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The end of the Spadina was also a turning point in Metropolitan Toronto's (later City of Toronto after 1997) growth history; many businesses disliked the new urban-reform measures which were seen as anti-development policies. Because of its perceived anti-car policies, Toronto was no longer as attractive to development as it formerly was and businesses migrated towards [[Peel Regional Municipality, Ontario|Peel Region]] and [[York Regional Municipality, Ontario|York Region]] where taxes were lower and where there were less growth restrictions and [[400-series highways (Ontario)|extensive freeway networks]].{{fact}}
The cancellation of the Spadina Expressway also spelled the end for the rest of the [[Municipal expressways in Toronto|proposed network]], including the Crosstown, Richview and Scarborough expressways. To date, no further expressways have been built in Toronto, leaving only two express routes to serve the downtown core: the [[Don Valley Parkway]] and the [[Gardiner Expressway]], whose own future is under continual debate. Pro-expressway politicians say that this lack of new construction is a major cause of traffic congestion in the city, saying that car ownership has continued to climb while TTC ridership has not increased despite some investment. Opponents of expressways argued that the phenomenon of [[induced demand]] is a reason to avoid new road construction, saying that the solution is to get drivers to switch to the TTC
The provincial government later built a parallel highway to the west of the Spadina, a short extension of Highway 400 known as [[Black Creek Drive]] which was intended to draw some of the traffic away from the truncated Spadina. The province transferred ownership of [[Black Creek Drive]] to the City upon its completion in 1982. However, both Black Creek and Allen end at Eglinton Avenue, reaching neither [[Bloor Street]] nor the [[Gardiner Expressway]].
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