HS2.5 RK SELRT Alt Ops Exec Report

Appendices
Appendix A - Concept Drawings
Appendix B - Property Report
Appendix C - Utility Matrix
Appendix D - Traffic Analysis Report
Appendix E - Constructability Report
Appendix F - Cost Breakdowns
Appendix G - Schedule – Gantt Chart
Appendix H - Risk Matrix
Appendix I – Don Mills Station Alternatives

Appendix A - Concept Drawings
Appendix B - Property Report
Appendix C - Utility Matrix
Appendix D - Traffic Analysis Report
Appendix I - Other Alternatives – Feasibility Studies

Appendix I: Other Alternatives -- Feasibility Studies
Executive Summary
Appendix I provides an overview of the Feasibility Studies: Other Alternatives requested for the Sheppard East LRT (SELRT) connecting with the Toronto Transit Commission Sheppard Subway at the Don Mills terminal station.
The Other Alternatives reviewed are:
Alternative A: Conversion of TTC Sheppard Subway to LRT
Alternative B: Don Mills to Consumers:
Option B1: At-Grade Don Mills Station in Sheppard Median;
Elevated Over Hwy 404 to Boneset in Sheppard Median.
Option B2: At-Grade Don Mills Station North of Sheppard;
Elevated Over Hwy 404 North of Sheppard;
Elevated to Boneset in Sheppard Median.
Option B3: Elevated Don Mills Station North of Sheppard;
Option B4: Elevated Don Mills to Boneset in Sheppard Median.
Alternative C: Elevated to Pharmacy:
Option C1: Underground Don Mills per EA;
Elevated Consumers to Pharmacy in Sheppard Median;
Option C2: Elevated Don Mills to Pharmacy in Sheppard Median.
Alternative D: Elevated Consumers to MSF:
Option D1: 25 Stations at Approximately 500m per EA;
Option D2: 16 Stations at Approximately 1000m.
Alternative E: Curbside Consumers to MSF:
Option E1: Curbside on One Side of Sheppard;
Option E2: Curbside on Both Sides of Sheppard.
High level Feasibility Studies for Other Alternative alignments, vertical and horizontal profiles, station locations, construction, traffic, utility relocations, cost and schedule impacts, pros and cons and other considerations including comparisons to the current baseline Environmental Assessment are presented below.

Alternative B: Don Mills to Consumers
Alternative B General Alignment Plan
I.1. Option B1:
At-Grade Don Mills Station in Sheppard Median;
Elevated Over Hwy 404 to Boneset in Sheppard Median.
I.1.1. Description
Option B1 locates the LRT Don Mills Station at-grade in the Sheppard Avenue East median just east of Don Mills Road
parallel to and beside the existing TTC Subway primary head house. Starting from just east of Parkway Forest Drive and the
Fairview Mall entrances, the LRT guideway rises 8m with Sheppard Avenue East plus 8m more to top-of-rail at the high point
of the bridge over Highway 404 for a total of 16m in order to achieve the required 5 metres standard highway clearance to
underside of structure. It then continues elevated over Highway 404 before it returns to grade in the EA portal area of the
Sheppard Avenue East median east of Boneset Road (See Figures I-1 and I-2).
At the conceptual level Option B1 is technically not feasible because from Parkway Forest Drive to the Highway 404
southbound access ramps it must rise 16 metres over a 190 metre run, resulting in a gradient of 8.4%, well outside the
acceptable Light Rail Vehicle (LRV) design criteria of 4% maximum gradient, or 5% maximum gradient for no more than 250
metres.
I.1.2. Pros
 None
I.1.3. Cons
 Technically Not Feasible
FIGURE I-1: OPTION B1 ALIGNMENT
FIGURE I-2: OPTION B1 STATION FOOTPRINT

I.2. Option B2:
At-Grade Don Mills Station North of Sheppard;
I.2.1. Description
Option B2 locates the Don Mills LRT Station at-grade on the north side of Sheppard Avenue East just north of the existing
TTC Don Mills Station primary head house (See Figures I-3 and I-4). The LRT alignment continues westward at-grade just
north of Sheppard Avenue East to Parkview Forest Drive and the eastern Fairview Mall entrance, where it then runs
northward parallel to the Highway 404 southbound access ramps climbing 12.5 metres from grade to top-of-rail in 250
metres to gain the required 5 metres standard highway clearance to underside of LRT guideway structure. It then turns
eastward to cross the Highway 404 southbound access ramps – just within the acceptable LRV design criteria of 5%
maximum gradient for no more than 250 metres. It then crosses over Highway 404 and its northbound access ramps before
turning southward to Heron’s Hill Way and returns back to grade in the EA portal area of the Sheppard Avenue East median
east of Boneset Road.
I.2.2. Pros
 No Modifications to Sheppard / Highway 404 Bridge Structure;
 No Interference with Highway 404 Access Ramps;
 No Interference with Sheppard Traffic West of Highway 404;
 Minimal Interference with TTC Station Entrances and Ventilation Shafts.
I.2.3. Cons
 Potential conflicts between the at-grade LRT Don Mills Station and TTC Don Mills Station entrances and
Passenger Pick Up / Drop Off Area;
 Major interference with the Fairview Mall entrances and parking facilities north of Sheppard Avenue East;
 Major utility diversions for the at-grade station and LRT guideway;
 Stakeholders Support or Objections To Be Determined;
 Sheppard Avenue East median widening for elevated guideway columns;
 EA Amendment required for elevated guideway and/or stations.
I.2.4. Concept Level Transfer Times
Option B2 Don Mills Station transfer time from LRT platform to TTC platform is 2 minutes-25 seconds as analyzed in
Table I-2
I.2.5. Utility Relocations
Construction of the Option B2 at-grade and elevated LRT guideway and station structures would require extensive utility
relocation, support, and protection.
Relocation of existing local utilities would be carried out prior to construction of the elevated LRT columns and footings as
well as the at-grade LRT portions running through the Fairview Mall entrances and parking facilities. It is understood that
detailed design and relocation of utilities will be directly undertaken by the utility operators. The full extent of work to be
carried out by the utilities contractors as advanced works will be determined by the Technical Advisor.
I.2.6. Costs and Schedule Impacts
Cost and Schedule impacts are summarized in Table I-1
I.2.7. Traffic Impact During Construction
Sheppard Avenue East is a major urban arterial with a posted speed limit of 60 km/h. Businesses along Sheppard Avenue
East provide off-street parking lots for customers since parking on Sheppard Avenue East is not permitted.
With construction of most of the elevated LRT guideway columns north of Sheppard Avenue East and with reduced potential
utility relocations in the Sheppard Avenue East median, however, relatively low impact to local traffic during construction is
anticipated with Option B2.
Various traffic diversions and construction staging will be required.
Figure I-4: OPTION B2 STATION FOOTPRINT

I.3. Option B3:
Elevated Don Mills Station North of Sheppard;
I.3.1. Description
With Option B3 the Don Mills LRT Station is elevated on the north side of Sheppard Avenue East above and just to the east of the TTC Don Mill s Station primary head house (See Figures I-5 and I-6). The LRT alignment continues westward elevated north of Sheppard Avenue East to cross over Highway 404 and its access ramps, then returns back to grade in the EA portal area of the Sheppard Avenue East median east of Boneset Road. The 8m from grade to top-of-rail allows for the required 5 metres standard highway clearance to underside of LRT guideway structure for cross streets and Highway 404 with its access ramps.
I.3.2. Pros
 No modifications to the existing Sheppard Avenue East / Highway 404 bridge structure;
 No interference with Highway 404 access ramps;
 Minimal Sheppard Avenue East traffic impact west of Consumers;
 Minimal disruption to existing Fairview Mall entrances and parking facilities north of Sheppard Avenue East;
 Minimal interference with TTC Don Mills Station primary head house and ventilation shafts.
I.3.3. Cons
 New elevated structure over Highway 404;
 Slightly longer transfer time from LRT to TTC;
Option B3 Don Mills Station transfer time from LRT platform to TTC platform is 2 minutes-35 seconds as analyzed in Table I-2.
Construction of the Option B3 elevated LRT guideway and station structures would require utility relocation, support, and protection for installation of support columns and footings.
Relocation of existing local utilities would be carried out prior to construction of the columns and footings. It is understood that detailed design and relocation of utilities will be directly undertaken by the utility operators. The full extent of work to be carried out by the utilities contractors as advanced works will be determined by the Technical Advisor.
I.3.6. Costs and Schedule Impacts
Cost and Schedule impacts are summarized in Table I-1.
Sheppard Avenue East is a major urban arterial with a posted speed limit of 60 km/h. Businesses along Sheppard Avenue East provide off-street parking lots for customers since parking on Sheppard Avenue East is not permitted.
With construction of most of the elevated LRT guideway columns north of Sheppard Avenue East and reduced potential utility relocations in the Sheppard Avenue East median, however, relatively low impact to local traffic during construction is anticipated with Option B3.
FIGURE I-6: OPTION B3 STATION FOOTPRINT

I.4. Option B4:
Elevated Don Mills to Boneset in Sheppard Median.
I.4.1. Description
Option B4 locates the Don Mills LRT Station in the Sheppard Avenue East median elevated with pedestrian bridge access to the TTC Don Mills Station head houses on both the north and south sides of Sheppard Avenue East (See Figures I-7 and I-8). The LRT alignment continues elevated westward in the Sheppard Avenue East median, crossing over Highway 404 and its access ramps, then returns back to grade in the EA portal area west of Consumers Road. The required 5 metres standard highway clearance to underside of LRT guideway structure is maintained throughout for cross streets and Highway 404 with its access ramps.
Passengers will be able to cross Sheppard Avenue East by means of pedestrian bridges below the LRT elevated guideway structure, allowing easy access to both LRT station platforms and the TTC Don Mills Station entrances. (See Figure I-9)
I.4.2. Pros
 No Highway 404 bridge modifications;
 No interference with Highway 404 access ramps;
 No disruption to Fairview Mall entrances or parking facilities;
 Minimal utility relocations;
 Minimal Sheppard Avenue East traffic impact from Don Mills to Consumers;
 Minimal interference with TTC Don Mills Station head houses and ventilation shafts;
 Easy access to both TTC Don Mills Station north and south entrances;
 Slightly shorter transfer time than other station alternatives.
I.4.3. Cons
 Relatively high traffic impact during construction of elevated guideway columns and footings in Sheppard Avenue East median;
Option B4 Don Mills Station transfer time from LRT platform to TTC platform is 2 minutes-25 seconds as analyzed in Table I-2.
Construction of the Option B4 elevated LRT guideway and station structures would require utility relocation, support, and protection for installation of support columns and footings.
I.4.6. Costs and Schedule Impact
With construction of the elevated LRT guideway columns and potential utility relocations in the Sheppard Avenue East median, relatively high impact to local traffic during construction is anticipated with Option B4.
Figure I-8: OPTION B4 ELEVATED STATION FOOTPRINT

FIGURE I-9: OPTION B4 ELEVATED STATION CROSS SECTION
TABLE I-1: ALTERNATIVE B EVALUATION
Evaluation Criteria: Most     Least Preferred
Alternative B Options Δ EA $M RevenueDate Transfer Time Traffic Impact TOD Potential Property Impact Construction Impact EA Underground Don Mills Station to Boneset; At-Grade Consumers to MSF. -0- 2020 2’-25”     B1 At-Grade Don Mills Station; Elevated to Boneset in Sheppard Median. NA TECHNICALLY NOT FEASIBLE B2 At-Grade Don Mills Station; Elevated Over Hwy 404 North of Sheppard; Elevated to Boneset in Sheppard Median. (307) 2021 2’-25”      B3 Elevated Don Mills Station; Elevated Over Hwy 404 North of Sheppard; Elevated to Boneset in Sheppard Median. (228) 2021 2’-35”     B4 Elevated Don Mills to Boneset in Sheppard Median. (245) 2021 2’-25”    
TABLE I-2: LRT / TTC TRANSFER TIMES
SELRT TRANSFER TIMES TO TTC DON MILLS STATION
EA and Option C1: Underground LRT Station Platform End to End with TTC Platform
West End of TTC Platform to East End of LRT Platform:
240m @ 100m/min = 2 minutes-25 seconds
TTC Don Mills Station
TTC Entrance to VCE: 5m
VCE to Concourse: 25m
Concourse to VCE: 75m
VCE to Platform: 20m
Total: 125m @ 100m/min = 1 minute-15 seconds
Option B1: At-Grade LRT Station in Median (Technically Not Feasible)
End of Platform to Crosswalk: 100m
Crosswalk to Curbside: 17m (No Wait Time for Walk Signal)
Curbside to TTC Entrance: 33m
TTC Entrance to TTC Platform 125m
Total: 275m @ 100m/min = 2 minutes-45 seconds
Option B2: At-Grade LRT Station North of Sheppard
End of Platform to TTC Plaza: 100m
Plaza to TTC Entrance: 20m
Option B3: Elevated LRT Station North of Sheppard
End of Platform to VCE: 75m
VCE to Ground: 15m
Landing to TTC Entrance: 45m
Options B4 and C2: Elevated LRT Station in Sheppard Median
End of Platform to VCE: 75m
VCE to Ground: 15m
Landing to TTC Entrance: 30m

I.5. Alternative C: Elevated to Pharmacy
I.5.1. Description
With the goal of maintaining six lanes of traffic through the Sheppard Avenue East business district from Don Mills Road to Pharmacy Road, Alternative C examines two variations for an elevated LRT guideway and stations to Pharmacy Road.
Option C1 maintains the EA underground segment from Don Mills Station to a portal west of the EA portal area bringing the LRT guideway to grade between Yorkland Road and Bards Walkway in the Sheppard Avenue East median, then at-grade from Bards Walkway to Boneset Road, and elevated east of Boneset Road in the EA portal area, then back to grade between Abbotsfield Gate and Palmdale Drive with elevated stations at Consumers Road, Victoria Park and Pharmacy Road (see Figures I-10 and I-12).
Option C2 assumes an elevated Don Mills LRT Station in the Sheppard Avenue East median, just as in Option B4, and elevated LRT guideway all the way to Palmdale Drive with three elevated stations at Consumers Road, Victoria Park and Pharmacy Road, as in Option C1 (See Figures I-11 and I-12)
I.5.2. Pros
 Use of the Sheppard Avenue East median requires no existing Highway 404 bridge modifications;
 No interference with existing Highway 404 access ramps;
 No interference with Sheppard Avenue East traffic Don Mills to Palmdale Drive;
 No disruption to existing Fairview Mall entrances or parking facilities;
 No interference with existing TTC Don Mills Station ventilation shafts;
 Easy access to both north and south TTC Don Mills Station entrances;
 Minimal utility relocations;
 Slightly shorter transfer time than other station alternatives.
I.5.3. Cons
 City and Public Support and/or Objection To Be Determined;
 Relatively high local traffic impact during construction of elevated guideway columns and footings in Sheppard Avenue East median;
 Sheppard Avenue East median widening for elevated guideway columns and Option C1 portal;
As analyzed in Table 2, Option C1 Don Mills Station transfer time from LRT platform to TTC platform is 2 minutes-25 seconds; Option C2 Don Mills Station transfer time from LRT platform to TTC platform is 2 minutes-25 seconds.
Construction of the Alternative C elevated LRT guideway and station structures would require utility relocation, support, and protection for installation of support columns and footings.
With construction of the elevated LRT guideway columns and potential utility relocations in the Sheppard Avenue East median, relatively high impact to local traffic during construction is anticipated with Alternative C.
FIGURE I-10: OPTION C1 UNDERGROUND DON MILLS STATION TO ELEVATED CONSUMERS ROAD STATION

FIGURE I-11: OPTION C2 ELEVATED DON MILLS STATION TO CONSUMERS ROAD STATION
FIGURE I-12: OPTIONS C1 AND C2 ELEVATED VICTORIA PARK TO PALMDALE DRIVE
TABLE I-3: ALTERNATIVE C EVALUATION
Alternative C Options Δ EA $M Revenue Date Transfer Time Traffic Impact TOD Potential Property Impact Construction Impact EA Underground Don Mills to Boneset; At-Grade Consumers to MSF. -0- 2020 2’-25”     C1 Underground Don Mills Station per EA; Elevated Consumers to Pharmacy in Sheppard Median 285 2021 2’-30”     C2 Elevated Don Mills to Pharmacy in Sheppard Median 28 2021 2’-25”    

I.6. Alternative D: Elevated Consumers to MSF
I.6.1. Description
Alternative D examines two variations on an elevated LRT guideway and stations from Consumers Road to the Maintenance and Storage Facility (MSF) at Conlins Road. Both Options D1 and D2 maintain the same elevated alignment in the Sheppard Avenue East median from the EA portal area west of Consumers Road to the MSF at Conlins Road.
Option D1 assumes the same number of elevated stations and locations as the EA at-grade stops, i.e., 25 at approximately 500 metres apart. (See Figure I-13).
Option D2 assumes fewer elevated stations, i.e., 16 at approximately 1000 metres apart, as is appropriate for the more expensive elevated station structures and in keeping with more conventional rapid transit station spacing. (See Figure I-14).
As can be seen in Figures I-13 and I-14, Option D2 also provides more evenly distributed elevated stations from Consumers Road to the MSF at Conlins Road.
I.6.2. Pros
 No long-term interference with Sheppard Avenue East traffic east of Consumers Road;
 Reduced utility relocations;
 Option D2 saves capital costs with optimum station spacing and nine fewer elevated stations.
I.6.3. Cons
 City and Public Support and/or Objection To Be Determined;
 Relatively high short-term traffic impact during construction of elevated guideway columns and footings in Sheppard Avenue East median;
Construction of the Alternative D elevated LRT guideway and station structures would require utility relocation, support, and protection for installation of support columns and footings.
With construction of the elevated LRT guideway columns and potential utility relocations in the Sheppard Avenue East median, relatively high local impact to local traffic during construction is anticipated with Alternative D.
FIGURE I-13: OPTION D1 ELEVATED CONSUMERS TO MSF / 25 STATIONS PER EA
FIGURE I-14: OPTION D2 ELEVATED CONSUMERS TO MSF / 16 STATIONS

TABLE I-4: ALTERNATIVE D EVALUATION
Alternative D Options Δ EA $M Revenue Date Transfer Time Traffic Impact TOD Potential Property Impact Construction Impact EA Underground Don Mills to Boneset; At-Grade Consumers to MSF -0- 2020 NA     D1 25 Elevated Stations at approximately 500m apart per EA 1924 2020 NA     D2 16 Elevated Stations at approximately 1000m apart 1400 2020 NA    

I.7. Alternative E: Curbside Consumers to MSF
I.7.1. Description
Alternative E maintains the LRT alignment at-grade in Sheppard Avenue East, but moves it from the median, as in the EA, to curbside on one or another or both sides of Sheppard Avenue East. Option E1 moves both the eastbound and westbound LRT to either the north or the south side of Sheppard Avenue East. (See Figure I-15). Option E2 moves the eastbound LRT to the south side of Sheppard Avenue East and westbound LRT to the north side of Sheppard Avenue East. (See Figure I-16).
FIGURE I-15: OPTION E1 LRT CURBSIDE ONE SIDE OF SHEPPARD
FIGURE I-16: OPTION E2 LRT CURBSIDE BOTH SIDES OF SHEPPARD
I.7.2. Option E1 Pros
Passenger Access:
 Near Side Platform Does Not Cross Tracks;
 One Side of Sheppard Does Not Cross Avenue.
I.7.3. Option E1 Cons
Passenger Access:
 Far Side Platform Crosses Entire Avenue and Both Tracks;
Increased Risk:
 Cross Street / Driveway Traffic;
 Head-On Collisions with Opposite Direction LRVs;
 Left Turn Collisions with Same Direction LRVs.
Traffic Turns More Difficult:
 Right Turns Cross LRVs Coming from Behind in Same Direction;
 LRV Traffic in Both Directions on Sheppard;
 LRVs Run Opposite to Street Traffic.
More Traffic Signals;
Restricted Access to Driveways;
Major Utility Diversions;
EA Amendment Required.
I.7.4. Option E2 Pros
Passenger Access:
 Near Side Platform Does Not Cross Tracks;
 One Side of Sheppard Does Not Cross Avenue;
 Similar to Bus Stops.
I.7.5. Option E2 Cons
Passenger Access:
 Far Side Platform Crosses Entire Avenue and Both Tracks;
 Similar to Bus Stops.
Increased Risk:
 Collisions with Catenary Poles;
Traffic Turns More Difficult:
 Right Turns Cross LRVs Coming from Behind in Same Direction;
 Left Turns Cross Oncoming LRVs.
More Traffic Signals;
Restricted Access to Driveways;
Major Utility Diversions;
EA Amendment Required.

Construction of the Alternative E LRT at-grade guideway and stops will require utility relocations, support, and protection.
Relocation of existing local utilities would be carried out prior to construction of the LRT guideways. It is understood that detailed design and relocation of utilities will be directly undertaken by the utility operators. The full extent of work to be carried out by the utilities contractors as advanced works will be determined by the Technical Advisor.
Cost and Schedule impacts for Alternative E are summarized in Table I-5.
With curbside construction and potential utility relocations, relatively high impact to local traffic during construction is anticipated with Alternative E.
I.7.9. Transportation Research Board
It should be noted that while the Transportation Research Board does not publish design criteria or manuals, its focus being on research papers and studies, its Transit Cooperative Research Program has published Report 17, Integration of Light Rail Transit into City Streets (Washington DC, 1996), which recommends against curbside, i.e., side-aligned or side-running, and for median LRT alignments.
“The most common safety-related problems identified in this research, ranked in order of decreasing severity, were as follows: . . .
4. Two-way or contra-flow side-aligned LRT operations.” -- pp.3-4
“These planning principles translate into the following guidelines: . . .
• If LRT operates within a street right-of-way, locate the LRT trackway in the median of a two-way street where possible . . .” -- p.4
“Table S-3 Possible Solutions to Observed Problems
2. Side-Running Alignment:
Operate LRVs with headlights on and use audible devices;
Close driveways especially through land use changes;
Prevent conflicting left or right turns by parallel traffic;
Provide separate turning lanes and phases for conflicting traffic;
Provide LRV only signal phase;
Provide a comfort zone between dynamic envelope and curb;
Replace side-running with median operations.” -- p.5
“Median operations are preferable to side running; however, if side running is used, LRVs should move in the same direction as the parallel traffic, and driveway access should be minimized . . . “-- p.6
(Emphasis added by this Report)
I.7.10. Other Examples of Curbside LRT Alignments
New Jersey Transit Newark Broad Street
 Planned Both LRT Directions One Side of Street;
 Revised One LRT Direction One Side of Street Only;
 Other LRT Direction Relocated to Adjacent Parallel Street;
 As Required by City Traffic Engineer Review and Direction.
Dubai Beach Road Sofouh Tram
 Not Yet in Revenue Operation;
 Safety Doubtful (Given Local Traffic Conditions).
San Francisco Muni Downtown Market Street
 Largely Dedicated to Transit / Pedestrian Mall Use;
 Minimal Private Vehicle Traffic (Mostly Confused Tourists).
TABLE I-5: ALTERNATIVE E EVALUATION
Alternative E Options Δ EA $M Revenue Date Transfer Time Traffic Impact TOD Potential Property Impact Construction Impact EA Underground Don Mills to Boneset; At-Grade Consumers to MSF -0- 2020 NA     E1 Curbside Consumers to MSF Eastbound and Westbound North Side or South Side of Sheppard 181 2020 NA     E2 Curbside Consumers to MSF Eastbound North Side and Westbound South Side of Sheppard 181 2020 NA    

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