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􀁩􀁡􀁥􀁬􀁾􀁾􀀮􀀱􀀩􀁉􀁾􀁮􀀬􀁴􀁨􀁥 􀁐􀁲􀀹􀁪􀁾􀁴􀁍􀁾􀁡􀁧􀁥􀁲 should stay i!:!yolved􀀩􀁢􀀬􀀧􀁾􀁾􀁩􀁩􀁦􀁧􀁻􀁴􀀩􀁬􀁡􀁴􀀠 ·going down 􀀧􀁾􀁉􀁉􀁬􀀱􀀵􀁡􀀺􀁬􀀠rabl:!it!:t!ill('Js avoided whenever
possible. 'Ifwe follow the $pirit ofwi;rcWiJi;ti1ooh9th ,sides Will havebetterresults, 􀁴􀀩􀁶􀁾 ifburattotneysaremvolved, as they have 10 bll.:S<;( ','. • ''\Yhen 􀁹􀁯􀁴􀁩􀁾􀁲􀁥􀀠indoobtand
have searcbedall the readily available infol 􀁩􀁩􀁴􀀮􀁾􀁩􀁪􀁯􀁾􀀬􀁣􀁡􀀮􀁮􀀠 , 􀀮􀁓􀁴􀁾􀁶􀁥􀁍􀁡􀁩􀁩􀁣􀁨􀁥􀁲􀁩􀁬􀁴􀁥􀀮􀁉􀀼􀀮􀀺􀁾􀁩􀁩􀀺􀁬􀁽􀀨􀁪􀁵􀁳􀂢􀀻􀀮􀁾􀁩􀀮􀁄􀁯􀁵􀁧􀁆􀁥􀁾􀁧􀁡􀁡􀁮􀁾􀀮􀁅􀁶􀁥􀁮􀁴􀁨􀁯􀁵�
�􀁨􀁾􀁙􀁨􀁡􀁶􀁥􀁬􀁡􀁲􀁧􀁾􀀡􀁥􀁐􀁩􀁴􀁾􀁮􀁾􀁳􀀮􀁴􀁯􀀠, • coyer, they ai¢'!lever topbiisYtO help you pmaCtively solve aproblem imd foigeawfucwln" If,yqu have a "folder nurilber:' this wilfsave
them much tinie in looking up 􀁴􀁨􀁥􀁰􀁲􀁯􀁪􀁾􀁴􀁦􀁩􀁬􀁥􀀠information.. ' ' " Steve Martchenke '817-878,,4596," Ken Rrillse 281-350-7609' ' ,􀁄􀁾􀁬􀁬􀁧􀁆􀁥􀁩􀁧􀁡􀀺􀁲􀁩􀀠 402-997-3619

;; UPRR -DALLAS COUNTY PUBLIC WORKS PARTNERING WORKSHOP February 14, 2002 UPRR -DALLAS COUNTY PUBLIC WORKS PARTNERING Workshop Agenda • 12:00 -12:30 GatherlBox Lunch • 12:30 -1:00 Introductions
of Participants • 1:00 -1:30 DC Public Works Presentation ------• 1:30 -2:00 UPRR Presentation 􀀭􀀭􀁾􀀠 • 2:00 -2: 15 Break • 2: 15 -2:30 Input from DC City Participants • 2:30 -3:30
Breakout or Whole Group Discussions • 3 :30 -4:00 Wrap up &Group Reports 2 
Dallas County Public Works DEPARTMENT STRATEGIC • THE ESSENCE OF PARTNERING: • Establishing and maintaining a relationship based on: -TRUST -COMMITMENT SHARED VISION Dallas County Public
Works Transportation Bond Program • -$60M (County Funds) in COllstruction still be awarded during 2001-2004 of $175 M Program; some design work still on-going. • Large number of CMAQ
intersections, entering *. construction, 2002-2003 Most Thoroughfare designs finally complete or in final stages --ROW acquisition underway • Federal Projects (STP-MM) moving slowly,
Regal Row is in construction; Denton Dr. in planning 5 6 
Dallas County Public Works 5 PHASE PROJECTDELIVERYSYSTEM • Phase 1 --Planning and Preliminary Des • Phase 2 --Primary Design • Phase 3 --Design Completion & ROW Initiation • Phase 4
--ROW Completion and Utility Adjustment • Phase 5 --Construction 9 5 PHASE PROJECT DELIVERY SYSTEM Insights Applied, Phase 1 --Planning and Preliminary DesigJ) +Incorporate risk assessment
in extensive project screening process, +Initial Master ILA nails total project responsibilities and commitment +Incorporate pre-design charrette as key part ofproject definition and
preliminary design stages. 10 
5 PHASE PROJECT DELIVERY SYSTEM • PM tracks using PM software and reports to Project Review Board bi-monthly, invite all partners to PRB • PM used enhanced constructibility review process
during design • Effective public involvement with full participation by all partners 13 5 PHASE PROJECT DEliVERYSYSTEM • Early involvement on ROW issues by ROW staff • Early delivery
ofROW documents is key goal • Early and continuous involvement of utilities 14 
Dallas COUllty Public Works MCIP Thoroughfare Program Project . • Total of 60 New Projects submitted -District 1 -16 Projects -District 2 -10 Projects -District 3 -12 Projects -District
4 -22 Projects • Total of up to 􀁾􀀤􀀹􀀰􀀠M (-$180M+ project totals) will be selected by Commissioners for PY 2005thru 2008 17 
UNION PACIFIC RAILROAD COMPANY Real Estate Department RD. Uhrich J. l. Hawkins Assistant VICe President J. A. Anthony 􀁄􀁩􀁲􀁥􀁣􀁴􀁯􀁲􀁾􀁃􀁯􀁮􀁴􀁲􀁡􀁣􀁴􀁳􀀠 0, O. Brown 􀁏􀀡􀁲􀁥􀁣􀁴􀁯􀁲􀁾􀁒􀁥􀁡􀁬􀀠Es
tate M. W. Casey General Oirector-$peclal Properties J. P. Gada Director·Facility Ma.nagemenl 1800 Farnam Street Omana, Nebraska 68102 Fax (402) 997·3501 05/31100 Folder: 1819-92 Director-Operations
Support M. E. Heenan Director-Administration & BUdgets D, H. Lighl,wlne Director·Rea! Estate T. K, Love Dlrector-Real Estate Mr. James C. Pierce, Jr., Asst. City Manager City of Addison
16801 Westgrove Drive P.O.Box9010 Addison, TX 75001-9010 Dear Mr. Pierce: Pursuant to your request at our meeting on May 18,2000, attached is a print of the Railroad's line map displaying
certain right ofway and wye track property in Addison, TX lbis right ofway is known as the Addison Branch. I'm sorry, but thcre are no available profiles for this segment ofthe line.
All the right ofway shown crosshatched on the print has already been sold. ]fyou have any questions, please contact me at (402) 997-3552. Srrf'!IY yoursl 􀁕􀀮􀀺􀁾􀁶􀀠 J. D. (Dennis)
Miller Manager -Real Estate 
• '----l.__-+____ i __K_eller Springs 􀁾􀁺􀀭􀀭􀁾 -, --􀀭􀀭􀀮􀁾􀀭􀁾􀀠 FUTURE ARAPAHO ROAD EXTENSION I : Beltway Or 􀁾􀀠 ; ! CD ® Q.. Lan land Rd ARAPAHO ROAD CROSSING QUORU M DRIVE CROSSING
ARAPAHO ROAD EXTENSION ( UNDER CONSTR 1-1) i Belt line Rd ,,,, . , 1 Alexis Dr: 1 1 􀁾􀀠1 PROPOSED RAILROAD CROSSINGS TOWN OF ADDISON EXHIBIT A 
D,E C-21-1994 15'42 )0' BRIEN-KRElTZBERG 2147493562 P.01 .,1 >_ .• :". O'BRIEN-KREITZBERG PROJECT NAME, DARTStarter System Job # 900245 PLEASE DELIVER THE FOLLOWING PAGES TO, 􀀭􀁾..---------NUMBER
OF PAGES INCLUDING THIS PAGE: l I RECEIVER FAX NUMBER: TRANSMITTED BY: 
UCI....-';:;:;..L-..LJ'J''-t .I.;:).'-tJ ,U Ol'\.iC.I'1-t'.t'I.t:.l J40C.1'\.U 􀁾􀀠 DRAFT .J _/" .... ,..."'""'",, t"'.",,,, Railroad Maintenance and Operations Handbook For local Governments
and Rail Carriers North Central Texas counCil of Governments 
Mr. "''''J...._IMIO) Malllllet. PubliC Pro;ecb Uniaft I'acIiIe RaiIIoIId 􀀱􀀴􀀱􀀶􀁄􀁯􀁤􀁧􀁥􀁾􀀠 Omaha. HE 1181711 􀁾􀀮􀀮􀁭􀁬􀀠 Ms.DonmI_ (!mneIlyAClmbilSb......_nQ Cily of rlll! Worth
1000 ThrDCilmol!iln S1reet FortWonh. TX 711102 811J87MD70) lit. Hen>Id IaIIn 0;,. of Trallio " l'nInIIp. CIty "'Gadana P.O. 800 <l6WQZ Garfand. TX 1504$.9002 :ZtAl:!I)5.24:lD Mr. _ au.,.
(IWO) AUDmey \IniOn PzitlcRoilroad P.O. Box 1584 􀁟􀀮􀁬􀁘􀀷􀁾􀀠 512U11!.16S1 Mr....car"""",. iIIgt (0) S_MdPlanning Raaro.I C ............. of Teas Clpltol SIIIiGn,P,O. _,291;1 _,lX
7&711 51:.'1.53-1121 Mr• ......, C-uIO} lti:II'mefty Tnoftle Engineer). CIty ofF....,. ... _ 10.0,800819010 ,...",.... lhnch, TX 􀀱􀀵􀀱􀀸􀀱􀂷􀁾􀁬􀁡􀀠 21_74131) 􀀱􀁉􀁲􀀬􀁟􀁾􀀨􀁏􀀩􀀠 ely
Tral!lc £nQ_ CI!< ctf Fort Warth j 􀁬􀀰􀀰􀁑􀁾􀁮􀁓􀂭 ForiWolth, TX 711102 817f17O.ml Mr.I<enDd 􀁥􀁡􀀭􀁡􀀮􀁟􀁾􀀠 1>.0.800121 <:atIOIIIon. lX 75!l06 21414M-7lI!l9 Mr. Jim otclcl<ln (Q)
oo.=rofGh........nt--. liIurIirIgIvtI_m ""ilIaad "37310__DriW South 􀁾􀀬􀁃􀁏􀁓􀀰􀀱􀀱􀁚􀀠 J03I2:!O.¥I2 ((1.'1) MlI__Wolle GIO\II> (0) (lper;1\Ilns _ GI1l"" 􀁍􀁉􀁌􀁒􀁏􀁁􀁄􀁃􀁏􀁏􀁬􀁕􀁬􀁬􀁎􀁁􀁔􀁉􀁏􀁎􀁔􀁁
􀁓􀁋􀁾􀁅􀀠 Mr. Jim Driscoll TtIIIic I\dtililluftii Oily Of frVmg P.o. lox l/iZZH IlYing, TX 75015 21<11721.264$ Mr. Jmm Eok Govemmetll RalSOtJS Sou1Mm P:acm;T-. Co. l005Cong_Avenw._
AuIIin, lX 7&101 51:.'1Q1.S881' Mr._F_OItI(O) :lillie Roil Planner FtIIilroad 􀁾ofT.... 􀁾_,P.0._1UG7 Auelin. lX 78111 􀀵􀀱􀁾􀀷􀀱􀀲􀀱􀀠 Mr. S. E!IM Hamill (1.'1) SupeMsing Cesign Engineer
􀁔􀁬􀁑􀁏􀁔􀀮􀁾􀀲􀀠 P.O.SI;IlIHea I"cotWoolh, TX 78115 􀀸􀀱􀀷􀀱􀀲􀀸􀀺􀁚􀁾􀀱􀀰􀀠 􀁍􀁲􀀮􀁾􀀢􀀭􀀨􀁏􀁽􀀠 RI!p,., 􀁾I.Jfos1tvft UnionP_RaIrnad lim0I.In1I0I Ar1ingItIII, lX 76013 a1YJ2Ii5.04S7
M,.J<mHolf! 􀁾􀁃􀁯􀁵􀁮􀁍􀁬 Ddas_ R.."cI T_ 􀁥􀁯􀀱􀁾􀁁􀁶􀁥􀁮.. D1IIIu. TX 7lI202 21411i58o<11207 Mr. DAnnie KoIIbf (0) AlII!. T_uI SUpI_"""" 􀁾􀁐􀁬􀁉􀁏􀁩􀁉􀁉􀁣􀁟􀀠 􀀷􀁉􀁉􀁏􀁏􀁓􀁯􀁵􀁉􀁨􀁾􀁅􀀾􀁰􀀻􀀮􀁡􀁟
􀀩􀀠 0.11;&, lX 78216 lI1ol1372-1434 Mr. DoII_(0) MII1agIf of 􀁾PtICIic:Is Unillll 􀁐􀁤􀁣􀁾􀀠 P.O. Box 9167 PcotWi!lll1. TX mar 817l1l'i'8-4661 .... FranM_IMIO) Foomo, Reg_Reg_I 􀁾􀀠
F_I'II1had_. 819 TlQIor,I!oom '1An Fort Wi!III1. TX 7S012 8171334-3&01 Mr. 􀁾A. KtInIs (0) I.egiIIIIMt CouriHl A1I:Ilison. Topeg, Santa f1I Aft -ll1nD!l ,eorv-sSIIeo!I. iIIIIOOA 'IX
78701 511147M1123 Mr, RIdIard 􀁾􀀠 AISI. DIr, 0/􀁰􀁾WQo1IS City of􀁾PriIIIte P.O.1lax53tlOll Gtand 1'!aIria, TX 750S3..0011 214/8eQ.8131 Mr. RIIIIII_til_ T..Engjn.... CIlyOflMng P.O.lIo>.lm1l8
IMIg. TX 75!l16 21<11721.26O!I Mr. _MIIIIIs iralfic Enginaer City of Cltand PI3iIIe 􀁐􀀮􀁏􀀮􀁟􀁾􀀱􀀱􀀠 G....t Pnliriot, lX 75053-«111 􀁾􀀬􀂭 ..... Do.._, c-_ UnionPlClftc_ !!OS N. IIIdIIIIriaI
BM:I. CooIIas. lX 75207 􀀲􀀱􀁾􀀠 Mr. tJon "","", P.E. 1M) Oir. ofTI8IIIc" T",nsp. CityofC.......... P.O. Box 1101i35 e.n-.lX 􀀷􀀡􀁬􀀰􀁬􀀱􀁾􀀵􀀠 21M.6105O IIr. Jim Ro".he. (0) SeniofTtIiIffiCIl!>i\F_
􀁾 ofAIIingIm> P.O. Box 231 MiIgIoft. 'IX 7W10 8171459-63071 Mr. Ron Roya (0) T_-__ AmCrak lS01 Jonea FDIlWortIt, lX 75102 11171332-2931 Mr. __􀁾􀀠 􀁾􀁓􀁯􀁉􀁩􀁣􀁩􀁫􀁉􀁲􀀠 Union P_RaiIII;d
801 Tl1lvls, "'600 "-.lXnOO2 713/22Do32ll2 
railroad coord.imdor m ruck Quotients are albitrary, but they can be I.I!l8d to l!IIItablish a prioritized tist DEC-21-1994 15:45 , ') 0' BR I EN-KREITZBERG 2147493562 P.04 j 􀀧􀀮􀁾􀀠
TwQ -crouing ndIt ti the ADTlTruck Quotient The c!'OII$ing rate e mple would l1ISuit in 38 X .93 =35.3 The crossing rate is then comp with the grade chart shawn in FIg,,1'8 11·7. The
example crDs5ing, which ranl<8 well be the failure rating, 1IWIIId WiI/l'ant total rep!ac:ement. Depending sponslble railroad maintenance engineer along with the TxDOT decide whether
to repair or replace. Figure 11-8 is an adapted version of the surface rankin form UHd by FOOT. It should be noted that cetegory points, assigned Jurisdjetions of Responsible Agtncig
Track Maintenance Within the State of Texas, cities. counties. TxDOT, and railroad operators assume both sepaRibi and joint maintenanee responsibilities !lems such as the track and signals
are always maintained by the raH operator. HOWf!VI!Ir, state civil statutes, site ci1aracterislics, and potantial FHWA funding for crosling upgrades are further c;onsidarations in determining
jointly funded improvements. 􀁾􀁮 Texas, the concept Of railroad crossing 􀁭􀁡􀁩􀁾 oc::cun; IiIS one of the "enumerated POWlll1l" Of home rule cities. iIC(;OI'ding to Vemon's Anru"lhld
Texas COOl Statu\eB, Article 1175, Section 16. II requlre8 that railroads be respormbie for street improvements "between the rails IiIld trackll of any such railway companies and ror
two feet on l!IIIch lide thereof." if the dellnition of ''trat:k,'' according to the FHWA publication entilled BlHrpad-Hjghway Grade Crll"'ioo Handbgok, includes: "an assembly Of rails,
ties, and fastenings over which cars, tocomoIive5, and trail'l$ 􀁡􀁾􀀠moved," then the railroad company's maintenance responsibility extends two feet 11-15 
DEC-21-1994 15'46 )0' 8RIEN-KREITZBERG 2147493562 P.05 ; beyond the ends of ties as litIown in Figures 11-9 and 11-10. However, for practical purposes, the . I· Railroad Maintenanc;e
Task Group concurs with the FHWA suggestion in the Railml!H1jgbway Grade Cro/jSing HaocIbo!;tI. 1he pubtic agent:y having II!!spcnsibillty for the maintenance of roadway approac:he$
generan)' terminates it1I maintenance responsibility for the roadway at the crossing surface.· The WOrk Group makes the recommendation that local govemmenta Maintain pavement up to the
crossing material located at the end of the Iie&. However, IIc(;Oi ding to FHWA.. the railroad operator sl'tall msintaln any vehicular, pedesllian. or bicycle erosaIngs between the ends
of the ties. All of these crossings should be physically separated for optimal traffic safety reasons. Therefore. the railroad is responsible for the maintenance of the rails. lies.
fastenings. ballast. initial upper ballast drainage pipe lmtallaUOn. erossbuclc sign lIa.nbly, railroad signals. control boxes. and grade c:rasslng surface materilllS which extend to
the endS of the ties. My surface be$ide:; timbers wiY need the cost differential reimbUrsed to the railroads. \ Railroad Signal Maint-erIiInR and Traffio $ignaJ Preemption Signal maintenance
at the crossing is the responsibility of the railroad I;iIrrier. Hawever. TxDOT rvimbul'1lll& the railroad II unit price fCll" signal m.ntenance by the type of signal on state lind federal
highway systems. but not on city sInIetS, county roads. ClI" private crossings. If a Slate or local public agenc;y anticipates future signa! preemptiOfl of traffic signals to _r the
intersection lilt iii grade crossing before iii train approaches. the Railroad Maintenance Work Group reoommendII that the city should notify the railroad of the iI'I\ent to use • circuit
In the railrOad signal control bOlt AUtomatiC time crossing dlll/ic:es sI1ouk1 be I;iIHbratecI to the faSla$t train using 􀁾􀀮􀁵􀀻􀀮􀀮􀁫􀀭 : "'-,...-/t;, 'f{7 ",." -.../-. 1::....-_c
........O , , 4:11-18 
FIGURE 11-9 'f"T"l TVPICAL CROSS SECTION THRU TIMBER CROSSING 2-I \J) -'f1 f-' en A -J \...o -􀁾􀀠 , -􀁾􀀠 ...... 􀁾􀀠 or Trellted Base '-Wbere 7r@ate4 88&e is Use4, 10' "SlIre88te Base
"'" t.,riIII Pipe Place Untreated Filter Materiel O.@r Drain Pipe on Each Side -!\J A 􀁾􀀠 \J) 􀁾􀀠 !\J ']J gil 
-􀀢􀀭􀀮􀁾􀀭􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀠 􀀭􀁾􀀭 :II () Asphslt Road Drsinage Ditch 􀁓􀁬􀁾􀁰􀁥􀀠􀁉􀁾􀁾􀀬􀁾􀀭􀀺􀀡􀀮􀁾􀁾􀀠, S,ul> 101us. -Perforated Pipe Sources, FHWA, Railroad-Highway
Grade Cr.ossing Handbook, 2nd Edition, (Sprin9field, Virginia, September 1986). 􀁶􀁥􀁲􀁮􀁾􀁮􀀧􀁳􀀠Annotated Texas Civil Statutes, Article 1175. Section 16 • r,.I.,.J,. 􀁾􀀠 FICURE 11-'1
,...,. (J] ELEMENTS OF RAILROAD TRACK CROSS SECTION :';j o tIl ;u 􀁾􀀠 -1 N tIl 􀁾􀀠 Gl ..•. '" I I,..\.,l. " !:::i 
DEC-21-1994 15:48 􀁾􀀠O'BRIEN-KREITZBERG 2147493562 P.08 the track. When train speed increases are planned. timing devices ShOUld be recaJj"Dlated to allow motorists adequate time to
clear the crossing prlllT 10 the implementation of the new speeds. At the time of instanation. the crifu:al "Yele time to clear the intersection of vehiclell should be SUPPlied. However,
if the critical cycle lime exceeds 30 $t!cond$, then a constant warning time device in the railroad control box is neceuary and would be eHgible for Section 130 funding. As an example
of cost. an upgrade to a control bIlx in 1988 cost TxDOT $2,000, but the conversion of older signal controls on a direct current system could cost well aver $100,000, espeCially in rural
areas. Pavement Alignment I,.arge grade changes in rail elevations would be a situatiOn where the city may not be totally respon&ible for $lreet approach grade changes. A schedule of
cost sharing between the rail carrier and the local govemment or state agency responsibl. for the roadWay is recommended by the 􀁗􀁯􀁾 Group. The vertiCIlI slope of pavement apprgaching
the croS$ing il recommended at iii range of bet\....n 1 and 2 percent for 30 feet beyond the ends of ties, according to the American Railroad Engll1fHll'ing Association (AREA). Pavement
sloping away from the track will also deter the necessity for installation of french drains by the loCal or state agency to cte1Ie<:t storm waler away from the ballast to a storm water
system or railroad ditch. Aecess to the raUrcad ditch would be through previous agreement with the railroad. The low vertical pawment slope would 1'180 assist faster Dewleullion C1f
vehicles from a slop position across the tracks. It would prevent trucks or trailers with low undercarriages from beccming trapped on a severwly humped pavement. 11-21 
DEC-21-1994 15'49 -J 0' BR I EN-KRElTZBERG 2147493562 P.09 HorIzontal alignment of the approach lanes is recommended to be as direct to !he tracks as p08llble to asailt motonsts In VIeWing
any approaching trains without contending with a potential ''blind epot" sl\Uation. The width of the cmssIng surface should be sufficient to Include all highway travel lanes and adjacent
lIhO!.lldeni plus two feet, with the continuation of an trafIk; lanes aClOSs the tracks. Crossing:; that are inadequate in width should be called to the attention of tl'le railroad company.
Drainage PrQper preparation of the track structure and goad drainage of the subgrade are essential 10 good performance from any type of crossing surface. ExcellSivft moisture in the
iSOil can cause Irack 88IIlement, accompanied by penetration of mud into the baUast setltion. Surface and IiUbsurfaCe Clralnage shOUld be inII!!rcepted and discharged away from the crossing.
Ideally, the roadWay-railroad croSSing should occur at a rise in topography to ensure drainage away from the ballaSt to prevent fouling of the ballast with "lines" from the subgrvde.
Acalmulated "fines" would cause !he ballast and track to "pump' from railroad loads. cause track instlbility, lind increase the likelihood of a train denlilmenl However. if the pavement
$Iopes toward the crossing the railrca<I wID in&tall a french drain, and \he arain willlWmllin iI1i responsibility all being WIthIn !he confines of 1hetraek. Drainage is iI mairIt«lanee
oonsideration involving varying jUl'i!J(!lctians. Drainage sl!ucture& and ballast ara initially installed by railroads on their Iigtlt.of-way. Bar dildlH (or drainagll ditches anc! culverts)
are a joint responsibility whICh shoUld have negotiated maintenance and imprcvemem. shared by pllties benefiting from the infra$ln.lCtUTe or whoever modifies the runoff pattern neeebital.lng
iI'tIprovements. AjlpI'Oi'lCh pavement costs can be reduced within the loCal 11-22 
-\ DEC-21-1994 15:50 , 􀁾􀁪􀁏􀀧􀁂􀁒􀁉􀁅􀁎􀀭􀁋􀁒􀁅􀁉􀁔􀁚􀁂􀁅􀁒􀁇􀀠 ) 2147493562 P.10 flY govemment Iight·Of·way if the local govemment completlls the subgrade preparation with four-incn
perforated pipe and filter cloth, according to TXOOT, Use of II auilable filter fabri<; over the entire subgrade area unde1' the cfO$$ing and for a sufficient distance beyond can be
a significant aid in aeparatitm, lillration, wale!' transport. and 􀁾􀁩􀁬􀁥􀀠reinforcement. It b recommended by the Wotk Group that any Mure drainage problems be the continued tegal
responsibility of the rail carner for ",pairs. AdVance Signs and Pavement Markings Standan:19 for advance signs and pavement markings ate found in the Texas Manual on llnifurm !rafl!c
CoQtrpt D8vjc.es (MUTeD). The local agency. as previously recommended by the Worx Group, 'Should be the agency responsible for pavement extI!Inding to tne CI'OlI6ing material at the
edge of the lies, traffiC contn:lls en the approach, /l'IM!l'IIent martdngs, and all signs except the Cf088buck and/or signal assembly. Figure 11·11 depicts the typical railroad advance
warning signa as $p8Cified by the Texas MUTeD. Figure 11-12 shows the railroad croSSing (crossbuck) sign. flashing light signal, and autornaIie gate typically used at grade crossings.
The CTOS8buck assembly consists of the crosabUck. a multitrack sign if appropriate. and the "exempt" sign if l'eCIulnld. The exempt Sign infonns drivers of vehicln for hire. sohool buses
carrying chlldren, or vehicles canying hazardous materials that II &top it> not required except when railroad equipment is approaQlling or cccupying the G'C88Irtg. The Intem'lodal SUrface
Tral'lllf)ortllllon Efficiency Act of 1991 (ISTEA) legislation hils added reWlions to the MUTCD to allow the LIIle of Stop and Yield signs at 􀁲􀁡􀁾􀁲􀁯􀁡􀁤􀀠crOSslngs. When adequate
Sight distance cannot be maintained lit a pasSiVe grade CI'O$tIIng, stop signs are an I 11-23 I 
DEC-21-1994 15:51 \ .., /O'BRIEN-KREITZBERG 1 2147493562 P.ll TOTAL P.ll 
! EH&A Project No. 15164 RAILROAD CROSSING STUDY FOR THREE PROPOSED RAILROAD CROSSINGS FOR THE TOWN OF ADDISON Prepared by: Espey, Huston & Associates, Inc. 13800 Montfort Drive Suite
230 Dallas, Texas 75240 June, 1994 
! I TABLE OF CONTENTS flu PHASE 1 • TRAFFIC CONDITIONS 1 1. General Description of the Area 1 2. Description of the Transportation Network 4 3. Capacity of the Transportation Network
4 4. Alternatives to the Railroad Crossings 10 PHASE2-CONSTRUCTUJNIMPACIS 11 1. Geometric Considerations 11 2. Railroad Impacts IS' SUMMARY IS LIST OF TABLES Table No. flu t. Traffic
Study Tabulation 7 2. Comparison of Traffic Volmnes and Level of Service 8 LIST OF EXHIBITS Exhibit No. flu A Previous Proposed Railroad Crossing 2 B RecollllllOOded Railroad Crossings
3 C Location Map 5 D Major Thoroughfares 6 E Arapaho Road Crossing 12 F Quormn Drive Crossing· (Northern Alignment) 13 G Quormn Drive Crossing -(Southern Aligmnent) 14 15764 i J....
8,1994 . 
I Espey, Huston & Associates, Inc. (EH&A) was initially retained by the Town of Addison to study the need for three proposed railroad crossings in the Town of Addison. These three crossings,
which are identified in Exhibit A, have been previously submitted fur your cousideration by Addison. The correspondence which contained your respouse to this initial submittal was dated
January 6, 1994. (File No. 948215/323.2). Following the previous submittal to Southern Pacific, the Town of Addison decided to pursue only two of the three crossings. One of the two
crossings has two alternative locations, as shown on Exhibit B. This report focuses on these two crossings. Phase 1 -Traffie Conditions The first phase of EH&A's study involved an evaluation
of traffic conditions in the general area of the proposed railroad crossings.. This phase included the following steps: • Examine land use in the general area. • Review existing historical
and projected traffic volumes within the transportation network. • Evaluate whether whether the proposed railroad crossings would help to alleviate traffic congestion. • Determine if
viable alternatives exist to the proposed crossings. 1. Genera! Description of the Area. The Town of Addison is a north Dallas community that if four and a half square miles in size.
The Town has a residential population of 9400. The Town's populationswells during the daytime hours to 100,000 people who travel to the town to work or eat at one of the 126 restaurants. There are approximately 1000 single-family homes, 19 apartment
complexes and 9 hotels. Numerous retail areas are located in and adjacent to Addison. The are approximately 1.6 million square feet of retail space. Major retail centers, including the
Galleria, Valley View and Prestonwood Malls, lie adjacent to Addison's city limits in Dallas, Texas. The Addison Airport is the third busiest general aviation airport in the nation.
It is home to approximately 750 aircraft. One of the commercial areas that will benefit by the railroad crossings is the South Quorum area, bounded by Belt Une Road, the North Dallas
Tollway, and the Southern Pacific Railroad Spur. This area contains 1.8 million square feet of office space. One-third of this land is vacant and open to future development. 15764 1
June 8, 19!14 
I />􀁾􀀠 o LINDBERG BEL T LINE ROAD 􀁾􀁾 BELTWAY 1-3< I-10' «I o· OCi «>-3:: 0 "jii z 0 I-0 'a". VERDE VAlL£Y CELESTIAL W(J1 --'><= :.:w BELTWOOD :x: a. «--'0'" PKWY N. 􀁾􀀠 ..... o
« 􀁾􀀠 o'" IlBELTW 00 oz I .PKWY S. t; . w (J1 (L '" :J --' G LANGLAND PRESTON OAKS' z o f'1 r PREVIOUS PROPOSED RAILROAD CROSSINGS TOWN OF ADDISON EXHIBIT A KELLER SPRINGS DART OWNED

KELLER SPRINGS DART OWNED o cc z o I(Jl w 0:: "􀁩􀁾􀁟􀀠 LINDBERG QOw BELTWAY 0>-􀁾􀀧􀀢􀀠 is ..J", BEL TWOOD 1i5 "PKWY N. BEL TW OD PKWY S. lj) ::; ..J " LANGLAND 􀁾􀀠 Io--+􀁾􀁒􀂣􀁓􀁔􀁏􀁉􀁉􀀠OAKS,
SOUTHERN z --I 􀁾􀀠 "'"ALIGNMENT of'1 r 􀁾􀀠 \ 􀁾􀀾􀀭􀁾􀁾􀁾􀀭􀀭􀁾􀀭􀀭􀀭􀀫􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀁾􀀩􀁉􀁾􀀧􀀭􀀭􀀭􀀭􀀫􀀭􀀭􀀭􀀭􀀭􀀭􀀴􀀭􀀭􀀭􀀭 􀁾􀀠 :r: SPRING VALLEY RD Q '::l Si \l;! VERDE VALLEY
CELESllAl RECOMMENDED RAILROAD CROSSINGS TOWN OF ADDISON EXHIBIT B 
I /2. Description of the Trwportation Network. The Dallas North Tollway is a major oorth-south highway that passes through Addison. It serves as a link between the oorth Dallas urban
and suburban communities and downtown Dallas. Interstate Highway 635 (I.H. 635) is an east-west highway that is located just south of Addison. Preston Road (U.S. 289) is a six-lane divided
urban thoroughfare that runs oorth and south on the east side of Addison. Midway Road and Marsh Lane are nOrth-south urban thoroughfares that pass through Addison on the west side of
town. Inwood RoadlAddison Road is a four-lane undivided oorth-south thoroughfare that passes through the center of Addison. The major thoroughfares that pass through Addison from east
to west are Belt Line Road and Spring Valley Road, although only the portion of Spring Valley Road between Midway Road and Marsh Lane is located within Addison's city limits. In addition,
Arapaho Road is a major thoroughfare that enters Addison from the east and currently ends just west of the Dallas North Tollway. All the aforementioned east-west thoroughfares are six-lane
divided arterials. Belt Line Road is a continuous loop around Dallas County. These major highways and thoroughfares are shown on Exhibit D. 3. Capacity of the Transportation Network.
Traffic congestion on Belt Line Road within the city limits prompted the Town of Addison to commission a traffic study. This study included a tabulation of the recorded traffic volumes
for different segments of Belt Line Road from 1982 to 1993. This tabulation, which is provided in Table 1, indicates the steady increase in traffic volumes during this period, 15164
4 
COPPELL .. 1 "::::)1' J _ ." "' LOCATION MAP TOWN OF ADDISON EXHIBIT C 
KELLER SPRING SPRING VALLEY ROAD ALPHA ROAD LYNDON 8 JOHNSON KELLER SPRINGS FREEWAY MAJOR THOROUGHFARES TOWN OF ADDISON EXHIBIT D 
TABLEt TRAFFIC SI'UDY TABULATION Street Location EB WB Total VPD 1982 1986 1989 1993 Difference 1993-1989 . % Ioorease From 1989 ARAPAHO ROAD Addison Rd. to Spectrum 9120 8977 16097
7000 lOllS 6205 16097 9892 159% , Spectrum to Dallas Pkwy. 5484 8247 11731 8300 11640 10379 11731 1352 13% BELT LINE ROAD West of Marsh Ln. 21370 21477 42847 23000 41115 39539 42847
3308 8% Marsh Ln. to Surveyor 20650 20404 41854 29600 41411 36171 41054 4883 13% Surveyor to Midway Rd. 20444 19568 40030 25200 38435 36395 40010 3614 10% Midway Rd. to Beltway 24795
29404 54199 33300 48249 41928 54199 12271 29% Beltway to Addison Rd. 26202 26041 52243 38200 54442 44m 52243 7471 17% Addison Rd. to Quorum Rd. 24908 24118 49028 NA 42387 42340 4!lO28
6688 16% Quorum Rd. to Dallas Pkwy. 22788 22161 44949 NA 38084 40788 44949 4161 10% Dallas Pkwy. to Montfort 20643 21403 42046 36000 34882 37332 42046 4714 13% Montfort to White RocI::
Creek 21728 20466 42192 37500 32612 43037 42192 -845 -2% , 15764 7 June S, 1994
In addition, the study "included a comparison of traffic volumes and Level of Service (LOS) under different scenarios. This analysis is sum.tllMized in Table 2. TABLE 2 COMPARISON OF
TRAFFIC VOLUMES AND LEVEL OF SERVICE Scenario Daily Volume just West of Addison Road Link LOS VO)U!!l!l Capacity Daily Volume just E.ut of Mush Lane Link LOS VQIl!!D!l Capacity Existing
Count 54,199 F 1.25 41,054 E .95 Yr 2010 No-Build 61,000 F 1.40 41,000 E .94 Yr 2010 wlArapaho to Midway Rd. 50,000 F 1.15 41,000 F .94 Yr 2010 w/A.rapaho to Marsh Ln. 49,000 F 1.13
33,000 D .76.. The capacity ofBelt Line Road was established using data obtained from the North Central TeJi:as Council of Governments (NCTCOG), which is a regional planning agency.
A daily capacitY of 43,500 vehicles per day was used for the Volume/Capacity calculations. The No-Build Scenario assumes Arapaho Road is not eJO:tended across the railroad. Year 2010
scenarios are provided assuming Arapabo Road is eJi:tended to Midway Road and Marsh Lane, respectively. LOS is a quantitative measure of identifying how effectively traffic is managed
along a roadway link and is defined by categories A through F. The Highway Capacity Manual (Special Report 209) provides the following general statements regarding arterial LOS: "Leyel-Q/-seryjce
A describes primarily free flowoperations at average travel speeds nsually about 90 percent of the free flow speed for the arterial class. Vehicles are completely unimpeded in their
ability to maneuver within the traffic stream. Stopped delay at signalized intersections is minimal. Leyel-Q/-service B represents reasonably unimpeded operations at average travel speeds
nsually about 70 percent of the free flow speed for the arterial class. The ability to maneuver within the traffic stream is only slightly restricted and stopped delays are not bothersome.
Drivers are not generally subjected to appreciable tension. 15764 8 
-Leyel-Q/-service Crepresents stable operation. However, ability to maneuver and change lanes in mid-block locatiollS may be JIIOl'e restricted than in LOS B, and longer queues and/or
adverse signal coordination may contribute to lower average travel speeds of about 50 percent of the average :free flow speed for the arterial class. Motorists will experience an appreciable
tension while driving. Levei-of-service D borders on a range on which small increases in flow may cause substantial increases in approach delay and, bence, decreases in arterial speed.
This may be due to adverse signal progression, inappropriate signal timing. bigb volumes. or some combination of these. Average travel speeds are about 40 percent of :free flow speed.
l.eyel-o(..service E is characterized by significant approach delays and average travel speeds of one-third the :free flow speed or lower. Sucb OperatiOIlS are caused by some combination
or adverse progression, bigb signal dellSity, extellSive queuing at critical intersectiollS, and inappropriate signal timing. Level-Q/-service Fcharacterizes arterial flow at extremely
low speeds below one-third to one-quarter of the :free flow speed. Intersection congestion is likely at critical signalized locatiollS, with high approach delays resulting. Adverse progression
is :frequently a contributor to this condition.• Table 1 confirms that the extension of Arapabo Road reduces the projected increase in traffic volumes on Belt Line Road througb the year
2010. In the vicinity of Addison Road, the Arapaho project will divert n,ooo to 12,000 vehicles per day :from Belt Line Road resulting in a net improvement in LOS :from the existing
condition. Near Marsb Lane, the impact of the Arapaho Road extension depends on wbether the extension is completed to Marsh Lane. With a Marsb Lane connection, the model predicts a 20%
net diversion of traffic from Belt Line Road of ahout 8,000 vehicles per day with a resulting improvement in the LOS. ColISequently, the Arapaho Road extension, with the associated railroad
crossings, is considered vital to the improvement of Addison's transportation network. 15764 9 JUlIO i. 1994 
In addition to the Arapaho Road railroad crossings at Location 1. two additional crossings were considered between Belt Line Road and Spring Valley Road. Addison had previously identified
two possible iocatiollB for the third crossing. (See Exhibit A.) Two primary factors provide the impetus for these additional railroad crossings: i) Westbound traffic crossing under
the Dallas North Tollway on Valley Verde cannot connect with a north-south arterial south of Belt Line Road. Ii) The Quorum DrivelLandmark Boulevard business park contains high-rise
commercial and hntel development. The remaining undeveloped land in this business park is slated for similar high-density development. Traffic from these developments cannot connect
with a north-south arterial south of Belt Line Road. In order to access the Inwood Road/Addison Road arterial at the nearest point, traffic from Verde Valley and the Quorum DrivelLandmark
Boulevard business park must first travel west on Belt Line Road. A railroad crossing between Belt Line Road and Spring Valley Road will provide additional relief to the congested Belt
Line Road Corridor. 4. Alternatives to the Railroad 􀁃􀁲􀁯􀁳􀁳􀁩􀁮􀁾􀀮􀀠 Belt Line Road, from the Dallas North Tollway to Marsh Lane, has been largely developed on both sides up to a
l00-foot wide road right-of-way (R.O.W.). Nine-foot-wide parkways are typical behind the curb on both sides of the roadway. The existing commercial, retail and restaurant developments
that abut most of this portion of Belt Line road make a roadway widening project impractical. Consequently. upgrading the existing railroad crossing at Belt Line Road is not feasible.
A similar condition exists with the existing developments along Spring Valley Road between the Dallas North Tollway and Marsh Lane. In addition, the railroad crossing at Spring Valley
Road is located within the city limits of Farmers Branch. As a result, the Town of Addison does not have the jurisdiction required to upgrade this crossing. Given the degree of traffic
congestion in the general area, an additional railroad crossing between Belt Line Road and Spring Valley Road would appear to be highly desirable. Grade-separated crossings at Arapaho
Road and the Quorum Road extension were also considered. At Quorum Road, there is not sufficient room to construct the ramps required for a grade-separated crossing. At Arapahn Road,
a grade-separated crossing would have to span the wye portion of an industrial lead and Addison Road. The resultant bridge would be prohibitively expensive. In addition, it is uulikely
that neighboring businesses would favor such a major grade-separated structure. Therefore, grade-separated crossings do not appear to be viable alternatives to the proposed at-grade
crossings. 15764 10 Juno 8, 1994 
Phase 2 -Construction Impacts The second pbase ofEH&A's study involved a review ofthe construction impacts associated with the proposed railroad crossings. This pbrase included the following
considerations: • Geometric considerations of the railroad crossings. • Impact of the crossings on Railroad operations. 1. Geometric Considerations The extension of Arapaho Road (see
Location 1 -Exhibit B) across the wye portion of an industrial lead track will require two at-grade railroad crossings. The two at-grade crossings would occur at approximate elevations
of 628 and 630 mean sea level (ms). The intersection of Addison Road and Arapaho Road is at an approximate elevation of 630 msl. Consequently, the road extension across the wye would
be relatively flat. Furthermore, if Arapaho Road were extended at a lOOO-foot radius west from the Addison Road intersection, the northern curb line would maintain an approximate minimum
borizontal clearance of 50 feet from the southern most railroad track (see Exhibit E). An extension of Quorum DrivelLandmark Boulevard across the railroad bas two alternative alignments,
(see Location 2 -Exhibit B). The southernmost aligoment appears to be the more favorable as it does not involve reconstruction of a portion of Quorum Drive/I .andmark Boulevard. In addition,
the southern alignment provides an additional connection to the Dallas North Tollway service road. The northern railroad crossing would occur at an approximate elevation of 633. The
Inwood Road intersection would occur at an approximate elevation of630. A straight grade of 5.5%.± would result between the track and Inwood Road (see Exhibit F). The southern alignmeni
railroad crossing would occur at an approximate elevation of 632. The Inwood Road intersection would occur at an approximate elevation of 627.5. A straight grade of 7.50% would result
between the track and Inwood Road (see Exhibit G). Although the horizontal and vertical geometries would need to be evaluated in more detail during the design pbase, there appears to
be no geometric constraints wbich would probibit the aforementioned railroad crossings. 15764 11 lune S, 1994 
􀀭􀁾􀀠 I Jill ------:NO-=-5',"O'C'"V '-' 2 (/) (/) o a:: U 2 o (/) Cl Cl Cl <! <!u.. 􀁾􀁏􀀠 02 :r3; <! 0 a.. I<! a:: <! IT.fl--[ O. W leo I X W 
i /. I I . ,I f I ! ! i l j /-I } :I I I \ ,\ 􀁾􀀠\ \ \ \ \ -',": QUORUM DRIVE CROSSING NORTHERN ALIGNMENT TOWN OF ADDISON EXHIBIT F 
• r 􀁾 /' /i r M I I L -\ \ \ \ \ QUORUM DRIV E CNRMOSESNITN G SOUTHERN AUG TOWN OF ADDISON . EXHIBIT G . 
2. Railroad Impacts The following are three impacts we have identified on the railroad which would result from the proposed crossings. • One ofthe two tracks at the Arapaho Road crossing
would not be crossed at right angles, resulting in a less than ideal line of sight condition. A fully signalized crossing would be proposed to mitigate this condition. • The impact on
switching movements at the wye would need to be considered. Addison recently completed an upgrade of the Addison Road railroad crossing which relocated a switch out of the road crossing
and realigned one of the wye tracks. • Three tracks would be crossed at the Quorum Drive/Landmark Boulevard location. Coordination with railroad operations would be required to determine
the impact of this multiple tracks crossing. Summary We recognize that the proposed railroad crossings are not beneficial to the railroad; however, the Town ofAddison has a pressing
need to upgrade iu road network in this area. Addison has expressed iu strong desire to work with Southern Pacific to mitigate any concerns regarding the impact of the proposed crossings
on the railroad. EH&A would be pleased to assist in this process. 15764 15 June B, 1994 
I A.I5DIsoN STREET DEPARTMENT Post Office Box 144. Addison, Texas 75001 WWi , 􀀨􀁾􀀱􀀴􀀩􀀴􀀵􀀰􀂷􀀲􀀸􀀴􀀱􀀠FAX(214)931·6643 16801 Westgrove M E M 0 RAN DUM To: John Baumgartner From:
Robin Jones Date: March 2, 1994 Subject: Railroad Crossing Repairs John, as you know I've been trying for some time to have the Railroad or DART repair the crossings at Marsh Lane and
Surveyor Blvd. Both of these are timber crossings with timbers in various degrees of decay, This decay the same effect on motor vehicles crossing the tracks that pot holes on regular
streets have. Additionally, on Marsh Lane one of the tracks has broken and the rail actually bounces up and down as cars cross the track, To the best of my knowledge this hasn't damaged
any cars, but it contributes to the continuing deterioration of this crossing. I first spoke to a Railroad representative about these crossings and was told that DART owns these tracks
and it was therefore DART's problem. The Railroad representative said that they don't have the funds to make anything but minor repairs. Apparently, that amounts to scattering a little
asphalt over the crossing from time to time. DART tells me they're willing to do minor maintenance (using Railroad employees) but that the crossings are ours to repair when repairs become
extensive (beyond scattering a little asphalt). My discussions with DART have been with Jan Seidner who is their Right of Way Management Representative. I first wrote her back in December
of 1992 about this problem. I have spoken to her several times over the past year and found her courteous, but not very helpful in getting these crossings repaired. I get the impression
they're trying to wait me out, or possibly out live me. In the pas t, the Rail roads posi ti on regarding all crossings has been that they are the Railroads crossings to maintain or
rebuild as necessary. If the Town desired an upgraded crossing (rubber, concrete mats, or anything better than a standard timber crossing) the Town was responsible for purchasing the
mats and delivering them to the Railroad for installation. Additionally, the Town would assist the Railroad with traffic control during installation. \ 
We can hire a contractor to rebuild both of these crossings at a cost of $50,000 to $60,000 for Marsh and $15,000 to $20,000 for Surveyor. This would include a rubber or concrete mat
and is probably twice the cost of any repair the Railroad would make. The only problem with this approach is that we might be accepting responsibility for all future railroad maintenance
and reconstruction not to mention possible liability at each crossing if the crossings become the responsibi 1i ty of the Town by OUr actions. Therefore, why don't we have our attorney
look into this and see what our responsibilities are regarding all railroad crossings in Addison. That is my recommendation, I await yOUr direction. Thank you. 
DEC -71992 .' " STREET DEPARTMENT Post Office Box 144. Addiron. Te.... 75001 !!!!!!!!!!!!!!!!!!!!"'!!!!!!!!!!!!!!!!!!!!!' (214) 450·2841 FAX (214) 931·6643 16801 Westgrove December 4,
1992 Ms. Jan Seidner R/W Management Representative Dallas Area Rapid Transit P.O. Box 660163 Dallas, Texas 75266-0163 Re: Marsh Lane and Surveyor Boulevard Railroad Crossings Dear Ms.
Seidner: I had spoken with Mr. Charles DeWeese back in January regarding the condition of the Railroad crossings on both Marsh Lane and Surveyor Boulevard. Mr. DeWeese sent a letter
to Mr. A. M. Henson (copy enclosed) with the Southern Pacific Transportation Company requesting that my concerns and others be addressed. I had been told that Mr. DeWeese is no longer
with DART, and that you would be able to help me with repairs to these crossings. As of this date, no repairs have been made to either crossing except for repairs made by Addison Street
Department employees. Specifically, as the crossing timbers have continued to rot away, Addison employees have attempted to fill the voids with asphalt. This being only a temporary solution
I am requesting that you apply whatever pressure is necessary to the Railroad to have all the rotten timbers at both of these crossings replaced. I appreciate your assistance in this
matter. If you have any questions, I can be reached at 450-2849. Sincerely, 􀁰􀁾 Robin D. Jones Director, Street Department 
􀀧􀁾􀀧􀁜􀀠 Dallas Area Rapid Transit 601 Pacific Avenue 0A.RT1 Dallas, Texas 15202 .._ ..l 2141148-3218 February 11, 1992 Mr. A. M. Henson General Manager Southern Pacific Transportation
Company 913 Franklin Street Houston, Texas 77002 Dear Art, It appears that the maintenance responsibilities that SP took with the trackage rights agreements on the 1988 DART purchase
of the SP line in the Dallas area and on the 1990 DART purchase of the cotton Belt are not being met in several areas. Last summer, DART spent over $12,000 on outside contractors for
vegetation control of lines SP was operating to avoid citation by various cities. We also used over 200 hours of DART labor on rented tractors mowing from Plano south. A bill for the
contracted work has been sent to Carl Bradley. We are preparing a bill for the work done with DART labor and rented equipment and will forward it to Carl soon. I did not anticipate DART
having to do this kind of work on lines you were maintaining, consequently our efforts were ", hampered by the time constraints associated with public procurement regulations. We are
in the process of putting a large contract in place to maintain the lines where we are assuming exclusive occupancy. This contract will also allow us to maintain problem areas where
your maintenance does not meet local standards. We will, of course, bill SP for all maintenance work done on property where SP has responsibility. Carl and Martin Swatek have indicated
that they would pay these bills, and I assume that will continue. Bigger problems are shown by A City of Dallas Non-Traffic Citation recently issued for Cotton Belt right-of-way in the
area shown on the enclosed map west of Dickerson Road; Complaints from the City of Addison Director of streets (Robin Jones at 214-450-2849) about lack of grade crossing maintenance
at Marsh Lane and Surveyor Road, and blocking of the grade crossing at Addison Road during the rush hours in spite of your timetable 
I Mr. A. M. Henson February 11, 1992 Page 2 curfewi and Complaints from the city of Colleyville (Dave Draz at 817-498-7180) about grade crossing repairs promised but not completed on
John McCain, Pleasant Run and Bransford roads. understand the priority that maintenance of these lines must have in the overall scheme of things for SP, but these issues are causing
safety, health and image problems for DART and the cities along the lines (and SP) that I cannot allow to continue. We need to decide jointly how the SP obligations are going to be met,
and then proceed on a sensible course. If you are going to be in the Dallas area soon, I'd welcome the opportunity to meet and resolve these (and related) issues. Let me know soon what
your plans are. Charles c. DeWeese. Director, Facility Maintenance Enclosure 
IN FEET r--c .....:w:.....,.w .., ___uzw: ... . , oI I I iJI CONTINUED ON MAP 24 U 􀁾􀀠 V, 􀁾􀁾􀁖􀁺􀀠 o 1000 2000 3000 8001\ PAGE 1023 DETAIL MAP SECTION STARTS ON INDEX PAGE 170 􀁛􀁾􀁾􀁏􀁐􀁙􀁒􀁉􀁇􀁈
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