipigon

Highway 17 begins at the boundary between Ontario and Manitoba, where a large installation greets drivers in both directions. The highway is two lanes wide and travels over and between the surface features of the Canadian Shield; further west into Manitoba the highway widens into a four-lane divided expressway. To the east, the highway travels through thick boreal forest towards Keewatin, where the Kenora Bypass, Highway 17A, splits to the north. Through the town of Kenora, Highway 17 is signed but maintained under a connecting link agreement between the town and the province. Full provincial maintenance resumes at the eastern town limits. Further east, the highway merges with the Kenora Bypass. It meets the northern terminus of Highway 71, then makes a gradual eastward journey through the lake-dotted Kenora District to the town of Dryden. Here the highway encounters one of the few agriculturally-sustainable areas of northern Ontario. The highway begins to zig-zag southeasterly, passing through several minor settlements before entering the mining town of Ignace. Shortly thereafter, it begins to curve to the south. It meets Highway 11 475 km (295 mi) east of the Manitoba boundary.

The two highways travel concurrently towards Thunder Bay at the western Lakehead of Lake Superior. Though it originally travelled through what was then the twin-cities, the highway bypasses to the northwest on the at-grade Thunder Bay Expressway.

### Nipigon to Sudbury

Within Nipigon, Highway 11 and Highway 17 cross the Nipigon River on the Nipigon River Bridge. Along with the railway crossing immediately to the south, and another on the northern shore of Lake Nipigon, this forms the narrowest bottleneck in Canada between the Atlantic and Pacific oceans. On the eastern shore of the river, Highway 11 separates and travels north towards Geraldton and Hearst. Highway 17 continues east along the northern shore of Lake Superior. Near White River, the highway enters Algoma District and turns southward. It meets the western terminus of Highway 101 near Wawa, which provides for a shorter route to Sudbury via the Sultan Industrial Road.

South of Wawa, the highway enters Lake Superior Provincial Park. After proceeding through several mountain ranges, and crossing numerous rivers and the Montreal River Hill, the highway enters Sault Ste. Marie. Here a border crossing into the United States is provided via the Sault Ste. Marie International Bridge, which connects with I-75 in Michigan. As the highway exits Sault Ste. Marie to the east, a newly constructed segment of four-lane divided highway branches north; Highway 17B (one of two remaining business routes of Highway 17 in service) continues east through Garden River. The divided highway bypasses Garden River and passes east of Echo Bay before curving south and merging with Highway 17B.

Shortly thereafter, it turns to the east and travels along the North Channel of Lake Huron towards Sudbury, passing through numerous small towns, including Thessalon, Blind River, Massey and McKerrow. At Sudbury, the highway widens into a freeway through the Walden area of the city until reaching the Southwest / Southeast Bypass at Lively, where it narrows again to a Super 2 road. This segment is currently undergoing an environmental assessment, with plans to upgrade it to a full freeway in the next ten years.

### Sudbury to Arnprior

Highway 17 passes to the south of the urban centre of Sudbury. It meets Highway 69 at an interchange. At this interchange, the Southwest and Southeast Bypasses meet, and for just over a kilometre, Highway 17 is a divided four-lane freeway.

The Super 2 continues northeast to meet the original alignment of Highway 17 east of downtown Sudbury. Here it turns east and travels through the city's outlying neighbourhoods of Coniston and Wahnapitae; a new freeway alignment of this route is currently in the planning stages.

The highway route passes through the rural municipalities of Markstay-Warren and West Nipissing before reaching North Bay, where it follows an undivided four-lane expressway alignment, with reduced but not full control of access, through the city of North Bay; as of 2012, early preparations have taken place for a freeway conversion and realignment of this segment. For 4.1 kilometres from Algonquin Avenue to the Twin Lakes area, the route is once again concurrent with Highway 11. At the northern end of this concurrency, Highway 11 travels north towards Cochrane before continuing westward to Nipigon; at the southern end, it continues southward towards Barrie, while Highway 17 turns east toward the Ottawa Valley. An at-grade intersection with Highway 63 is located at approximately the midpoint of the concurrency.

East of North Bay, Highway 17 meets Highway 94, thereafter travelling alongside the Mattawa River to its confluence with the Ottawa River in Mattawa, where it meets Highway 533 at a roundabout. The highway then parallels the Ottawa River through a mountainous region, first passing through the villages of Stonecliffe and Rolphton before arriving in Deep River, a planned community developed as part of the Manhattan Project. It then passes through Chalk River and enters Canadian Forces Base Petawawa.

Beginning at the southern end of the army base, Highway 17 follows the *Pembroke Bypass*, bypassing west of Petawawa and Pembroke, where it intersects Highway 41. The bypass ends at Renfrew County Road 40, north of Muskrat Lake. The highway then travels south through the town of Cobden. It follows a bypass east of Renfrew and meets Highway 60. Highway 17 curves east and passes north of Alexander Stewart Provincial Park. Approximately 200 m (660 ft) west of Scheel Drive, 6 km (3.7 mi) west of Arnprior, the highway divides and widens to four lanes, at which point Highway 417 begins. A disconnected section of Highway 17 still exists within the City of Ottawa, between Ottawa Road 29 and Grants Side Road, travelling parallel to Highway 417. However, it is likely to be downgraded, becoming an extension of Ottawa Road 117.

### Business routes

For many decades, Highway 17 had five business routes. All were at one time the primary route of Highway 17 through their respective locations, and were given the Highway 17B business route designation following the construction or designation of a newer bypass alignment. Only the route in North Bay remains as the business routes in Ottawa, North Bay, Thessalon and Sault Ste. Marie have been decommissioned.

In 2009, a new Highway 17B route was created in the Garden River First Nation.

## Future

With all route planning studies now completed on Highways 11 and 69/400, in the latter half of the 2000s, the Ministry of Transportation's planning branch began undertaking more active preparations for the eventual conversion of Highway 17 to freeway. Although no comprehensive conversion plan is currently in place, planning and construction projects are now underway at a number of locations along the highway.

Sault Ste. Marie MPP David Orazietti has spearheaded a petition to have the entire highway four-laned from Arnprior to Sault Ste. Marie, similar to the campaign previously undertaken by his caucus colleague Rick Bartolucci regarding the extension of Highway 400. Cheryl Gallant, the federal Member of Parliament for Renfrew—Nipissing—Pembroke, has also advocated the four-laning of the highway through the Ottawa Valley toward North Bay, and ultimately the entire length of the highway throughout Northern Ontario.

A 2009 study commissioned by the forestry trade magazine *The Working Forest*, titled "A Vision for Ontario's Trans Canada Highway, North Bay to the Manitoba Border", determined that it would cost the Ontario government $600 million per year over 25 years to convert the entire length of both Highway 17 and Highway 11 to freeway, suggesting that a comprehensive plan would be affordable and achievable if the provincial and federal governments could reach a cost-sharing agreement.

### Renfrew County

Studies are underway on the extension of Highway 417 through the Ottawa Valley region from its current terminus at Arnprior to Petawawa. From Arnprior to Haley Station and from Meath to Petawawa, the proposed freeway route largely follows the existing alignment — in these areas, the current highway route largely avoids existing communities, and thus a second set of lanes can be easily added alongside the existing route. Within the township of Whitewater Region, however, a new alignment is planned several kilometres east of the existing road in order to bypass communities such as Cobden.

In August 2017, the Ministry of Transportation formally confirmed that detail design studies have commenced on the next westward extension of Highway 417, from the existing terminus at Scheel Drive in Arnprior to three kilometres west of the Bruce Street intersection at Renfrew.

### North Bay

Planning studies have been completed for the conversion of Highway 17's alignment through North Bay, which is currently a four-lane expressway with partial but not full control of access, into a full freeway. The plan will include an interchange with a new alignment of Highway 11, which would replace the existing Algonquin Avenue segment. In the city, the four-laned route will follow the existing highway route from the western city limits to Meighen Avenue, and then a new alignment from there to the eastbound Highway 11/17 interchange. The bypassed portion of the current route will be realigned to connect with Lansdowne Avenue. This alignment, nicknamed "Route 6", has been planned since the 1970s; although minor adjustments to the plan have been made since, as of 2017 the ministry has not announced an official construction schedule.

Studies commenced on an extension of the four-lane route easterly to Bonfield in early 2011, and from Eau Claire Station to the Nipissing District-Renfrew County boundary in early 2012; further studies on the routes from Bonfield to Eau Claire Station and from North Bay to Cache Bay are expected to begin at a later date.

### Sudbury

As the extension of Highway 400 approaches Sudbury, the MTO began a route planning and environmental assessment study on Highway 17 easterly from Highway 69 to Markstay in 2010; studies for the segment from Highway 69 westerly to the existing freeway in Walden were completed in 2007. The current route plan involves twinning the existing Southeast Bypass to its terminus, along with the construction of a new four-lane route north of Coniston and Wahnapitae.

Original plans called for a new multi-level interchange with Highway 69 in the Lake Laurentian Conservation Area. However, public consultation has since removed this proposal from the route planning process; all of the plans currently under consideration involve converting the existing alignment of Highway 69 to a full freeway which would meet Highway 17 at the existing interchange.

Preliminary route planning studies have also been completed on the freeway's westerly extension to McKerrow, near Espanola, but no construction schedule has been announced to date. However, the first phase of this route, extending the existing freeway from Municipal Road 55 in Sudbury for six kilometres farther west through the Den-Lou neighbourhood, is currently in the detail design phase.

### Sault Ste. Marie

At Sault Ste. Marie, the expressway segment currently ends six kilometres short of its eventual terminus at Black Road and Second Line, as an agreement has yet to be reached with the Batchawana First Nation regarding land use through Rankin. The completion date for this segment is not currently known. In the interim, highway traffic travels between the expressway and the current highway alignment through Sault Ste. Marie by means of the previously planned northerly extension of Trunk Road.

The former segment of Highway 17 through Garden River was initially redesignated as part of Highway 638, although the Garden River First Nation disputed this designation and insisted that the highway be renamed Highway 17B. As of February 2009, the former route is now designated as Highway 17B. In February 2010, Garden River's band council publicly warned that they would consider imposing tolls on the routes of both Highway 17 and Highway 17B through their territory if the provincial government did not assist the council with a funding shortfall of approximately $1 million.

In February 2011, the Ministry of Transportation announced that the expressway's current level intersection at Highway 638 in Echo Bay will be converted to a full interchange.

### Thunder Bay and Kenora

Construction started in 2004 on a westerly extension of Thunder Bay's Harbour Expressway, from the Thunder Bay Expressway to Vibert Road, intended to serve as a new alignment for Highways 11 and 17.

In July 2008 the federal and provincial governments announced a $6.2 billion infrastructure program that makes the four-laning of Hwys. 11 and 17 near Kenora and Thunder Bay a priority. Engineering work on twinning 11/17 between Nipigon and Thunder Bay was to begin in 2008. On May 1, 2009 the federal and provincial government announced that twinning of Highway 11/17 would begin in 2010. On May 15, 2009, the federal and provincial government announced that twinning of Highway 17 at the Manitoba/Ontario boundary easterly toward Kenora would also begin in 2010. Construction to twin the highway between Ouimet and Dorion northeast of Thunder Bay is currently underway.

On November 19, 2021, the first contracts for the twinning of Highway 17 east from the Manitoba boundary to Kenora were signed. Work is set to begin in the spring of 2022 on the portion from the provincial boundary to Highway 673.

## Major intersections

The following table lists the major junctions along Highway 17, as noted by the Ministry of Transportation of Ontario. Rail and river crossings noted by the ministry are included for remote areas.

| Division | Location | km | mi | Exit | Destinations | Notes |
| --- | --- | --- | --- | --- | --- | --- |
| Kenora | Unorganized Kenora | 0.0 | 0.0 |  | PTH 1 (TCH) west Winnipeg | Continuation into Manitoba |
| | | 6.5 | 4.0 |  | Highway 673 south | Access to Shoal Lake 40 First Nation |
| | | 29.5 | 18.3 | Lindsay Road |  |
| | | 37.6–<br>39.6 | 23.4–<br>24.6 | Highway 17A east – Thunder Bay | Through traffic follows Highway 17A |
| | | 40.4 | 25.1 | Highway 641 north (Laclu Road) |  |
| | | Kenora | 43.4–<br>63.0 | 27.0–<br>39.1 | Keewatin / Kenora connecting link agreement | |
| | | Unorganized Kenora | 67.8–<br>68.1 | 42.1–<br>42.3 | Highway 17A west – Winnipeg | Through traffic follows Highway 17A |
| | | 72.2 | 44.9 | Highway 71 south / TCHSioux Narrows, Nestor Falls, Fort Frances |  |
| | | Machin | 144.6 | 89.9 | Highway 647 north (Blue Lake Road) | Vermillion Bay |
| | | 146.6 | | 91.1 | Highway 105 north (Red Lake Road) – Red Lake |
| | | 160.9 | 100.0 | Highway 594 east (Five Acres Rest) |  |
| | | Unorganized Kenora | 173.8 | 108.0 | Highway 605 north |  |
| | | 185.1 | 115.0 | Highway 665 north (Richan Road) |  |
| | | Dryden | 186.5 | 115.9 | Dryden connecting link agreement begins | |
| | | 189.6 | 117.8 | Highway 601 north (Colonization Avenue) |  |
| | | 189.9 | 118.0 | Highway 594 west (Duke Street) |  |
| | | 191.3 | 118.9 | Dryden connecting link agreement ends | |
| | | 194.6 | 120.9 | Highway 601 north (Airport Road) – Rice Lake |  |
| | | Dinorwic | 217.4 | 135.1 | Highway 72 north – Sioux Lookout |  |
| | | Borups Corners | 228.8 | 142.2 | Highway 603 north – Dyment |  |
| | | Unorganized Kenora | 238.3 | 148.1 | Highway 622 south – Atikokan |  |
| | | Ignace | 297.0 | 184.5 | Highway 599 north |  |
| | | Unorganized Kenora | 307.2 | 190.9 | Gulliver River bridge | |
| Thunder Bay | | Unorganized Thunder Bay | 366.1 | 227.5 | Sheba CPR underpass | |
| | | 386.8 | 240.3 | Little Firesteel River bridge | |
| | Shabaqua Corners | 474.9 | 295.1 |  | Highway 11 west (MOM's Way) / TCHAtikokan, Fort Frances | Western end of Highway 11 Thunder Bay concurrency |
| | Sunshine | 495.9 | 308.1 |  | Highway 102 east (Dawson Road) | Highway 102 western terminus |
| | Oliver Paipoonge | | 511.1 | 317.6 | Highway 590 (Hymers Road) | Kakabeka Falls |
| | 517.4 | | 321.5 | Highway 588 south – Stanley |  |
| | 526.8 | | 327.3 | Highway 130 (Arthur Street West) – Rosslyn | Former Highway 11 / Highway 17 alignment |
| | Thunder Bay | | 539.0 | 334.9 | Highway 61 south (Thunder Bay Expressway) – Duluth  ---  Harbour Expressway east | Highway 11 / Highway 17 follow Thunder Bay Expressway; MOM's Way eastern terminus |
| | 545.0 | | 338.6 | Highway 102 west (Dawson Road) – Kaministiquia | Highway 102 eastern terminus |
| | 551.4 | 342.6 |  | Hodder Avenue / Copenhagen Road | Former Highway 11B west / Highway 17B; eastern end of Thunder Bay Expressway |
| | Shuniah | 555.2 | 345.0 |  | Highway 527 north – Armstrong |  |
| | 585.2 | | 363.6 | Highway 587 south (Pass Lake Road) – Pass Lake |  |
| | Unorganized Thunder Bay | | 621.5 | 386.2 | Highway 582 east (Hurkett Road) – Hurkett |  |
| | 625.8 | | 388.9 | Highway 582 south (Hurkett Road) – Hurkett |  |
| | Red Rock | | 641.3 | 398.5 | Highway 628 east – Red Rock |  |
| | Nipigon | | 649.7 | 403.7 | Highway 585 north (Cameron Falls Road) – Cameron Falls, Pine Portage |  |
| | 654.5 | | 406.7 | Nipigon River Bridge across Nipigon River | |
| | 655.0 | 407.0 |  | Highway 11 east / TCHGreenstone, Cochrane | Eastern end of Highway 11 Thunder Bay concurrency |
| | Unorganized Thunder Bay | 699.2 | 434.5 |  | Little Gravel River bridge | |
| | 730.4 | | 453.8 | Selim CPR underpass | |
| | Schreiber | | 744.9 | 462.9 | Quebec Street |  |
| | Terrace Bay | | 748.6 | 465.2 | Heron Bay CPR underpass | |
| | 757.0 | | 470.4 | Aquasabon River bridge | |
| | 759.1 | | 471.7 | Terrace Bay CPR underpass | |
| | Unorganized Thunder Bay | | 785.7 | 488.2 | Steel River bridge | |
| | 807.5 | | 501.8 | Little Pic River bridge | |
| | Marathon | | 835.4 | 519.1 | Peninsula Road | Formerly Highway 626 south |
| | 842.1 | | 523.3 | Highway 627 south – Heron Bay, Pic River, Pukaskwa National Park |  |
| | Unorganized Thunder Bay | | 875.3 | 543.9 | Highway 614 north (Manitouwadge Road) |  |
| Algoma | White River | | 926.0 | 575.4 | Highway 631 north (Elgin Street) |  |
| | Wawa | | 1,015.6 | 631.1 | Highway 101 east – Chapleau, Timmins | No year-round service including fuel between Wawa and Highway 552 junction (200 km) |
| | Unorganized North Algoma | | 1,028.6–<br>1,117.5 | 639.1–<br>694.4 | Passes through Lake Superior Provincial Park | |
| | 1,120.9 | | 696.5 | Montreal River bridge | |
| | 1,170.8 | | 727.5 | Highway 563Batchawana Bay |  |
| | 1,195.3 | | 742.7 | Harmony River bridge | |
| | 1,209.2 | | 751.4 | Highway 552Goulais Bay |  |
| | 1,221.2 | | 758.8 | Highway 556 east – Heyden |  |
| | Sault Ste. Marie | | 1,225.0 | 761.2 | Beginning of Sault Ste. Marie connecting link agreement | |
| | 1,234.3 | | 767.0 | Highway 550 west (Second Line)<br><br>To I-75 Sault Ste. Marie (MI)  ---  Great Northern Road south | Formerly Highway 17B east |
| | 1,239.3 | | 770.1 | Trunk Road | Formerly Highway 17B west |
| | 1,240.3 | | 770.7 | End of Sault Ste. Marie connecting link agreement | |
| | 1,244.4 | | 773.2 | Highway 17B east – Garden River |  |
| | Garden River First Nation | 1,252.0 | 778.0 |  | Jardun Mine Road |  |
| | 1,253.5 | 778.9 |  | Noonday Drive |  |
| | Macdonald, Meredith and Aberdeen Additional | 1,260.3 | 783.1 |  | Highway 638Echo Bay |  |
| | Macdonald, Meredith and Aberdeen AdditionalLaird boundary | | 1,265.5 | 786.3 | Highway 17B west (Bar River Road) |  |
| | Tarbutt | | 1,280.7 | 795.8 | Highway 548 south – St. Joseph Island |  |
| | Bruce Mines | | 1,300.6 | 808.2 | Highway 638 north (Richardson Street) |  |
| | Thessalon | | 1,320.2 | 820.3 | Highway 129 north – Chapleau |  |
| | Huron Shores | | 1,347.5 | 837.3 | Highway 546 north | Iron Bridge |
| | Blind River | | 1,373.3 | 853.3 | Highway 557 north (Huron Avenue) |  |
| | North Shore | | 1,384.3 | 860.2 | Highway 538 east | Algoma Mills |
| | 1,389.1 | | 863.1 | Highway 538 west |  |
| | 1,403.7 | | 872.2 | Highway 108 north (Elliot Lake Road) – Elliot Lake | Serpent River |
| Sudbury | Sables-Spanish Rivers | | 1,443.7 | 897.1 | Highway 553 north (Imperial Street) | Massey |
| | Baldwin | | 1,469.6 | 913.2 | Highway 6 south – Espanola, Manitoulin Island | McKerrow |
| | Greater Sudbury | | 1,503.8 | 934.4 | Municipal Road 4 north (Fairbank Lake Road) | Formerly Highway 658 north |
| | 1,505.9 | | 935.7 | Municipal Road 55 east – Whitefish | Beginning of freeway segment; former Highway 17 east |
| | 1,520.5 | 944.8 |  | Highway 144 north (Northwest Bypass) – Timmins |  |
| | 1,525.6 | 948.0 |  | Municipal Road 55Lively | End of freeway segment; beginning of Southwest Bypass; former Highway 17 |
| | 1,535.5 | 954.1 |  | Municipal Road 80 (Long Lake Road) |  |
| | 1,538.9 | 956.2 |  | Highway 69 / TCHToronto<br>Municipal Road 46 north (Regent Street) | End of Southwest Bypass; beginning of Southeast Bypass |
| | 1,550.0 | 963.1 |  | Municipal Road 55 west (Kingsway) | End of Southeast Bypass; former Highway 17 west |
| | | 1,552.9 | 964.9 | Municipal Road 93 south (Second Avenue) – Coniston |  |
| | | 1,553.4 | 965.2 | Municipal Road 90 north (Garson Coniston Road) – Garson |  |
| | | 1,558.1 | 968.2 | Municipal Road 537 south – Wahnapitae | Formerly Highway 537 south |
| | | Markstay-Warren | 1,579.1 | 981.2 | Markstay Road / Main Street | Future end of freeway segment in current expansion plans |
| | | 1,589.4 | 987.6 | Highway 535Rivière Veuve, St. Charles, Noëlville | Hagar |
| | | 1,597.8 | 992.8 | Highway 539 north – River Valley | Warren |
| Nipissing | | West Nipissing | 1,611.4 | 1,001.3 | Highway 575 north – Field | Verner |
| | | 1,612.4 | 1,001.9 |  | Highway 64 south – Lavigne, Noëlville | Western end of Highway 64 concurrency |
| | | 1,627.5 | 1,011.3 |  | Leblanc Road | Beginning of Sturgeon Falls connecting link agreement |
| | | 1,629.0 | 1,012.2 |  | Highway 64 north – Field | Eastern end of Highway 64 concurrency |
| | | 1,629.9 | 1,012.8 |  | Nipissing Street | End of Sturgeon Falls connecting link agreement |
| | | Nipissing First Nation | 1,661.8 | 1,032.6 | Highway 17B east (Main Street West) |  |
| | North Bay | 1,665.5 | 1,034.9 |  | Highway 11 (Algonquin Avenue) / TCHTimmins, Cochrane | Western end of Highway 11 North Bay concurrency; former Highway 11B south |
| | 1,667.8 | 1,036.3 |  | Highway 63 north (Trout Lake Road / Cassels Street) – Temiscaming | Formerly Highway 17B west |
| | 1,669.6 | 1,037.4 |  | Highway 11 south – Toronto | Eastern end of Highway 11 North Bay concurrency; Highway 11 exit 344 |
| | East Ferris | 1,680.2 | 1,044.0 |  | Highway 94 south – Corbeil |  |
| | Bonfield | | 1,692.9 | 1,051.9 | Highway 531 south – Bonfield |  |
| | Calvin | | 1,710.6 | 1,062.9 | Highway 630 south – Kiosk | Eau Claire Station |
| | Mattawa | | 1,729.6 | 1,074.7 | Highway 533 north (Main Street) |  |
| Renfrew | Head, Clara and Maria | | 1,763.7 | 1,095.9 | Deux-Rivières CPR underpass | |
| | | | 1,799.7 | 1,118.3 | Stonecliffe CPR overpass | |
| | Laurentian Hills | | 1,814.9 | 1,127.7 | County Road 635 north (Swisha Road) | Rolphton; location of Nuclear Power Demonstration, the first CANDU reactor; formerly Highway 635 north |
| | Deep River | | 1,833.2 | 1,139.1 | County Road 72 east (Ridge Road) |  |
| | 1,834.1 | | 1,139.7 | County Road 73 north (Deep River Road) |  |
| | Petawawa | | 1,861.6 | 1,156.7 | County Road 55 east (Paquette Road) |  |
| | 1,863.6 | | 1,158.0 | County Road 37 east (Murphy Road) |  |
| | 1,870.2 | | 1,162.1 | County Road 26 (Doran Road) |  |
| | Laurentian Valley | | 1,873.2 | 1,164.0 | County Road 42 east (Forest Lea Road) |  |
| | 1,877.5 | | 1,166.6 | County Road 58 (Round Lake Road) | Formerly Highway 62 west / Highway 148 east |
| | Pembroke | | 1,883.3 | 1,170.2 | Highway 41 (Paul Martin Drive) – Eganville, Pembroke |  |
| | Laurentian Valley | | 1,873.2 | 1,164.0 | County Road 24 (White Water Road) |  |
| | Whitewater Region | | 1,894.4 | 1,177.1 | County Road 40 east (Greenwood Road) | Beginning of proposed realignment of Highway 17 |
| | 1,899.0 | | 1,180.0 | County Road 13 south (Mountain Road) |  |
| | 1,911.0 | | 1,187.4 | County Road 8 west (Main Street) | Cobden |
| | 1,912.3 | | 1,188.2 | County Road 7 east (Foresters Falls Road) |  |
| | 1,923.0 | | 1,194.9 | County Road 653 east – Chenaux<br>County Road 61 west (Godfrey Road) – Haley Station | Formerly Highway 653 east |
| | Horton | | 1,930.2 | 1,199.4 | County Road 4 west (Storyland Road) |  |
| | 1,934.7 | | 1,202.2 | County Road 20 (Castleford Road / Bruce Street) |  |
| | Renfrew | | 1,937.4 | 1,203.8 | Highway 60 west (O'Brien Road) – Huntsville, Algonquin Provincial Park |  |
| | Horton | | 1,939.8 | 1,205.3 | County Road 6 (Gillan Road / Lochwinnoch Road) |  |
| | McNab/Braeside | | 1,948.2 | 1,210.6 | County Road 63 (Miller Road / Anderson Road) |  |
| | 1,950.3 | 1,211.9 | 194 | County Road 508 west (Calabogie Road) – Calabogie<br>County Road 54 east (McLean Drive) – Glasgow Station, Braeside | Formerly Highway 508 west |
| | 1,953.3 | 1,213.7 |  | Highway 417 east / TCHArnprior, Ottawa | Freeway begins; continues east as Highway 417 |
| Gap in route | | | | | | | |
| Ottawa | | 2,033.2 | 1,263.4 |  | Road 174 begins<br>Highway 417 / TCHOttawa, Cornwall, Montreal | The Split; Highway 417 exit 113A; former Highway 17 follows Road 174; beginning of freeway |
| | 2,034.3 | 1,264.1 |  | Road 27 (Blair Road) |  |
| | 2,036.9 | 1,265.7 |  | Road 34 (Montreal Road) | Formerly Highway 17B west |
| | 2,041.1 | 1,268.3 |  | Road 47 (Jeanne d'Arc Boulevard) |  |
| | 2,043.1 | 1,269.5 |  | Road 84 (Place d'Orléans Drive)<br>Road 39 (Champlain Street) |  |
| | 2,044.5 | 1,270.4 |  | Road 47 (Tenth Line Road) |  |
| | 2,046.5 | 1,271.6 |  | Road 57 (Trim Road) | At-grade; end of freeway |
| OttawaPrescott and Russell boundary | OttawaClarence-Rockland boundary | 2,059.5 | 1,279.7 |  | Ottawa Road 174 ends<br>Prescott and Russell County Road 17 begins |  |
| Prescott and Russell | Hawkesbury | 2,119.6 | 1,317.1 |  | Highway 34Hawkesbury, Vankleek Hill |  |
| | East Hawkesbury | 2,129.3 | 1,323.1 |  | Highway 417 east / TCHMontreal | Former Highway 17 eastern terminus; westbound exit and eastbound entrance; Highway 417 exit 9 |
| 1.000 mi = 1.609 km; 1.000 km = 0.621 mi<br>* Closed/former * Concurrency terminus * Route transition | | | | | | |

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58. Chase, Sean (November 30, 2012). "Highway 417 opens at Arnprior". *The Pembroke Observer*. Canoe Sun Media. Retrieved December 2, 2012.
59. Dixon, Anthony (January 19, 2011). "Expansion is Crucial to Area". *The Pembroke Observer*. Canoe Sun Media. Archived from the original on January 15, 2013. Retrieved June 18, 2012.
60. Turnbull, Robert. "The Scenic Wonders of Highway 17 - From the Soo to Thunder Bay". *The Globe and Mail*. Vol. 129, no. 38, 235. Toronto. p. 33. Certainly, there is no more spectacular drive in Ontario than along most of the 447 miles of No. 17 Highway between Ste. Marie and Thunder Bay.
61. "4 Lane 17". *4lane17.com*. Archived from the original on 13 October 2016. Retrieved 10 April 2018.
62. "Cheryl Gallant pushing highway expansion". *Pembroke Observer*, February 2010.
63. "Four-Laning". *Temiskaming Speaker*, December 2, 2009.
64. "County council talks 417 widening". *Pembroke Daily Observer*, November 1, 2012.
65. "Province confirms design plans for Highway 17 expansion in Renfrew County". *Inside Ottawa Valley*, August 8, 2017.
66. "MTO maps new Highway 11-17 expressway". *Northern Ontario Business*, March 11, 2008.
67. "North Bay Expressway 'footprint' updated". *North Bay Nugget*, July 27, 2012.
68. "Exploring expansion: MTO studies Highway 17". *North Bay Nugget*, February 3, 2011.
69. Highway 17 Route Planning Study: Sudbury to Markstay Archived 2011-07-06 at the Wayback Machine. Stantec Consulting.
70. Stantec (January 26, 2011). Route Planning and Environmental Assessment Study, Public Information Centre #1 (PDF) (Report). Ministry of Transportation of Ontario. Retrieved February 22, 2011.
71. Stantec (April 16, 2013). Route Planning and Environmental Assessment Study, Public Information Centre #3 (Report). Ministry of Transportation of Ontario. Archived from the original on September 23, 2013. Retrieved July 23, 2013.
72. "Google Maps". *Google Maps*. Retrieved 10 April 2018.
73. "Province mum on legality of toll on Hwy. 17E". *Sault Star*, February 5, 2010.
74. "It's official: Hwy. 638 to get interchange at bypass". *Sault Star*, February 4, 2011.
75. "McGuinty Government Secures Partnership To Improve Northern Highways", MNDM, November 21, 2003.
76. "Local News". The Chronicle-Journal. Retrieved 2010-12-29.
77. "News | Ministry of Northern Development, Mines and Forestry". Mndm.gov.on.ca. Retrieved 2010-12-29.
78. "Northern Highway Improvements Around The Corner". News.ontario.ca. Retrieved 2010-12-29.
79. Lefebvre, Charles. "Ontario moves forward on twinning highway between Manitoba border and Kenora". *CTV News*. Winnipeg. Retrieved November 19, 2021.
Bibliography * Shragge, John; Bagnato, Sharon (1984). *From Footpaths to Freeways*. Ontario Ministry of Transportation and Communications, Historical Committee. ISBN 0-7743-9388-2.

Template:Attached KML/Ontario Highway 17KML is from Wikidata

## InfoBox

| Highway 17 | |
| --- | --- |
| Trans-Canada Highway | |
| ON 17 highlighted in red | |
| Route information | |
| Maintained by Ministry of Transportation of Ontario | |
| Length | 1,964.0 km (1,220.4 mi) |
| Existed | July 9, 1920–present |
| Tourist<br>routes | Lake Superior Circle Tour<br>Lake Huron Circle Tour |
| Major junctions | |
| West end | PTH 1 (TCH) towards Winnipeg |
| Major intersections | Highway 71Kenora<br>Highway 61Thunder Bay<br>Highway 11Nipigon<br>Highway 101Wawa<br><br>To I-75 in Sault Ste. Marie<br>Highway 6McKerrow<br>Highway 69Sudbury<br>Highway 11North Bay<br>Highway 41Pembroke<br>Highway 60Renfrew |
| East end | Highway 417 near Arnprior |
|  | |
| Location | |
| Country | Canada |
| Province | Ontario |
| Major cities | Kenora, Dryden, Ignace, Thunder Bay, Wawa, Sault Ste. Marie, Sudbury, North Bay, Mattawa, Petawawa, Pembroke, Arnprior |
|  | |
| Highway system | |
|  | |
| Highway 16   Highway 17A | |


title: Var1 protein domain

abstract: In molecular biology, VAR1 protein domain, otherwise known as variant protein 1, is a ribosomal protein that forms part of the small ribosomal subunit in yeast mitochondria. Mitochondria possess their own ribosomes responsible for the synthesis of a small number of proteins encoded by the mitochondrial genome. VAR1 is the only protein in the yeast mitochondrial ribosome to be encoded in the mitochondria - the remaining approximately 80 ribosomal proteins are encoded in the nucleus. VAR1 along with 15S rRNA are necessary for the formation of mature 37S subunits.

text:
# Var1 protein domain

In molecular biology, **VAR1** protein domain, otherwise known as variant protein 1, is a ribosomal protein that forms part of the small ribosomal subunit in yeast mitochondria. Mitochondria possess their own ribosomes responsible for the synthesis of a small number of proteins encoded by the mitochondrial genome. VAR1 is the only protein in the yeast mitochondrial ribosome to be encoded in the mitochondria \- the remaining approximately 80 ribosomal proteins are encoded in the nucleus. VAR1 along with 15S rRNA are necessary for the formation of mature 37S subunits.

## Function

It is thought that Var1 plays a role in the early steps of small subunit assembly and is required for the incorporation of at least one ribosomal protein. It is important for mitochondrial translational initiation, since it requires the interaction between the small ribosomal subunit and the message-specific translation factors.

## Ribosomal proteins in translation

Ribosomes are the organelles that catalyse mRNA-directed protein synthesis in all organisms. The codons of the mRNA are exposed on the ribosome to allow tRNA binding. This leads to the incorporation of amino acids into the growing polypeptide chain in accordance with the genetic information. Incoming amino acid monomers enter the ribosomal A site in the form of aminoacyl-tRNAs complexed with elongation factor Tu (EF-Tu) and GTP. The growing polypeptide chain, situated in the P site as peptidyl-tRNA, is then transferred to aminoacyl-tRNA and the new peptidyl-tRNA, extended by one residue, is translocated to the P site with the aid the elongation factor G (EF-G) and GTP as the deacylated tRNA is released from the ribosome through one or more exit sites. Since Var1 helps form the small subunit of the ribosome, its significance become apparent in translation and cell survival.

This article incorporates text from the public domain Pfam and InterPro: IPR007980

## InfoBox

| VAR1 | |
| --- | --- |
| Identifiers | |
| Symbol | VAR1 |
| Pfam | PF05316 |
| InterPro | IPR007980 |
| Available protein structures:  Pfam structures / ECOD  PDB RCSB PDB; PDBe; PDBj  PDBsum structure summary | |


title: Helix asemnis

abstract: Helix asemnis is a species of gastropods belonging to the family Helicidae. The species is found in Mediterranean.

text:
# Helix asemnis

***Helix asemnis*** is a species of gastropods belonging to the family Helicidae.

The species is found in Mediterranean.

## InfoBox

| *Helix asemnis* | |
| --- | --- |
|  | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Mollusca |
| Class: | Gastropoda |
| Order: | Stylommatophora |
| Family: | Helicidae |
| Genus: | *Helix* |
| Species: | ***H. asemnis*** |
| Binomial name | |
| ***Helix asemnis***<br>Bourguignat, 1860 | |
|
| Synonyms | |
| *Helix adanensis* Kobelt, 1896 | |


title: R v JA

abstract: R v JA 2011 SCC 28 is a criminal law decision of the Supreme Court of Canada regarding consent in cases of sexual assaults. The court found that a person can only consent to sexual activity if they are conscious throughout that activity. If a person becomes unconscious during the sexual activity, then they legally cannot consent, whether or not they consented earlier. In addition to the two parties, the Court heard from two interveners: the Attorney General of Canada and the Women's Legal Education and Action Fund (LEAF).

text:
# R v JA

***R v JA*** 2011 SCC 28 is a criminal law decision of the Supreme Court of Canada regarding consent in cases of sexual assaults. The court found that a person can only consent to sexual activity if they are conscious throughout that activity. If a person becomes unconscious during the sexual activity, then they legally cannot consent, whether or not they consented earlier. In addition to the two parties (J.A. and the Attorney General of Ontario), the Court heard from two interveners: the Attorney General of Canada and the Women's Legal Education and Action Fund (LEAF).

## Background

### Alleged offence

On May 27, 2007, J.A. and his long-term partner, K.D., began having consensual sexual activity together. During the sexual activity, K.D. consented for J.A. to choke her as part of the sexual activity. K.D. lost consciousness for about three minutes, and she understood this might happen when she consented to being choked.

While K.D. was unconscious, J.A. tied K.D. up and performed additional sexual acts on her. In her testimony, K.D. was not clear whether she knew or consented to that sexual activity J.A. performed on her while she was unconscious. After K.D. regained consciousness, she and J.A. continued having consensual sexual activity.

On July 11, 2007, K.D. made a complaint to the police, saying that the activity was not consensual, although she later recanted her statement. J.A. was charged with aggravated assault, sexual assault, attempting to render a person unconscious in order to sexually assault them, and breaching a probation order.

### Trial

At trial, the trial judge found that K.D. had consented to being choked into unconsciousness. Although the court found that this was bodily harm, the trial judge found that it was too transient to amount to bodily harm. As a result, the judge acquitted J.A. of aggravated assault and choking K.D. However, the trial judge found either K.D. did not consent to the sexual activity, or if she did, then she could not legally consent to sexual activity taking place while she was unconscious. J.A. was found guilty of sexual assault and breaching his probation order.

### Appeal

On appeal, the Court of Appeal for Ontario was unanimous that there was insufficient evidence to conclude that K.D. did not consent to the sexual activity.

In addition, the majority found that persons can consent to sexual activity to take place after they are rendered unconscious. The majority also concluded that while the trial judge erred and that there was, in fact, bodily harm, they ruled that bodily harm cannot vitiate consent on a charge of only sexual assault.

The dissenting judge found that consent for the purpose of sexual assault required an active mind during the sexual activity in question.

## Reasons of the court

The Supreme Court of Canada only ruled on the issue of whether consent for the purpose of sexual assault requires an active mind during the sexual activity in question.

### Majority

The majority judgment was given by Chief Justice Beverley McLachlin.

The majority reviewed the definition of consent for sexual assaults found in section 273.1 of the Criminal Code, and concluded that: "Parliament viewed consent as the conscious agreement of the complainant to engage in every sexual act in a particular encounter." Ultimately, the majority concluded that Parliament intended for a person to have an active mind during the sexual activity in question.

In coming to their conclusion, the majority noted the following:

1. Consent in advance is not a defence, as a person must be able to withdraw their consent during the sexual activity in question.
2. The rule only applies to consent in cases of sexual assault.
3. Although this may lead to an odd interpretation, such as one partner kissing the other partner while they are asleep, the majority found that this was Parliament's intention, and it cannot be overruled without a constitutional challenge. (See Canadian Charter of Rights and Freedoms#Interpretation and enforcement.)

As a result, J.A. was guilty of sexual assault.

### Dissent

The dissenting judgment was given by Justice Morris Fish.

The dissent found a number of problems with the majority's interpretation:

1. It would deprive women of their freedom to engage in sexual activity that does not result in bodily harm.
2. It would mean that cohabiting partners, including spouses, risk having one partner commit a sexual assault when that partner kisses or caresses their sleeping partner, even with that sleeping partner's prior express consent.

The dissent found that absent a clear prohibition in the Criminal Code, a conscious person can consent in advance to sexual activity to take place while they are unconscious, provided there is no bodily harm, and provided the sexual activity did not go beyond what was agreed to.

## Critical review

The case drew much attention from the media and legal analysts.

Elizabeth Sheehy, a law professor at the University of Ottawa who represented LEAF at the Supreme Court, said that the decision protects women who are vulnerable to sexual exploitation because they are asleep, medicated, have episodic disabilities, or are drunk. Sheehy noted that the decision upheld that "unconscious women are not sexually available". Melanie Randall, who drafted some of the legal arguments for LEAF, said that the decision does not change the law and merely reaffirms the law that has been in place since 1983.

Martha Shaffer, a law professor at the University of Toronto, said that the Criminal Code was explicit that a person could not consent if they were unconscious, but it was not expressly clear whether prior consent could be given. "Now the law is clear: The notion that you give prior consent is not recognized in Canadian law", Shaffer said.

Rosie DiManno, a columnist with the *Toronto Star*, criticized the decision, saying that it "infantilizes" women.

1. SCC Case Information - Docket 33684 Supreme Court of Canada
2. *Criminal Code*, RSC 1985, c C-46, s 273.1.
3. Mike Blanchfield (27 May 2011). "Woman can't consent to sex while unconscious, Supreme Court rules". *The Toronto Star*. Retrieved 30 May 2011.
4. Jill Mahoney and Kirk Makin (27 May 2011). "No consent in unconscious sex case, Supreme Court rules". *The Globe and Mail*. Retrieved 30 May 2011.
5. Alison Crawford (27 May 2011). "No consent in unconscious sex case: Supreme Court". *Canadian Broadcasting Corporation*. Retrieved 30 May 2011.
6. Kazi Stastna (27 May 2011). "AnalysisSupreme Court decision on sexual consent". *Canadian Broadcasting Corporation*. Retrieved 30 May 2011.
7. Rosie DiManno (29 May 2011). "DiManno: Supreme Court's consent ruling infantilizes women". *Toronto Star*. Retrieved 30 May 2011.

## InfoBox

| R v JA | |
| --- | --- |
| **Supreme Court of Canada** | |
| Hearing: November 8, 2010
Judgment: May 27, 2011 | |
| Full case name | *Her Majesty The Queen v JA* |
| Citations | 2011 SCC 28 |
| Docket No. | 33684 |
| Prior history | Judgment for the defendant in the Court of Appeal for Ontario |
| Ruling | Appeal allowed and conviction entered |
| Holding | |
| A person can only legally consent to sexual activity if they have an operating mind during the sexual activity in question. Therefore, performing sexual activity on an unconscious person is a criminal offence *whether or not the unconscious person consented in advance.* | |
| Court membership | |
| **Chief Justice:** Beverley McLachlin
**Puisne Justices:** Ian Binnie, Louis LeBel, Marie Deschamps, Morris Fish, Rosalie Abella, Louise Charron, Marshall Rothstein, Thomas Cromwell | |
| Reasons given | |
| Majority | McLachlin (paras. 1–67), joined by Deschamps, Abella, Charron, Rothstein, and Cromwell |
| Dissent | Fish (paras. 68–145), joined by Binnie and LeBel |


title: John Lloyd (political reformer)

abstract: John Lloyd was a Welsh-born barrister who became a prominent figure in the local government of London. The son of John Lloyd of Dinas, Brecon, he was educated at Bridgnorth Grammar School before attending St John's College, Oxford. He did not graduate, instead leaving Oxford to manage his family's estates in Breconshire, Monmouthshire and Herefordshire. He had been introduced to cricket at Bridgnorth and along with brothers Penry Lloyd and Thomas Conway Lloyd became a regular wicketkeeper/batsman for the South Wales Cricket Club. In 1864, he captained the side on tour against "Gentleman of Sussex" in a match played at the Royal Brunswick Ground. The match featured the first ever century in the career of W.G.Grace who struck 170 guesting for the South Wales team just before his 16th birthday, including a second wicket partnership of 188 with his captain who recorded his career best of 82. In 1877 Lloyd moved to London, where he was called to the bar at the Middle Temple. In London he became involved in local government, and as secretary of the London Municipal Reform League campaigned for the creation of the London County Council. When the first elections to the county council were held in January 1889, he was elected as a Progressive Party councillor representing North Kensington. Re-elected in 1892, he was defeated in 1895 and failed to regain his council seat at subsequent elections. He died at his home in Bayswater, London in 1915, aged 81. He was buried in Talachddu, Breconshire.

text:
# John Lloyd (political reformer)

**John Lloyd** (3 September 1833 – 6 June 1915) was a Welsh-born barrister who became a prominent figure in the local government of London.

The son of John Lloyd of Dinas, Brecon, he was educated at Bridgnorth Grammar School before attending St John's College, Oxford. He did not graduate, instead leaving Oxford to manage his family's estates in Breconshire, Monmouthshire and Herefordshire.

He had been introduced to cricket at Bridgnorth and along with brothers Penry Lloyd and Thomas Conway Lloyd became a regular wicketkeeper/batsman for the South Wales Cricket Club. In 1864, he captained the side on tour against "Gentleman of Sussex" in a match played at the Royal Brunswick Ground. The match featured the first ever century in the career of W.G.Grace who struck 170 guesting for the South Wales team just before his 16th birthday, including a second wicket partnership of 188 with his captain who recorded his career best of 82.

In 1877 Lloyd moved to London, where he was called to the bar at the Middle Temple. In London he became involved in local government, and as secretary of the London Municipal Reform League campaigned for the creation of the London County Council. When the first elections to the county council were held in January 1889, he was elected as a Progressive Party councillor representing North Kensington. Re-elected in 1892, he was defeated in 1895 and failed to regain his council seat at subsequent elections.

He died at his home in Bayswater, London in 1915, aged 81. He was buried in Talachddu, Breconshire.


title: Mitsubishi Mirage Dingo

abstract: The Mitsubishi Mirage Dingo is a mini MPV built by Mitsubishi Motors from 1998 to 2003, using a shortened version of the Mirage platform.

text:
# Mitsubishi Mirage Dingo

The **Mitsubishi Mirage Dingo** is a mini MPV built by Mitsubishi Motors from 1998 to 2003, using a shortened version of the Mirage platform.

## Overview

The "Dingo" name is derived from Bingo and its connotations of good fortune, but with the B replaced by D to represent Mitsubishi's Diamond logo. The "Dingo" name also sourced from a wild dog native to Australia, dingo (*Canis lupus dingo*). In Japan, it was sold at a specific retail chain called *Car Plaza*. Exterior and Interior is highly similar to Mitsubishi Dion which is an MPV sold in Japan.

As with most direct competitors in the market segment, accommodation is limited to two rows and five seats. The rear bench is split 50-50, with each section able to be slid forwards or backwards individually. Alternatively, folding or detaching the rear chairs provides a large and flat storage area. The rear seats can also be flipped downward to form a pair of beds. Because the gearshift is column-mounted there is no transmission tunnel, thus enabling occupants to walk between front and rear seats.

Initially available with the *4G15 "Orion"* 1.5 L GDI powerplant mated to an *INVECS-II* 4-speed automatic, a smaller 1.3 L version (without GDI) and a larger *4G93* 1.8 L version were introduced with a facelift in 2000, as well as Mitsubishi's *INVECS-III* continuously variable transmission.

## Hafei Saima

In China, the Dingo is license-built and marketed as the **Hafei Saima** from April 2001 to 2014.

## Annual sales

| Year | Domestic sales | Exports |
| --- | --- | --- |
| 1998 | unknown | |
| 1999 | |
| 2000 | 16,696 | 1 |
| 2001 | 15,143 | - |
| 2002 | 4,076 | - |
| 2003 | 24 | 143 |
| 2004 | - | 127 |
|

*(Sources: Facts & Figures 2000, Facts & Figures 2005, Mitsubishi Motors website)*

## InfoBox

| Mitsubishi Mirage Dingo | |
| --- | --- |
| Pre-facelift Mitsubishi Mirage Dingo | |
| Overview | |
| Manufacturer | Mitsubishi Motors |
| Also called | Hafei Saima (China) |
| Production | 1998–2003
2001–2014 (China) |
| Assembly | Japan
China: Harbin (Hafei) |
| Body and chassis | |
| Class | Mini MPV |
| Body style | 5-door hatchback |
| Powertrain | |
| Engine | *4G13* 1.3 L I4
*4G15* 1.5 L GDI I4
*4G93* 1.8 L GDI I4 (2000–03) |
| Transmission | *INVECS-II* 4-speed automatic (1998–2000)
4-speed automatic (2000–03)
*INVECS-III* CVT (2000–03) |
| Dimensions | |
| Wheelbase | 2,440 mm (96.1 in) |
| Length | 3,885–3,920 mm (153.0–154.3 in) |
| Width | 1,695 mm (66.7 in) |
| Height | 1,620–1,635 mm (63.8–64.4 in) |
| Curb weight | 1,170–1,280 kg (2,579.4–2,821.9 lb) |
| Chronology | |
| Successor | Mitsubishi Colt |


title: Walt Vezmar

abstract: Walter Vezmar was an American football player. Vezmar was born in Detroit in 1925 and attended Northeastern High School. He served in the Army during World War II. He sustained a head injury while serving with the Ranger during the Battle of Anzio in 1944. After the war, he played college football for Michigan State. During a game in November 1945, he aggravated his wartime head injury and was advised by doctors to quit the game. He was also declared academically ineligible and signed with the Detroit Lions in June 1946. He appeared in 11 games for the Lions 1946 at age 21 and also appeared in two games in 1947. He was Rookie of the Year with the Lions. In 1948 and 1949, he played for the Paterson Panthers of the American Football League. He also played for the New York Yaks in 1949. In 1951, he enlisted in the Air Force. He later became a minister with the Baptist church. He died in 1981 in Pollock, Louisiana.

text:
# Walt Vezmar

**Walter Vezmar** (January 1, 1925 – May 28, 1981) was an American football player.

Vezmar was born in Detroit in 1925 and attended Northeastern High School. He served in the Army during World War II. He sustained a head injury while serving with the Ranger during the Battle of Anzio in 1944.

After the war, he played college football for Michigan State. During a game in November 1945, he aggravated his wartime head injury and was advised by doctors to quit the game. He was also declared academically ineligible and signed with the Detroit Lions in June 1946. He appeared in 11 games for the Lions 1946 at age 21 and also appeared in two games in 1947. He was Rookie of the Year with the Lions. In 1948 and 1949, he played for the Paterson Panthers of the American Football League.

He also played for the New York Yaks in 1949. In 1951, he enlisted in the Air Force. He later became a minister with the Baptist church. He died in 1981 in Pollock, Louisiana.

## InfoBox

Walt Vezmar
| No. 33 | |
| --- | --- |
| Position: | Guard |
| Personal information | |
| Born: | (1925-01-01)January 1, 1925
Detroit, Michigan, U.S. |
| Died: | May 28, 1981(1981-05-28) (aged 56)
Pollock, Louisiana, U.S. |
| Height: | 5 ft 11 in (1.80 m) |
| Weight: | 235 lb (107 kg) |
| Career information | |
| High school: | Northeastern (Detroit, MI) |
| College: | Michigan State University |
| Career history | |
|  | |
|  | |
|  | |
| Player stats at **PFR** | |
|  | |


title: Open Shading Language

abstract: Open Shading Language (OSL) is a shading language developed by Sony Pictures Imageworks, a Canadian visual effects and computer animation studio headquartered in Vancouver, British Columbia and Montreal, Quebec, with an additional office on the Sony Pictures Studios lot in Culver City, California, a unit of Sony Pictures Entertainment's Motion Picture Group, which through an intermediate holding company called Sony Film Holding Inc., it is operated as a subsidiary of Sony Entertainment Inc., which is itself a subsidiary of the Japanese multinational technology and media conglomerate Sony Group Corporation, for use in its Arnold Renderer. It is also supported by Illumination Research's 3Delight renderer, Otoy's Octane Render, V-Ray 3, Redshift, and the Cycles render engine in Blender. OSL's surface and volume shaders define how surfaces or volumes scatter light in a way that allows for importance sampling; thus, it is well suited for physically based renderers that support ray tracing and global illumination. In RenderMan, OSL is also an important module. It is modified there for better AVX2 and AVX-512 instruction set support with doubled performance. Release 1.12 supports C++14 as default, but also newer C++17 and C++20. OpenImageIO support will be dropped for 2.0 with support of 2.2. Minimum OpenEXR Version changes up to 2.3. SIMD Batch shader Mode and OptiX support are in development and experimental. CUDA 11 and OptiX 7.1 are here supported levels. 1.12.6 is supported in Blender 3.4. 1.12.6.2 is the first new release of the 1.12 series with a stable API. 1.12.13 is the current version.

text:
# Open Shading Language

**Open Shading Language** (OSL) is a shading language developed by Sony Pictures Imageworks, a Canadian visual effects and computer animation studio headquartered in Vancouver, British Columbia and Montreal, Quebec, with an additional office on the Sony Pictures Studios lot in Culver City, California, a unit of Sony Pictures Entertainment's Motion Picture Group, which through an intermediate holding company called Sony Film Holding Inc., it is operated as a subsidiary of Sony Entertainment Inc., which is itself a subsidiary of the Japanese multinational technology and media conglomerate Sony Group Corporation, for use in its Arnold Renderer. It is also supported by Illumination Research's 3Delight renderer, Otoy's Octane Render, V-Ray 3, Redshift (from April 2021), and the Cycles render engine in Blender (starting with Blender 2.65). OSL's surface and volume shaders define how surfaces or volumes scatter light in a way that allows for importance sampling; thus, it is well suited for physically based renderers that support ray tracing and global illumination.

In RenderMan, OSL is also an important module. It is modified there for better AVX2 and AVX-512 instruction set support with doubled performance.

Release 1.12 supports C++14 as default, but also newer C++17 and C++20. OpenImageIO support will be dropped for 2.0 with support of 2.2. Minimum OpenEXR Version changes up to 2.3. SIMD Batch shader Mode and OptiX support are in development and experimental. CUDA 11 and OptiX 7.1 are here supported levels. 1.12.6 is supported in Blender 3.4. 1.12.6.2 is the first new release of the 1.12 series with a stable API. 1.12.13 is the current version.

## Origin

Larry Gritz explain origin of Open Shading Language:

> We had a renderer (Sony Imageworks's fork of the Arnold renderer) where shaders were implemented as C++ plugins, and that had many problems. We desired a shading language for the renderer, and this is the one I designed. In addition to just wanting a language, we also sought to make many improvements over previous shading languages. We explained a lot of the details about the new ideas in this SIGGRAPH 2010 talk 'Open Shading Language'. And apparently, the rest of the industry agreed, because it resulted in an 2017 Academy technical achievement award.
>
> *email from Larry Gritz* (2022.06.27)

## Movies

Many movies made in 2012 or later have used OSL, including:

### 2017

### 2018

* *Peter Rabbit*
* *Black Panther*
* *Annihilation*
* *Red Sparrow*
* *Pacific Rim Uprising*
* *Avengers Infinity War*
* *Deadpool 2*
* *Incredibles 2*
* *Jurassic World: Fallen Kingdom*
* *Hotel Transylvania 3: Summer Vacation*
* *Ant Man and the Wasp*
* *Skyscraper*
* *Mission Impossible: Fallout*
* *The Meg*
* *Kin*
* *Smallfoot*
* *Alpha*
* *Venom*
* *First Man*
* *Bad Times at the El Royale*
* *Fantastic Beasts: The Crimes of Grindelwald*
* *Bohemian Rhapsody*
* *Holmes and Watson*
* *Spider-Man: Into the Spider-Verse*

### 2019

* *The Kid Who Would Be King*
* *Alita: Battle Angel*
* *Lego Movie 2*
* *Lucky 13* (an episode of *Love, Death & Robots*)
* *Captain Marvel*
* *Triple Frontier*
* *Avengers: Endgame*
* *Pokémon Detective Pikachu*
* *Godzilla: King of Monsters*
* *Rim of the World*
* *John Wick 3 Parabellum*
* *Men in Black International*
* *Toy Story 4*
* *Spider-Man: Far From Home*
* *Hobbs & Shaw*
* *Angry Birds 2*
* *The Art of Racing in the Rain*
* *Secret Life of Pets*
* *The Mandalorian (S1)*
* *The Dark Crystal: Age of Resistance*
* *The King*
* *Jumanji: The Next Level*
* *Richard Jewell*
* *Game of Thrones (S8)*
* *Lost in Space (S1)*
* *Togo*

### 2020

* *Underwater*
* *Birds of Prey*
* *Onward*
* *Bloodshot*
* *Greyhound*
* *The Old Guard*
* *Mulan*
* *Tenet*
* *The New Mutants*
* *Artemis Fowl*
* *The Eight Hundred*
* *Over the Moon*
* *Wonder Woman 1984*
* *Soul*
* *The Mandalorian* (S2)

### 2021 / upcoming

* *Chaos Walking*
* *Peter Rabbit 2: The Runaway*
* *The Falcon and the Winter Soldier*
* *Secret Magic Control Agency*
* *Zack Snyder's Justice League*
* *The Mitchells vs the Machines*
* *Jupiter's Legacy*
* *Luca*
* *F9*

## InfoBox

Open Shading Language (OSL)
|
|  |
| Developer(s) | Academy Software Foundation |
|  | |
| Stable release | 1.12.13.0 / 1 July 2023 (2023-07-01) |
|  | |
| Repository |  |
| Type | Shading language |
| License | BSD license 3-clause |
| Website | github/OpenShadingLanguage |


title: Nyokon language

abstract: The Nyokon language, also known as Nyo'o (ninyɔ̃'ɔ̃), is a Southern Bantoid language of Cameroon.

text:
# Nyokon language

The **Nyokon language**, also known as **Nyo'o** (*ninyɔ̃'ɔ̃*), is a Southern Bantoid language of Cameroon.

## InfoBox

| Nyokon | |
| --- | --- |
| Nyo'o | |
| Native to | Cameroon |
| Native speakers | (3,900 cited 1956 \[*sic*\]) |
| Language family | Niger–Congo? |
| Language codes | |
| ISO 639-3 | `nvo` |
| *Glottolog* | `nyok1243` |
| Guthrie code | `A.45` |


title: Vancouver Coastal Health

abstract: Vancouver Coastal Health (VCH) is a regional health authority that provides health services including primary, secondary, tertiary and quaternary care, home and community care, mental health services, population and preventive health and addictions services in part of Greater Vancouver and the Coast Garibaldi area. VCH is one of five publicly funded regional healthcare authorities within the Canadian province of British Columbia. The government of British Columbia, through the British Columbia Ministry of Health, sets province-wide goals, standards and performance agreements for health service delivery by the seven health authorities.

text:
# Vancouver Coastal Health

**Vancouver Coastal Health** (**VCH**) is a regional health authority that provides health services including primary, secondary, tertiary and quaternary care, home and community care, mental health services, population and preventive health and addictions services in part of Greater Vancouver and the Coast Garibaldi area.

VCH is one of five publicly funded regional healthcare authorities within the Canadian province of British Columbia. The government of British Columbia, through the British Columbia Ministry of Health, sets province-wide goals, standards and performance agreements for health service delivery by the seven health authorities.

## Service area

Vancouver Coastal Health Authority serves the 1.25 million of British Columbia's population of five million (approximately one in four) who live in a geographic area of 58,560 square kilometres (22,610 sq mi) that includes 12 municipalities, four regional districts and 14 Aboriginal communities. VCH is geographically divided into three health service delivery areas (HSDA), which in turn are divided into 14 local health areas (LHA).

The following regional districts are partially or entirely covered by VCHA.

## Health services provided

| Public health | Primary care | Acute care | Home & community services | Mental health & addictions |
| --- | --- | --- | --- | --- |
| * Environmental health protection:     + Food & water safety * Disease surveillance & control:     + Immunization     + HIV/AIDS programs * Children & youth services | * Primary care clinics * Aboriginal services:     + Health & wellness     + Addiction & treatment     + Community health | * Hospital inpatient care * Surgery specialties & subspecialities * Complex medical surgery (tertiary & quaternary) * Acute and specialized rehab * Urgent care * Same-day care * Ambulatory care | * Community services     + Assisted living     + Home care     + Occupational therapy & physiotherapy     + Adult day care * Residential services     + Complex care     + Hospice care     + Transitional care * Community Development | * Housing * Emergency & urgent services * Residential & community services * Addictions     + Needle exchange     + Supervised injection site     + Free safer supplies |

## InfoBox

Vancouver Coastal Health
|
|  |
|
| Formation | 2001 |
| Type | British Columbia Health Authority |
| President & Chief Executive Officer | Vivian Eliopoulos |
| Key people | Bob Chapman, Michelle de Moor, Gail Malenstyn, Darlene MacKinnon, Leslie Bonshor, Charlene Chiang, Fernando Pica, Darcia Pope, Wayne Balshin, Lorraine Blackburn, Dr. Patricia Daly, Yasmin Jetha, Jo-Ann Tait |
| Budget | $3.2 billion (CDN) (approx) |
| Staff | 29,000 staff and medical staff (approx), 3,000 volunteers (approx), 900 researchers (approx) |
| Website | www.vch.ca |