MEMO TO FILE

2655 North Sheridan Way, Suite 300

Mississauga, ON Canada L5K 2P8

t: 905.823.8500

f: 905.823.8503

[email protected]

www.mrc.ca

MEMO TO FILE

FROM: Andrew Shea

DATE: March 18th

, 2013

COPIES: David Veights, Metrolinx

Scott Bowers, MMM

OUR FILE: 3212006

SUBJECT: Traffic Investigation for LRT – West Section

On May 17, 2010, the Minister of the Environment for the Province of Ontario issued a Notice to

Proceed to the City of Toronto and the Toronto Transit Commission (TTC) for the Eglinton

Crosstown Light Rail Transit (ECLRT) Project, a 33-kilometre electrically powered Light Rail

Transit (LRT) line extending from the Lester B. Pearson International Airport in the City of

Mississauga to Kennedy Station in the City of Toronto. The Notice signified the completion of a

process carried out under the Transit Project Assessment Process (Ontario Regulation 231/08).

Subsequent to the issuance of that Notice by the Minister, changes to the Project have been

identified that are inconsistent with the project presented in the 2010 Environmental Project

Report (EPR) that served as the basis for the Minister’s Notice of May 17, 2010. As described in

Section 15 of Ontario Regulation 231/08, any significant change that is inconsistent with a

previously approved EPR requires a reassessment of the impacts associated with the project

where changes are proposed, the identification of potentially new mitigation measures, and

potentially new monitoring systems in an addendum to the previously approved EPR.

The 2010 ECLRT TPAP recommended a surface median LRT facility on Eglinton Avenue with

an at-grade connection to the proposed Black Creek MSF (requiring LRT vehicles to cross the

westbound general traffic lanes in order to access the facility, see Figure 1). The concept

proposed in the 2010 EPR converted two of the six general purpose traffic lanes between

(approximately) Weston Road and Black Creek Drive to a median LRT facility. The 2010 EPR

assessed the traffic impacts associated with the reduction in capacity.

Metrolinx has subsequently identified a need to implement an Automated Train Operation

(ATO) system for trains leaving the Black Creek MSF site in order to achieve the desired service

frequency and reliability along the line, therefore introducing a need to grade-separate the LRT

from general traffic at the Black Creek MSF site access and precluding the ability to implement

the Black Creek Drive LRT stop proposed in the 2010 EPR. Further, in light of a future GO Rail

station at Mount Dennis, as envisioned in the Georgetown South Corridor EA (2009), relocation

and redesign of the Weston LRT Stop to a full station under the rail corridor would allow for a

future, fully-integrated LRT/GO Rail station. The current plan is illustrated in Figure 2.

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Date: March 18th

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Under the approved 2010 EPR, the proposed western terminus of the Eglinton LRT facility was

to be at Toronto Pearson International Airport. While this remains the ultimate terminus in the

west, the current phased implementation approach will result in an interim western terminus at

the Mount Dennis LRT Station. As such, Eglinton Avenue west of Mount Dennis will continue

to be served by buses in the interim, until such a time when funding allows for the westerly

extension of the LRT. These bus services will serve or terminate at a new proposed bus terminal

at the Mount Dennis Station in order to connect passengers from the west with the Eglinton

Crosstown LRT in the first phase of implementation.

Under the current plan, it is proposed to introduce a new signalized intersection at the existing

No Frills site to provide bus-only left-turns into and out of the access. See Figure 3.

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Date: March 18th

, 2013 Page 3

Figure 1: 2010 ECLRT EPR Plan – Weston Road to Black Creek Drive

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Date: March 18th

, 2013 Page 4

Figure 2: Current Proposed ECLRT Plan

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Date: March 18th

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Figure 3: Proposed Signalized Intersection at No Frills Access

Methodology

As part of the 2010 EPR for the ECLRT, traffic impacts associated with the reduction of traffic

capacity in the study area were assessed, and the plan was approved by the Ministry of the

Environment. This approved plan was considered the “base case” for the purposes of the

analysis discussed herein.

Recognizing the potential for impacts associated with the proposed changes to the approved

ECLRT plan are expected to be localized within the study area, existing traffic conditions were

assessed on the basis of weekday AM and PM peak hour turning movement volumes recorded at

the signalized Eglinton Avenue intersections with Weston Road and Black Creek Drive, and at

the signalized Black Creek Drive intersection with Photography Drive. Representative

intersection capacity and level-of-service analyses were carried out using Synchro 7 to compare

relative traffic impacts associated with the proposed changes.

Analysis Parameters

An intersection’s overall operating conditions are typically characterized by two standard

measures: the volume to capacity ratio (V/C) and the level of service (LOS). Taken together,

they provide an indication of delay and the number of vehicles that can be accommodated

through an intersection. The V/C ratio is an indication of the volume of traffic attempting to

make a specific movement through an intersection (i.e., northbound left, westbound straight

through), versus the theoretical capacity of that movement given the lane configurations,

operating conditions and signal timings provided at the intersection. A V/C ratio of 1.0

represents a condition where all available capacity for a particular movement is being used.

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Date: March 18th

, 2013 Page 6

The level of service (LOS) of the overall intersection or a particular movement is a measure of

the average vehicle delay experienced by the motorists attempting to travel through the

intersection. LOS is measured from “A” to “F” with peak hour LOS in the “A” to “D” range

being considered acceptable by most, and a LOS of F representing unacceptable delays.

Critical movements were identified as those operating with a volume-to-capacity (V/C) ratio of

0.85 or higher and/or the poorest level of service (LOS).

Background Traffic

Background traffic data, in the form of 8-hour Turning Movement Counts (TMCs), were applied

in the assessment to form a basis for understanding the overall magnitude of the impacts

associated with the proposed ECLRT. The TMCs were obtained from the City of Toronto, and

are included as Attachment 1. Per the approved 2010 EPR for the ECLRT, the Eglinton Avenue

corridor is assumed to be at or near capacity1, and therefore no growth to background traffic

volumes was applied in the future scenarios.

PPUDO Traffic

Under the current plan, there is an area of the MSF site immediately west of Kodak Building #9

dedicated to a future Passenger Pick-Up/Drop-Off (PPUDO) area associated with the future

Mount Dennis GO Rail Station. The PPUDO area is currently sized for approximately 30

vehicle stopping spaces, capable of accommodating the Kiss and Ride activity generated by the

forecast order-of-magnitude ridership activity2 at the GO Rail station of 400 boardings and 600

alightings in the AM peak hour.

It was assumed that virtually all of the GO Rail alightings at the future Mount Dennis station

would be destined to either local developments (existing or future), or transferring to another

transit system (ECLRT or TTC Bus). As such, the volume of PPUDO activity was limited to a

portion of AM peak hour boardings. For the purposes of the analysis, a 12.3%3 mode-split was

applied to the alighting passengers to determine the total PPUDO activity at the GO Rail Station,

consistent with that observed at the adjacent Weston GO Station. The traffic associated with this

volume was applied in both the AM and PM peak hour investigations.

Bus Traffic

The following TTC bus route changes are proposed for the new bus terminal at Mount Dennis:

• 32 Eglinton West bus service would be shortened to operate from Renforth Station to the

proposed Mount Dennis Bus Terminal, with peak service every 5 minutes.

• 34 Eglinton East bus service would be renamed “34 Eglinton”. Service would operate

from the proposed Mount Dennis Bus Terminal to Kennedy Station, via Eglinton/Yonge

and Eglinton West stations. Peak service would operate every 15 minutes.

• 89 Weston bus service would be revised to serve the proposed Mount Dennis Bus

Terminal in both directions via Weston Road / Black Creek Drive / Eglinton Avenue /

1 See 2010 ECLRT EPR, Appendix M, Section 2.2.

2 Per e-mail from I. Griffiths (Metrolinx), Friday, December 14

th, 2012

3 Per the 2011 GO Rail Passenger Survey, GO Transit

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Date: March 18th

, 2013 Page 7

Weston Road. Local peak service would operate every 5 minutes, with additional

express service every 10 minutes.

• 35 Jane (Jane Station-Steeles) local bus would be split into two routes:

o 35 Jane (Mount Dennis Bus Terminal – Steeles West Station) would operate both

ways via Jane Street and Eglinton Avenue to/from the proposed Mount Dennis

Bus Terminal. Peak service would operate every 3 minutes.

o New 19 Jane South (Jane Station – Mount Dennis Bus Terminal) would operate

both ways via Jane Street / Eglinton Avenue to/from the proposed Mount Dennis

Bus Terminal. Peak service would operate every 6 miuntes.

• 35E Jane Express bus service would operate from the proposed Mount Dennis Bus

Terminal to Steeles West Station via Eglinton Avenue / Jane Street / Steeles Avenue both

ways. Peak service would operate every 10 minutes.

• New 170 Emmett bus service would operate to/from the proposed Mount Dennis Bus

Terminal via Eglinton Avenue / Emmett Avenue / Jane Street / Eglinton Avenue. Peak

service would operate every 15 minutes.

• 161 Rogers Road would be operated to the proposed Mount Dennis Bus Terminal, both

ways via Rogers Road, Weston Road, and Eglinton Avenue. Peak service would operate

every 8 minutes. Service west of Jane Street would be replaced by the revised 171

Mount Dennis service.

• 168 Symington would be extended from the Avon Loop to the proposed Mount Dennis

Bus Terminal, both ways via Weston Road and Eglinton Avenue. Peak service would

operate every 4 minutes.

• 71 Runnymede bus service would operate via the proposed Mount Dennis Bus Terminal,

both ways via Rockliffe Boulevard, Lambton Avenue, Ray Avenue, Industry Street, the

Mount Dennis garage, Industry Street, Todd Baylis Boulevard, Trethewey Drive, Black

Creek Drive, Eglinton Avenue, and return via the reverse routing. Peak service would

operate every 15 minutes.

• 171 Mount Dennis bus service would be changed to operate from the proposed Mount

Dennis Bus Terminal south on Black Creek Drive, west on Humber Boulevard, west on

Alliance Avenue, north on Jane Street, east on Lambton Avenue, south on Rockliffe

Boulevard, east on Alliance Avenue, north on Cliff Street, east on Cordella Avenue, east

on Louvain Street, east on Humber Boulevard, and north on Black Creek Drive. Peak

service would operate every 20 minutes.

The resulting forecast bus movements were reflected in the assessment of the potential impacts

associated with the proposed changes to the LRT plan presented 2010 ECLRT EPR.

Results

The results of the traffic investigation, for the AM and PM peak hours, are presented in the

following tables:

• Table 1: Existing Intersection Level of Service Summary;

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Date: March 18th

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• Table 2: Future (Base Case) Intersection Level of Service Summary; and

• Table 3: Future (w/ Bus Only Signals at No Frills Site Access) Intersection Level of

Service Summary

Note: In Tables 1 through 3, critical movements are highlighted.

Conclusions

The analysis shows that, with the changes proposed under the future scenarios, the study area

intersections are anticipated to operate at acceptable levels. However, the Eglinton Avenue and

Black Creek Drive intersection is approaching capacity, and experiencing critical movements -

LOS of E with V/C ratios approaching 1.0 – in the PM peak hour. This intersection will be very

sensitive to fluctuations in traffic volumes, and leaves little capacity to accommodate future

growth in traffic volumes. The Eglinton Avenue intersection at Weston Road appears to be less

affected, as the overall traffic demand at that intersection is lower than at the Black Creek Drive

intersection, and demand is focused largely on east-west movements.

The incremental impacts associated with the proposed changes (i.e. the signalized bus-only

intersection and PPUDO) appear to be minor over those associated with the approved 2010

ECLRT EPR plan. The introduction of the signal at the No Frills access, provided it is

adequately coordinated with the adjacent Eglinton Avenue/Black Creek Drive intersection, is not

likely to result in any significant impacts on the operation of the Black Creek Drive intersection.

The impact of traffic volumes associated with the proposed Mount Dennis Bus Terminal and

PPUDO do not appear to result in a notable impact on the overall operation of traffic in the study

area.

Next Steps

As indicated earlier, this analysis represents a comparison of the anticipated impacts associated

with the plan presented in the 2010 ECLRT EPR and the current proposed plan. The assessment

is based on high-level plans and does not constitute a formal traffic impact study. A formal

traffic impact study will be required for the recommended plan upon refinement and

confirmation of the MSF design, Mount Dennis Bus Terminal design, and updated ridership

forecasts for the future GO Rail service in light of the introduction of the Mount Dennis GO Rail

station. A formal traffic impact study will be required as part of the site plan application process

for the MSF.

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Date: March 18th

, 2013 Page 9

Table 1: Existing Intersection Level of Service Summary (Optimized)

Balanced 2009/2010 Traffic Counts

Intersection/Movement Existing (2009/2010) AM Peak Hour Existing (2009/2010) PM Peak Hour

Traffic Existing Signal Timing Traffic Existing Signal Timing

Volume V/C Delay(sec) LOS Volume V/C Delay(sec) LOS

Eglinton Avenue at Weston Road

EB Left 209 0.87 48.7 D 142 0.63 25.8 C

EB Through 865 0.62 11.8 B 840 0.44 10.4 B

EB Right 121 0.62 11.8 B 96 0.44 10.4 B

WB Left 57 0.36 16.0 B 42 0.16 9.5 A

WB Through 770 0.48 10.5 B 1036 0.48 11.1 B

WB Right 121 0.17 8.5 A 125 0.13 8.0 A

NB Left 119 0.44 20.6 C 103 0.56 49.8 D

NB Through 513 0.48 16.5 B 371 0.41 37.2 D

NB Right 91 0.17 5.5 A 91 0.20 7.4 A

SB Left 194 0.84 52.1 D 86 0.46 44.8 D

SB Through 348 0.39 14.0 B 286 0.42 34.1 C

SB Right 67 0.39 14.0 B 90 0.42 34.1 C

Intersection Summary 3,475 0.87 16.9 B 3,308 0.63 18.9 B

Eglinton Avenue at Black Creek Drive

EB Left 108 0.51 22.3 C 132 0.67 35.2 D

EB Through 1028 0.89 34.2 C 945 0.88 37 D

EB Right 12 0.03 11.8 B 26 0.07 11.2 B

WB Left 67 0.32 16.9 B 136 0.69 37.1 D

WB Through 801 0.70 25.8 C 1011 0.95 44.4 D

WB Right 65 0.16 6.8 A 65 0.17 7.6 A

NB Left 18 0.18 33.1 C 44 0.48 48.8 D

NB Through 840 0.84 29.8 C 1090 0.9 32.2 C

NB Right 104 0.20 5.0 A 115 0.19 6.0 A

SB Left 132 0.75 54.6 D 124 0.89 84.6 F

SB Through 1130 0.98 44.2 D 1079 0.83 25.3 C

SB Right 129 0.22 4.0 A 148 0.22 3.5 A

Intersection Summary 4,434 0.98 32.5 C 4,915 0.95 33.9 C

Black Creek Drive at Photography Drive

EB Left 41 0.09 14.8 B 31 0.07 17.1 B

EB Right 34 0.08 6.3 A 34 0.08 7.2 A

NB Left 40 0.32 15.2 B 44 0.35 15.6 B

NB Through 919 0.54 9.9 A 1222 0.66 11.1 B

SB Through 1210 0.71 12.4 B 1233 0.67 11.2 B

SB Right 1 0.71 12.4 B 4 0.67 11.2 B


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Date: March 18th

, 2013 Page 10

Table 2: Future (Base Case) Intersection Level of Service Summary

2 GPL / direction on Eglinton Avenue, 0% Growth (per ECLRT EPR 2010)

Intersection/Movement Future (2031) AM Peak Hour Future (2031) PM Peak Hour




EB Left 209 0.76 28.6 C 142 0.59 17.1 B

EB Through 865 0.57 11.2 B 840 0.53 10.6 B

EB Right 121 0.16 2.4 A 96 0.13 2.2 A

WB Left 57 0.36 20.1 C 42 0.21 14.6 B

WB Through 770 0.78 21.5 C 1036 0.85 24.1 C

WB Right 121 0.27 14.6 B 125 0.23 12.9 B

NB Left 119 0.42 18.8 B 103 0.35 19.9 B

NB Through 513 0.47 15.1 B 371 0.35 16.0 B

NB Right 91 0.17 5.7 A 91 0.17 4.9 A

SB Left 184 0.80 44.4 D 86 0.30 18.6 B

SB Through 348 0.38 12.7 B 286 0.35 13.1 B

SB Right 67 0.38 12.7 B 90 0.35 13.4 B


Eglinton Avenue at No Frills Site Access

EB Through N/A

N/A

EB Right N/A

N/A

WB Left N/A

N/A

WB Through N/A

N/A

NB Left N/A

N/A

NB Right N/A

N/A

Intersection Summary N/A N/A


EB Left 108 0.6 27.5 C 132 0.89 70.6 E

EB Through 1028 0.94 41.7 D 945 0.9 41.4 D

EB Right 12 0.02 9.2 A 26 0.05 9.3 A

WB Left 67 0.38 18.0 B 136 0.92 77.1 E

WB Through 801 0.74 26.6 C 1011 0.96 50.4 D

WB Right 65 0.13 6.2 A 66 0.15 77.1 B

NB Left 18 0.19 25.7 C 44 0.44 36.9 D

NB Through 840 0.84 33.3 C 1090 0.91 39.3 D

NB Right 104 0.21 7.3 A 115 0.20 9.6 A

SB Left 132 0.67 34.2 C 124 0.84 58.3 E

SB Through 1130 0.79 23.9 C 1079 0.71 22.1 C

SB Right 129 0.19 3.4 A 148 0.20 4.1 A

Intersection Summary 4,434 0.94 29.3 C 4,916 0.96 38.3 D


EB Left 41 0.2 23.1 C 31 0.16 22.9 C

EB Right 34 0.16 10 B 41 0.5 10.1 B

NB Left 40 0.15 4 A 44 0.17 4.1 A

NB Through 919 0.34 2.7 A 1222 0.45 3.1 A

SB Through 1210 0.45 3.3 A 1233 0.46 3.1 A

SB Right 1 0.45 3.3 A 4 0.46 3.1 A

Intersection Summary 2,245 0.45 3.5 A 2,575 0.46 3.5 A

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Date: March 18th

, 2013 Page 11

Table 3: Future (w/ Bus Only Signals at No Frills Site Access) Intersection Level of Service Summary

2 GPL / direction on Eglinton Avenue, 0% Growth (per ECLRT EPR 2010)

Intersection/Movement Future (2031) AM Peak Hour Future (2031) PM Peak Hour




EB Left 209 0.91 57.7 E 142 0.64 21.1 C

EB Through 909 0.7 18.2 B 884 0.54 10.9 B

EB Right 121 0.19 3.4 A 96 0.12 2.1 A

WB Left 70 0.58 41.7 D 55 0.27 15.5 B

WB Through 811 0.93 41.0 D 1082 0.83 22.4 C

WB Right 147 0.38 21.2 C 149 0.26 12.9 B

NB Left 119 0.49 25.5 C 103 0.36 21.8 C

NB Through 498 0.54 20.6 C 363 0.34 17.5 B

NB Right 109 0.23 8.2 A 109 0.20 5.8 A

SB Left 200 0.62 19.9 B 104 0.37 21.8 C

SB Through 336 0.29 10.3 B 278 0.34 14.5 B

SB Right 67 0.29 10.3 B 90 0.34 14.5 B

Intersection Summary 3,596 0.74 25.2 C 3,455 0.83 16.4 B

Eglinton Avenue at No Frills Site Access

EB Through 1089 0.83 25.1 C 935 0.72 23.1 C

EB Right 113 0.83 25.1 C 142 0.72 23.1 C

WB Left 11 0.09 41.3 D 11 0.11 46.2 D

WB Through 922 0.59 9.3 A 1180 0.73 22.9 C

NB Left 89 0.18 19.6 B 89 0.18 22.1 C

NB Right 50 0.08 7.1 A 160 0.24 5.0 A

Intersection Summary ,2274 0.83 18.2 B 2,517 0.73 21.9 C


EB Left 108 0.58 21.8 C 132 0.89 63.3 E

EB Through 1012 0.94 30.2 C 927 0.95 46.3 D

EB Right 28 0.06 6.2 A 42 0.09 3.1 A

WB Left 80 0.46 20.4 C 152 0.91 71.4 E

WB Through 781 0.72 26.2 C 964 0.98 54.9 D

WB Right 65 0.13 5.9 A 66 0.14 11.8 B

NB Left 35 0.37 33.4 C 61 0.58 47.1 D

NB Through 849 0.84 33.4 C 1102 0.90 36.8 D

NB Right 116 0.23 7.3 A 125 0.21 9.2 A

SB Left 132 0.67 34.3 C 124 0.83 56.7 E

SB Through 1144 0.80 24.1 C 1092 0.70 21.3 C

SB Right 130 0.19 3.6 A 149 0.20 3.5 A

Intersection Summary 4,480 0.94 26.5 C 4,936 0.98 38.8 D


EB Left 79 0.35 26.7 C 70 0.32 26.5 C

EB Right 69 0.28 12.2 B 84 0.35 15.5 B

NB Left 72 0.31 7.8 A 79 0.35 8.7 A

NB Through 919 0.36 3.6 A 1222 0.48 4.1 A

SB Through 1210 0.50 4.4 A 1233 0.51 4.3 A

SB Right 40 0.50 4.4 A 44 0.51 4.3 A

Intersection Summary 2,389 0.50 5.1 A 2,732 0.51 5.3 A

Memo

Date: March 18th

, 2013 Page 12

ATTACHMENT 1

Weston Rd

EXISTING TRAFFIC

AM (PM) Peak Hour

NOTE: 2009 Traffic CountNOTE: 2007 Traffic Count

Eglinton Ave

No Frills

NOTE: 2010 Traffic Count

Photography Dr

Bla

ck C

ree

k D

r

129

1105

(90)

(286)

(81)

67

348

174 801 (940)

66 (163)

83 (134)

527 (1109)

39 (45)

65 (66)(124)

132

(138)

(1290)

975

121

(41)

(930)

(98)

771

(44)

(1402)

805

(1437)

119

513

86

(103)

(371)

(86)

121

(142) 209

(792) 817

(96)

(129) 113

(922) 1077

(25) 13

(35) 34

(50) 34

805

(1437)

1237

(995)

40

1236

(3)

(992)

1

(1288) 649 (1119) 948

(1076) 1203

1184

1114

(1478)

(1069)

(959) 1077

18

Weston Rd

EXISTING TRAFFIC (BALANCED)

AM (PM) Peak Hour

NOTE: 2009 Traffic CountNOTE: 2007 Traffic Count

Eglinton Ave

No Frills

NOTE: 2010 Traffic Count

Photography Dr

(1204) 948

(1103) 1148

Bla

ck C

ree

k D

r

(124)

(90)

(286)

(86)

(148)

(1079)

121 (125) 65 (66)

67

348

184

770 (1036)

129

1130

132

801 (1011)

57 (42) 67 (136)

(1204) 948 (1204) 948

(142) 209 (1018) 1140 (1018) 1140

839.8

104.2

(132) 108

(840) 865

119

513

91

(954) 1109

0

12

39

(945) 1028

18

(96) 121 (64) 31 (26)

(103)

(371)

(91)

(0)

(149)

(1090)

(115)

1211

959.5

(1237)

(1253)

(44)

(162)

(1237)

59

1211

(75) 21

959.5

(1253)

1211

959.5

(1237)

(1253)

(4)

(1233)

1

1210

(44)

(1222)

(31) 41

(50) 34

40

919

Weston Rd FUTURE (2031) TRAFFIC MOVEMENTS (BALANCED)

AM (PM) Peak Hour

Annual Growth (assumed) = 0%

Growth Period (years) = 20

NOTE: Eglinton LRT EPR indicated "turning movement, pedestrian, and bicycle volumes were assumed to remain the same in the future LRT condition"

Eglinton Ave

No Frills

Photography Dr

1148 (1102)

44

1222

948 (1203)

1391

1351

1013

1288

31 41

50 34

40

919

1237

1253

4 1233

1

1210

960

1253

1211

960

162

1242

59

1209

75 21

1090

115

1209

962

1242

1249

103

371

91

149

44

18

840

104

132 108

840 865

119

513

91

953 1109

96 121 64 31 26 12

39

945 1028

1203 948

142 209 1017 1140

801 (1011)

57 42 67 (136)

65 (66)

67

348

184 770 1036

129

1130

132

Bla

ck C

ree

k D

r

90

286

86

148

1079

124

121 125

Weston Rd FUTURE (2031) PPUDO TRAFFIC

AM (PM) Peak Hour

Estimated GO Rail Ridership Boardings in AM Pk Hr 400

Alightings in AM Pk Hr 600

Assumed 12.5% arrival by PPUDO per Weston GO, alightings are destined to LRT

Total PPUDO Traffic = 50 in/out

Distributed per existing traffic distribution

Eglinton Ave

No Frills

Photography Dr

4

9 11

14

Bla

ck C

ree

k D

r

10

13

11

6 13

9

8 6

(11)

17 17 17 17

14

10 12

16 16 16 16

16 16

11

11

39

38

40

39

17

10

12

17

38

39

39

38

12

39 38

11 12

9

40

39

40

39

Weston Rd

EXISTING BUS MOVEMENTS

AM (PM) Peak Hour

Eglinton Ave

No Frills

Photography Dr

0(0)

(0)

(0)

(0) 0

(0) 0

0 0

(0)

(0)

(0)

(0)

0 0

0 0

(0)

(0)

0 0

(0)

(0)

0 0

(0)

(0)

0 0

(0)

(0)

(0)

(0)

(8)

(0)

(0)

(0)

0

(0) 0 (0) 0 (0)

0 0

(0) 0

(18) 20

0 15 0

(18) 20

0

0

0

(18) 20

(23) 26 (23) 26

(0) 0 (18) 20 (18) 20

0 (0)

0 12 0

20 (17)

6 0 0

20 (17)

3 (3) 0 (0)26 (23)

Bla

ck C

ree

k D

r

(0)

(8)

(0)

(6)

(0)

(0)

3 (3)

6(6)

FUTURE BUS MOVEMENTS

AM (PM) Peak Hour

Weston Rd

BUS TERMINAL

Eglinton Ave

No Frills

Photography Dr

Bla

ck C

ree

k D

r

(0)

(0)

(12)

(7)

(0)

(0)

21 (21)

(0)

(0)

0 0 12

52 (52)

7 0 0

0 (0)

0 (0)

16 (16) 4 (4)

0

(0) 0 (82) 82

11 (11)

0

(52) 52

0 0 18

(0) 0

89

0

11

(0) 4

(0) 0 (82)

(0)

4 0

(4)

(0)

(0)

0

(89) 89

(0) 0

0

(0) 0

(23) 23

23

(0)

(0)

(18)

(89)

(11)

82 (0)

(23)

(0)

(7)

7

0

0

(0)

(0)

(0)

(0)

0 0

0(0)

0 0

(11)

(0)

11 0

(0)

0(0)

Weston Rd

BUS TERMINAL

Eglinton Ave

No Frills

Photography Dr

11

79

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