2290+ STADIUM VILLAGE STATION ABOVE FIELD) (T.O "

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1 1 + PROPOSED o.8 UROU CROSS-OVER PROPOSED o.8 PROPOSED o.8 CROSS-OVER DOUBLE at H ia ha LR w 1: h:\projects\\hi-mu\layou\feasibiliy SUDY\Enhanced\_alignment_comparison.dgn B 6 3 WES BAK SAIO Central Corridor LR orthern Alignment Alternative EAS BAK SAIO EAS BAK SAIO EAS BAK SAIO FLAG POLE ABOVE FIELD) (.O. 18 -" SADIUM VILLAGE SAIO IU AD S CF Bank Stadium d g e ri itle of Graphic Washington Avenue Alignment and orthern Alignment with Enhancements O Match Point - west end 3 CROSS-OVER PROPOSED o.8 POCKE RACK HREE CAR Washington Avenue Alignment 31 S XC PXC 5/16/28 UROU PROPOSED o.8 WES BAK SAIO nt nme lig ern A orth DIKYOW SAIO A LA S GE E A 6+ I VIL M M o. C 8 R O SS -O IO 8+ V ER o. U 6 R OU R ACK PO C K E o. U 6 R OU U o f M ra n si t Sidewalk/rail (By Others) Structure (By Others) Road (By Others) Sidewalk/rail Structure Road Washington Ave. At Grade orthern Alignment Legend W ay scale 4 Match Point - east end 8+ Figure Figure 29 X feet 4 SADIUM VILLAGE SAIO

2 1:1 15 RIVER RD. feet Legend racks LR Platform Road Structure Sidewalk/rail Future Road Future Walk/rail Future Structure Base Alignment Enhanced Alignment WASHIGO AVE. Figure 3 36 COAMIAED SOILS AREA 2H AVE 355 BASE ALIGME 1S S 14H AVE D AVE 15 scale 2D S 345 Area of Modification h:\projects\\hi-mu\layou\feasibiliy SUDY\Enhanced\_figure3.dgn WASHIGO AVE H AVE EHACED ALIGME Proposed West Bank Alignment with Enhancements 5/17/28 Central Corridor LR orthern Alignment Alternative

3 Another enhancement on the West Bank that is not specifically tied to the Enhanced orthern Alignment modification is the addition of a bus only Washington Avenue median crossing lane. his enhancement allows both eastbound and westbound bus routes to utilize a single stop location adjacent to the West Bank CCLR Station. his eliminates the need for a bus stop on the north side of Washington Avenue and reduces the number of Washington Avenue pedestrian traffic crossings. In addition, the potential redevelopment opportunities in the West Bank area would likely increase in the proximity of the station area as well as at the U of M Ball Field site. Illustrative drawings showing potential development and redevelopment in the West Bank area are provided in Appendix C East Bank Enhancements he enhanced modifications to the orthern Alignment on the East Bank occur along the Burlington orthern Sante Fe (BSF) railroad corridor east of the Dinkytown trench between 17th Avenue and 21st Avenue. In this section of track, which is approximately 1,75 feet long, the Enhanced orthern Alignment would be shifted nine feet to the south from its location in the Base orthern Alignment. he Enhanced orthern Alignment (shown as a blue line in Figure 31) connects to the Base orthern Alignment (shown as a red line in Figure 31) on either end via large radii. Although the nine-foot shift in alignment is slight over a 1,75 foot section, it would result in the elimination of a crash wall between the existing BSF heavy rail track and proposed CCLR track. Design guidelines require maintaining at least a 25-foot centerline-to-centerline horizontal clearance distance between heavy and light rail tracks. his nine foot shift to the south would result in the following benefits for the Enhanced orthern Alignment: Reduces the corridor impact by eliminating the need to acquire approximately 15, square feet of BSF right- of-way. Elimination for the need of a crash wall as described above Reduction of approximately 4 lineal feet of track length for this segment. Significant capital cost savings due to the reduction in the amount of right-of-way acquisition as well as the elimination of the crash wall. By realigning this section of track, the following benefits would be realized: Second Street would continue to function as-is, in it current location. his eliminates the need to construct a new 2nd Street Bridge over the orthern Alignment trench to maintain access to 22nd Avenue. ineteenth Avenue would continue to function as-is in it current location. his eliminates the need to construct a new 2th Avenue across the University Ball Fields. DRAF 5/19/8 Central Corridor LR orthern Alignment Alternative Feasibility Study 82

4 5/19/28 A E H ER SI Y IV E V A S Central Corridor LR orthern Alignment Alternative Proposed East Bank Alignment with Enhancements U S 4 H EHACED ALIGME H scale 2 6 H. S feet Figure 31 Area of Modification Enhanced Alignment Base Alignment Future Structure Future Walk/rail Future Road Sidewalk/rail Structure Road LR Platform racks Legend XC XC h:\projects\\hi-mu\layou\feasibiliy SUDY\Enhanced\_figure31.dgn V 12 A 1S 395 A O S K V E. BASE ALIGME M

5 Bypasses the contaminated site in the University Ball Fields, thus eliminating the need to disturb or remove the contaminated soils (see Figure 29). Reduced need for approximately 234 lineal feet of Mechanically Stabilized Earth (MSE) wall from east side of the trench between the Law School Building and Washington Avenue. he section of wall would be replaced with slope, resulting in reduced capital costs and increased access to the track bed for maintenance and emergency access. Additionally, this enhancement facilitates snow removal and opens one side of the trench to lessen the tunnel effect. he approximate location of the cross sections can be found in Figure 32. Figure 33 provides cross sections through this area and shows the slopes. Eliminates need for an additional wall north of 2nd Street, thereby again reducing the capital costs and lessen the tunnel effect. Figures 34 and 35 show cross sections through this area. he approximate location of the cross sections can be found in Figure 32. Reduces the length of the retaining wall on both sides of the trench from 9 lineal feet in the Base orthern Alignment to approximately 5 lineal feet in the Enhanced orthern Alignment. Provides better intersection configuration at 1st Street and 2th Avenue as well as maintains the existing 2th Avenue as a 26-foot wide roadway west of the CCLR. Reduces the track length by approximately three feet. Reduces the impacts to the Riverbluff subsidized townhouses by increasing the horizontal separation from the CCLR to the adjacent housing units. An ornamental fence would be installed to provide a positive barrier between the CCLR tracks and the townhouses. Figure 36 is a cross section at 2th Avenue and shows the horizontal spacing between the CCLR and adjacent housing units. Further analysis is needed to ascertain options for relocation and/or replacement of these subsidized housing units on-site or at another location. DRAF 5/19/8 Central Corridor LR orthern Alignment Alternative Feasibility Study 84

6 19H AVE. S. U UIVERSIY OF MIESOA WES BAK CLUBHOUSE 35 1S S. S. 1S S. S. FIGURE 36 2H AVE. S. Figure 32 X.H. 12 2D S. S. G H I J K 335 L M 19H AVE. S. 19H AVE. S h:\projects\\hi-mu\layou\feasibiliy SUDY\_gr1j.dgn A B C D E F 5 5 scale feet 5 5 scale feet O PARKIG LO 86 PARKIG LO C88 P Q R 2D S. S. S 5/17/28 Enhanced itle of Graphic West Bank rench Cross Section Layout Central Corridor LR orthern Alignment Alternative Since the Central Corridor Management Committee meeting of April 3, 28, continued feasibility design development of the orthern Alignment has resulted in further enhancements which are described in Chapter 8 of this report.

7 Fed. Proj. o. Figure 33 X C 34+ F B E WB LR EB LR 341+ h:\projects\\hi-mu\layou\feasibiliy SUDY\xsection1of3.dgn 7:4:59 AM 5/17/28 h:\projects\\hi-mu\layou\feasibiliy SUDY\xsection1of3.dgn A 339+ State Proj. o. Sheet o. of Sheets O WASHIGO AVE D /17/28 Enhanced itle of Graphic West Bank rench Cross Sections (1 of 3) Central Corridor LR orthern Alignment Alternative Since the Central Corridor Management Committee meeting of April 3, 28, continued feasibility design development of the orthern Alignment has resulted in further enhancements which are described in Chapter 8 of this report.

8 Fed. Proj. o. Figure 34 X J I 343+ M 345+ h:\projects\\hi-mu\layou\feasibiliy SUDY\xsection2of3.dgn 7:41:58 AM 5/17/28 h:\projects\\hi-mu\layou\feasibiliy SUDY\xsection2of3.dgn H G State Proj. o. Sheet o. of Sheets L K /17/28 Enhanced itle of Graphic West Bank rench Cross Sections (2 of 3) Central Corridor LR orthern Alignment Alternative Since the Central Corridor Management Committee meeting of April 3, 28, continued feasibility design development of the orthern Alignment has resulted in further enhancements which are described in Chapter 8 of this report.

9 Fed. Proj. o. Figure 35 X U 347+ Q P 348+ h:\projects\\hi-mu\layou\feasibiliy SUDY\xsection3of3.dgn 7:42:49 AM 5/17/28 h:\projects\\hi-mu\layou\feasibiliy SUDY\xsection3of3.dgn O 346+ S R State Proj. o Sheet o. of Sheets 5/17/28 Enhanced itle of Graphic West Bank rench Cross Sections (3 of 3) Central Corridor LR orthern Alignment Alternative Since the Central Corridor Management Committee meeting of April 3, 28, continued feasibility design development of the orthern Alignment has resulted in further enhancements which are described in Chapter 8 of this report.

10 5/17/28 h:\projects\\hi-mu\layou\feasibiliy SUDY\_gr1K.dgn { 2H AVE S { LR VARIABLE (8. MI.) 14. ypical Cross Section - racks Adjacent to 2th Ave S Central Corridor LR orthern Alignment Alternative { LR VARIABLE { CO-OP ACCESS (8. MI.) 1. ORAMEAL FECE Figure 36

11 9 Findings Base upon the four feasibility criteria outlined in Chapter 1, the orthern Alignment is determined to be feasible with respect to engineering, safety, accessibility, light rail operations, roadway network operation, environmental impacts and compatibility with land uses in proximity to the corridor. While the fully-loaded capital cost for the orthern Alignment is $14.3 to $19.9 million less than the Washington Avenue Alignment, its CEI has not been finalized. hus, a feasibility determination for the cost effectiveness of the orthern Alignment can not be made at this time. he following summarizes in more detail these findings by feasibility criteria. Overall, the orthern Alignment supports the CCLR project goals for: 1) Economic Opportunity and Investment, 2) Communities and Environment, and 3) ransportation and Mobility. 9.1 Engineering, Safety, and Accessibility Is the orthern Alignment feasible from an engineering basis? Does it meet FA standards for light rail systems? Does the orthern Alignment accommodate existing and planned roadways and trails? he engineering analysis, described in further detail in Chapters 2 and 3, evaluated geometric design, right-of-way, utility relocations, structures, constructability and compatibility with existing and future roadways and trails. his analysis revealed that the orthern Alignment is technically feasible and meets FA design standards. Furthermore, the proposed orthern Alignment requires some right-ofway mitigation, minimal utility relocations, and does not preclude the integration of future roadways and trails. With regard to construction phasing, the orthern Alignment utilizes the existing pedestrian Bridge 9 alignment to traverse the Mississippi River, which would not impact vehicular traffic circulation in the West or East Bank neighborhoods. Does the orthern Alignment ensure safe, inter-modal interactions by minimizing the number of potential LR conflict points with public roads, private driveways and pedestrian crossings? With the majority of the orthern Alignment below grade, the number of potential LR conflict points with public roads, private driveways, and pedestrian crossings are minimized. he proposed Alignment is planned to have a total of four at-grade crossings with public streets, four pedestrian crossings, and no private-access conflicts, excluding the track crossings at the station location to reach the appropriate station platform and crossing associated with the future Granary Road. he relatively small number of track crossings and potential LR conflict points with pedestrians, autos, buses, and emergency vehicles make the orthern Alignment a feasible alternative. DRAF 5/19/8 Central Corridor LR orthern Alignment Alternative Feasibility Study 9

12 Are the three orthern Alignment stations accessible to pedestrians, bicyclists, and people with disabilities? Appropriate accommodations, as described in Chapter 3, have been designed to ensure a high level of accessibility for pedestrians, bicyclists, and people with disabilities at the three orthern Alignment CCLR stations. Accessibility features such as elevators, switchback ramps, stairs, and low-floor vehicles have been designed to meet or exceed Americans with Disability Act (ADA) requirements. 9.2 CCLR and Roadway raffic etwork Operations Does the orthern Alignment enhance or adversely impact the overall operations of the CCLR with regard to ridership, travel time, and equipment requirements? Operating the CCLR on the orthern Alignment was determined to be feasible bases on station location and design, track geometry, and rail crossing. he overall estimated travel time on the orthern Alignment is less than for the Washington Avenue Alignment 15. Does the orthern Alignment provide reasonable and appropriate roadway circulation in and around the vicinity of the U of M that does not result in failing intersections? With a considerable portion of the orthern Alignment below grade, there will be no significant impacts to the roadway network in and around the vicinity of the U of M. hus, no failing conditions at intersections, particularly in the East Bank and Stadium Village areas, will result from the orthern Alignment. Impacts to mission critical U of M services as well as traffic flow and circulation in and around the U of M campus are minimal with the orthern Alignment. 9.3 Environmental and Land Use Impacts Do reasonable mitigation measures exist to address potential environmental impacts to make the orthern Alignment feasible? he environmental impacts are described in detail in Chapter 5 of this study. Based on this environmental analysis, there are various anticipated impacts to cultural resources, park areas, contaminated sites, and HUD subsidized affordable housing units that will need to be considered. one of these impacts are anticipated to be fatal flaws, but may require mitigation. In addition, the aesthetics impacts to the historic U of M Mall are minimized. 15 ravel times estimates for the orthern Alignment are preliminary. Additional refinements to the travel times estimates would likely reduce the travel time for the orthern Alignment. DRAF 5/19/8 Central Corridor LR orthern Alignment Alternative Feasibility Study 91

13 Do compatible land uses currently exist and is their potential for future development along the orthern Alignment? he Dinkytown neighborhood, which has mostly commercial land uses mixed with some residential and -related land uses, has higher density development that is compatible with the CCLR line. he area around the Dinkytown Station exhibits strong redevelopment potential. Many privatelyowned parcels within walking distance of this station present redevelopment opportunities. Adding a major transit stop in Dinkytown may reduce the demand for surface parking lots in the area, thus creating redevelopment opportunities on underutilized parcels. Furthermore, there are opportunities for more high-density housing and/or mixed-use projects in the proximity of the Dinkytown Station. 9.4 Cost Effectiveness Is the fully-loaded capital cost for the orthern Alignment reasonable? he fully-loaded capital cost for the orthern Alignment ranges from $ million to $ million 16. With a fully-loaded capital cost that is $14.3 to $19.9 million less than the Washington Avenue Alignment, the orthern Alignment s capital cost is considered reasonable and feasible within the current CCLR scope and budget. Does the proposed orthern Alignment have a Cost Effectiveness Index (CEI) that qualifies for federal funding? Conformity and concurrence on the Cost Effective Index (CEI) for the orthern Alignment was not reached between the U of M and the Central Corridor Project Office (CCPO) prior to publication of this feasibility report. A supplemental technical memorandum detailing the orthern Alignment s CEI and its assumptions will be issued once conformance and concurrence between the U of M and the CCPO is reached. 16 he upper bound estimate of $ million was presented to the CCLR Corridor Management Committee on April 3, 28, and does not include enhancements (see Chapter 8) to the orthern Alignment that resulted in the $ million estimate, a net decrease in cost of $5.6 million. DRAF 5/19/8 Central Corridor LR orthern Alignment Alternative Feasibility Study 92