hIe. TOWN OF ADDISON TRANSPORTATION PLAN Prepared for: The Town of Addison Prepared by: Parsons Transportation Group Inc. June, 1998 
TOWN OF ADDISON TRANSPORTATION PLAN Prepared for: The Town of Addison Prepared by: Parsons Transportation Group Inc. June, 1998 
TABLE OF CONTENTS 1. INTRODUCTION Goals and Objectives ...................................... 1 2. FUNCTIONAL CLASSIFICATIONS .................................. 4 Why Functional Classifications?
..•............................ 4 Roadway Classifications ...................................•4 3. DESIGN STANDARDS ..........................................9 Standard Cross Sections
....•............................... 9 Special Districts • • • • . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Access Control Policy ...................................
•. 20 Median Openings ••...................................... 32 Traffic Signal Spacing ...................................•. 35 Bus Turnout Lane •......................................•
35 Deviations from Standards ................................. 39 4. THE TRANSPORTATION PLAN •.................................. 40 Need for a Plan Update ....................................
40 Thoroughfare Recommendations ............................. 44 44 Pedestrian Recommendations ........................•...... 47 Transit System Recommendations .....................•••....
50 5. TRANSPORTATION PLAN AMENDMENT PROCESS ..............••..... 54 6. CONCLUSIONS ..............................•..............• 55 REFERENCES ............................•••••••.............
56 APPENDIX Addison Transportation Plan Pagei 
LIST OF TABLES PAGE 2.1 Roadway Functional Classifications and General Planning Guidelines .......... 7 3.1 Roadway lanes by Functional Classification ........................... 9 3.2
Minimum Horizontal Centerline Radius •............................. 16 3.3 Recommended Intersection Sight Distances .......................... 19 3.4 Minimum Driveway'Spacing -Two-Way
Driveways ..................... 25 3.5 Corner Clearance .............................•..............• 25 3.6 Property Clearance Requirements ................................ : . 26 3.7
Curb Return Radius and Driveway Entry Width Combinations ..•••.•....... 28 3.8 Pavement Widths for Turning Roadways ......•...................... 29 3.9 On-Site Driveway Vehicle Storage
lengths .••••...................... 30 3.10 Right Turn lane length ..............•••.................•...... 31 3.11 Transition Distance for Deceleration ...•••••.................••.....
32' 3.12 length of Median ......••.......•••.....•.•.............••.... 33 3.13 Intersection Spacing for various Speeds and Cycle lengths ............... 38 4.1 Addison Demographic Projections
...........•..................... 41 4.2 Recommended Thoroughfare Improvements ......................•... 46 4.3 Potential Pedestrian Goals and Actions .........................••...
49 4.4 Types of Transit Service ........................................ 50 liST OF FIGURES 2.1 Roadway Function by Classification •........•••••...••••............ 5 2.2 Existing Roadway
Classifications ...........•....................... 8 3.1 Recommended Standard Roadway Cross Section ...............••...... 10 3.2 Intersection ROW Requirements -Minor and Major Arterial
Requiring left-turn lanes .•................................... ,. 13 3.3 Intersection ROW Requirements -Minor Arterial ....................... 14 3.4 Intersection ROW Requirements -Residential/Indus
trial Collectors .........•. 15 3.5 Sight Distances ............................................•. 17 3.6 Intersection Viability Triangles ...................................• 19 3.7
Intersection Conflict Points Driveway/Street .....................••..• 21 3.8 Driveway Design Elements ...............................•...... 24 3.9 Driveway Vertical Grades .............•..........
.......•••..••. 27 3.10 Median End Treatment ..............••••••..................... 34 3.11 Storage length Required for Unsignalized left Turn lanes ................ 36 3.12 Recommended
Bus Turnout lanes ........•••••••........•......... 37 4.1 Recommended Thoroughfare Plan ................................. 45 4.2 Recommended Pedestrian Plan ...........•..••••...•.•...........
48 4.3 Existing Transit Service ........................................ 51 4.4 Potential Rail Alternatives ..................•••.•..•............. 53 Addison TnmsPOll8tion Pkm Page
ii 
1. INTRODUCTION In December 1992, the Addison Transportation Plan Committee was formed to develop a transportation system Plan that would accommodate travel demands within the Town through
the year 2010. As a result of this effort, a transportation plan, incorporating thoroughfares, transit, and pedestrians, was developed which would provide for the safe, efficient, and
orderly movement of people and goods in, out, and through the Town, while preserving the quality of life and environment for citizens and businesses. In response to continued high economic
growth in the Town since 1992, it has become necessary to update the Plan to reflect current conditions. Specific factors influencing this· update include: • Increased traffic volumes
on major roadway facilities throughout Addison; Updated demographic projections for both 2010 and 2020; The need for additional north/south and east/west roadway capacity to accommodate
growth; and • Right-of-way limitations for roadway enhancements other than at intersections. The updated Addison Transportation Plan consists of three fully integrated components: a
thoroughfare plan, a pedestrian plan, and a transit plan. The thoroughfare plan is based on a system of functionally classified roadways. These functional classifications reflect the
role or function of each roadway within the overall thoroughfare system. The pedestrian plan identifies strategies to accommodate future pedestrians and to encourage walking. The transit
plan identifies needed transit improvements. GOALS AND OBJECTIVES Although this transportation plan provides for the safe and efficient movement of people and goods, it also dictates
the planning of transportation facilities which are responsive to the goals and objectives of the Town. The following goals and objectives were developed to guide the development of
the transportation plan: OVERAll GOAL Provide for the safe, efficient, and orderly movement of people and goods in, out! and through Addison while preserving the quality of life and
environment for its citizens and businesses. Addison TransportBtion PIBn Page 1 
ROADWAY GOAL Provide a roadway network that achieves desirable levels of service, promotes economic development opportunities, and preserves the quality of life and environment/aesthetics.
Objectives 1 . Provide additional capacity in the east/west direction in order to prevent excessive congestion on Belt Line Road. 2. Provide additional access to the Quorum areas to
allow fulfillment of economic potential. 3. Work with other jurisdictions to coordinate the provision of roadway capacity. 4. Provide a clear set of requirements for access to the public
roadway system to: a. Facilitate the private development process; b. Ensure private development occurs in a beneficial manner; and c. Protect the public investment in roadway facilities.
5. Provide a clear set of classification and design criteria to: a. Clarify the present and future role of each street in the system; b. Protect the health and safety of the public;
c. Establish a basis for right-of-way dedication; and d. Maintain the aesthetic quality of streets 6. Promote neighborhood integrity and safety by diminishing cut-through and 'truck
traffic. 7. Protect and enhance the operational and economic viability of the airport. Addison Transportation Plan Psge2 
PEDESTRIAN GOAL Encourage walking within Addison. Objectives 1. Enhance the pedestrian environment. 2. Explore opportunities for linking activity centers with pedestrian corridors. 3.
Coordinate the provision of pedestrian facilities with transit services. TRANSIT GOAL Encourage the role of public and private transit in meeting the travel needs of Addison. Objectives
1. Identify DART service plans for Addison and explore opportunities to enhance and accommodate them. 2. Explore the potential for a local circulator system to reduce vehicular demand
and promote economic vitality. 3. Identify measures needed to integrate future retail service with desired development goals. Addison TflH1spcrtlltion Plan Page 3 
2. FUNCTIONAL CLASSIFICATIONS WHY FUNCTIONAL CLASSIFICATIONS? Functional classifications for roadways are needed to provide an underlying basis for determining the following: • Desired
degree of continuity • Capacity level • Traffic control strategy • Design speeds and other general criteria • Access policy In order to function properly, streets must not only be designed
to provide adequately for the desired function, but must also appear to the driver to be appropriate for the role. Arterial streets typically have four or more lanes, medians, turn lanes
at intersections, wider right-ofway, higher design speeds, high level of nighttime illumination, and traffic control which gives them priority at intersections with lower class streets.
Local streets have one or two lanes with low design speeds and restricted right-of-way which tend to limit through movement. The functional classification system provides a basis for
applying these characteristics to the roadway system. The functional classifications describe each roadway's function and reflect a set of characteristics common to all roadways within
each classification. Functions range from providing mobility for through traffic and major traffic flows to providing access to specific properties. Characteristics unique to each classification
include degree of continuity, general capacity, and traffic control characteristics. Figure 2.1 illustrates the relative roles of each classification to achieve its intended function.
ROADWAY CLASSIFICATIONS There are four basic functional classifications of roadways. These are: • Freeways -high capacity facilities with controlled access intended to carry high volumes
of longer distance trips; high capacity supplement to arterial system. • Arterials -carry through traffic between areas. Relatively high speed, continuous, high-capacity roadways with
mobility as their priority function. • Collectors -link local streets with the arterial system; function as collectordistributors and provide access to commercial properties. • Locals
-provide access to individual properties. Accommodation of significant through traffic is not an appropriate function. Addison Transportation Plan Page 4 
•• •• •• PARSONS TRANSPORTATION GROUP INC. ALL MOVEMENT z o i= (J Z ::::l II.. All ACCESS Complete access control, little local traffic • CULEXPRESSWAY ARTERIAL •••••••••••• •••••••••••••••••
••••• COLLECTOR ACCESS FUNCTION No through traffic, unrestricted access DE SAC FUNCTIONAL CLASSIFICATION Figure 2.1 Roadway Function by Classification 
Municipal street systems typically consist of arterials, collectors, and local streets. Freeways, and some arterials, are under the jurisdiction of TxDOT, while toll roads are the responsibility
of the North Texas Tollway Authority. The following section of this chapter addresses standards for arterials, collectors, and local streets which are the responsibility of the Town
of Addison. Typical design standards for freeways are presented, but are not discussed in detail. Table 2.1 provides general planning guidelines for the basic functional classifications.
Based on the characteristics of the street system in the Town of Addison, the following five roadway classifications were established: 1 . Principal arterial 2. Minor arterial 3. Commercial
collector 4. Residential collector 5. Residential local Figure 2.2 illustrates the existing classifications of each of the roadways which comprise the arterial and collector thoroughfare
system within Addison. Addison Transportation Plan Page 6 
TABLE 2.1 ROADWAY FUNCTIONAL CLASSIFICATIONS AND GENERAL PLANNING GUIDELINES 􀁃􀁬􀁡􀁾􀁳􀁩􀁦􀁬􀁣􀁡􀁤􀁯􀁮􀀠:J' '.' 􀀻􀀬􀁾􀁾􀁾􀁩􀁾􀁾􀀡􀁩􀀺􀀩􀁴􀁣􀁰􀀮􀁾􀁩􀁩􀁾􀁾􀁩􀀺􀀠., 􀁁􀁰􀁰􀁾􀁾􀁸􀀮􀀠Spa'cing
,(lI/Iiles11 Direct 􀁌􀀻􀀧􀁾􀁤􀀠􀁁􀁾􀁣􀁾􀁾􀁾􀀧􀀺􀀺􀀧􀀠. , . Minhl1Un:.: 􀁒􀁯􀁡􀁾􀁾􀁾􀁾􀀢􀀠.I InierseGtion Spacing " , . "" ., :..,,':;." 􀁳􀁰􀁾􀁥􀁤􀀠Limit, (il1lih)., ,,, ,. : :" , Parking
. ''''', '.' ,-, ",,-!"'" ,<"', • < . , "';Co/rtinents ' , ,.,;,,:' ',: ' Freeway and Expressway Traffic Movement Continuous 4 None 1 mile 45·55 Prohibited I Supplements capacity and
arterial street system and provides high speed mobility. Arterial Moderate distance intercommunity, intrametro area, traffic movement. Minor functional and access. Continuous 1/4 l'
Restricted-some movements may be prohibited; number and spacing of driveways controlled. May be limited to major generators on regional routes. 1/8 mile 1/4 mite on regional route 35-45
Prahi bited I Backbone of street system. Collector Primary-collectl distribute traffic between local streets and arterial system. Secondary-land access. Tertiarytraffic between neighborhoods
Not necessarily continuous; may not extend across arterials. 1/4 1/2' Safety controls; limited regulation. 300 feet 30 limited Through traffic should be discouraged. Local Land Access
None As needed Safety control only. 300 feet 􀁾􀁾􀁾􀁾􀁾􀁾􀁾30 􀁉􀀢􀀠" Permitted Through traffic should be discouraged" NA = Not applicable. 1 Spacing determination should also include
consideration of (travel projections in the area of corridor based on) ultimate anticipated development. Addiiiill-tfiiiisporiOilonPfan Page 7 
􀁛􀁢􀀩􀀦􀁲􀁌􀁊􀁌􀀦􀁾􀀠>< FINITY , 􀁬􀀼􀀢􀁾􀀭􀀭""IVI ), i 􀁾􀀠,,' 􀀧􀀺􀁏􀁾􀁾􀁉􀁾􀀢􀀺􀁾􀁾􀁾􀁔􀀧􀀺􀀧􀀠" , _ " , _ " , _ , " _ " . _-. , , -. , . . , , -. , , -, , . -, . . 1V1· 0 I . CITY
LIMITS IDALLAS COUNTY I 􀁾􀀠a '! c ©& © © 􀁾􀁉􀁜􀀧􀀠.. Q 􀁾􀁬􀁦􀁊􀁬0: !:: >::!< ::J 3: >Q l-S! (j CITY LIMITS 􀁵􀀮􀁾􀁮.... M • ! : ! -, ! -" BELt LINE ROAD 􀀧􀁾􀀠• RIG 􀁾􀀭.. I 􀁾􀀠!
rom::!} ral CITY LIMITS ! 􀁾􀁉􀁾􀀠c < o 0: • Q < g I< , I 􀁾􀀠Z fJl < 􀁾􀀠Q >< 􀁾􀀠...... 0 li!: 0: 0 􀁾􀀠_ ....z ->:lL_.,l;:::::::--1g \. 'l''¢o 0% "1fJl <:I <c N 􀁾􀀠o V& 114 3/a 1/2
SC4!llo fn Miles [))&[L[L&@BELT LINE ROAD 􀁾􀀠'i [F 􀀦􀁛􀁒􀀱􀁾􀁾􀁛􀁒􀀱􀁾􀀠􀁾􀀠􀁾􀀠p WI! ., , :i I 􀀺􀁅􀁾􀀠>􀁾􀀠􀁾-i... >!:: () '" I􀁾􀀠>I=-1 C (j LEGEND ---P Principel Arterial ---M
Minor Arteriol C Commerciol Collector ---T Toll Rood RC -Residentiol Collector Residential Loco! S! RD 􀁛􀁒􀀱􀀦􀁾􀂩􀁛􀁈􀁝􀀠[))&[L, [L, &@Figure 2.2 Roadway Functional Classification
Exis"ting Thoroughfare Plan 
3. DESIGN STANDARDS Design standards, as discussed in this report, describe the generalized characteristics of each functional classification. These characteristics are necessary to
ensure that roadways serve their intended functions, without resulting in diversion of traffic to or from these facilities. Maintaining these characteristics allows the roadways to operate
as intended, with maximum efficiency and safety. STANDARD CROSS SECTIONS Roadway cross sections are composed of a total right-of-way width, pavement width, median width, and parkway
width. Figure 3.1 shows the recommended standard roadway cross sections for the identified roadway classifications. Design elements are discussed below. The cross sections shown in Figure
3.1 represent mid-block conditions. In some instances (discussed under intersection treatments), the cross sections will vary in the vicinity of intersections. LANES The number of traffic
lanes required for each roadway should be determined based on projected traffic volumes to be be accommodated on each street. The number of lanes may vary from street to street although
their functional classification may be the same. Table 3.1 shows the range in moving traffic lanes by functional classification. TABLE 3.1 ROADWAY LANES BY FUNCTIONAL CLASSIFICATION
Functional Classification Lanes' 2 4 5 4D 6D Arterial -Limited Continuity X X X Continuous X X High Capacity/Principal X Collector Residential/Commercial X X X Local -Residential X .
,'D -diVided roadway With median . Addison Transportation Plan Page 9 
PARSONS TRANSPDRTATIDN GRDUP INC. 10' 􀀴􀀴􀀧􀀯􀁾􀀠10'I I 􀁾􀀠+ ttl I Commerclallinduatrial Collector I L-1-Sidewalk 64'/68' r 10' ILEGEND 11:' n22'/24' 110"1 Minor Arterial I -MOVING
TRAFFIC LANE ; -TURN LANE AT INTERSECTION .. X':ICIXX MINIMUM DIMENSION '---DESIRABLE DIMENSION Principal Arterial 27'· 11.6' 􀁾􀀠1 I I ResIdential Local 60' /12', , 36' t 1121 Resldantlal
ColfeC1or: I L. 80' :JSldewalk t .02,/,t:--=9 ,..-""..._..1 " Sidewalk 80'/84' 10161 ', 33'/36' 1 ,1'1 '1 33'/35' 110'1 l 0\./, l 􀁴􀁾􀀢􀀠tI I += I "'! I ;..,.J.. 1..._--Sidewalk ['
102'/106' Figure 3.1 Recommended Standard Roadway Cross Sections 
LANE WIDTHS These cross sections have been developed in accordance with the following lane widths: • 1 2 foot curb lanes; • 11 foot interior lanes; and • 11 foot single left turn and
right turn lanes, and 22 foot double left turn lanes. SIDEWALKS It is recommended that sidewalks be constructed to a minimum width of four feet. Sidewalks should be five feet or more
in width in non-residential areas or where sidewalks are next to the' curb. As an alternative, sidewalks may be considered for public easements adjacent to the right-of-way or on private
property adjacent to the buildings which generate the pedestrian activity. Barrier-free ramps should be provided at all intersections. MEDIAN WIDTHS Median widths on divided roadways
should maintain a minimum width of 1 6 feet. This width provides for a five foot median island adjacent to left turn lanes. A five foot median width is recommended on all new roadways,
while a four foot minimum median width is recommended for reconstruction of existing roadways. PARKWAYS To accommodate sidewalks and driveway curb-returns within the roadway right-of-w.ay,
a minimum parkway width of ten feet is recommended. PARKING Parking should only be allowed on local residential streets, or on roadways adjacent to the Town Center. Currently, parking
on residential streets is not allowed between the hours of 2:00 AM and 6:00 AM. A parking width of eight feet will allow for parallel parking. Sufficient on-site parking should be provided
for each particular land use. ROAD HUMPS In order to discourage cut-through traffic on local streets in residential neighborhoods, the Town of Addison has adopted a road hump policy.
This policy describes the requirements for implementing and constructing road humps. INTERSECTION TREATMENTS At intersections between arterial streets, or at locations with at least
200 turning movements per hour, special treatments should be considered for providing sufficient capacity to accommodate traffic volumes. These treatments may include left turn lanes,
right turn lanes, double left turn lanes, bus turnouts, or a combination thereof. Each intersection treatment should be designed based on the specific needs of that location. Addison
Transportation Plan Page 11 
It is appropriate, advisable, and recommended that the Town reserve sufficient right-ot-way to accommodate probable eventual intersection improvements. Figures 3.2 through 3.4 show the
additional right-of-way necessary to accommodate several combinations of typical intersection treatments. DESIGN SPEED The design speed for a roadway is the maximum safe speed that can
be maintained over a specified segment of roadway when conditions are SO favorable that design features of the roadway govern. Design speeds determine the physical characteristics of
the roadway (Le. minimum horizontal centerline radius, stopping sight distance, etc.). The recommended design speed for each roadway classification is given below: Roadway Classification
Design Speed Principal arterial 45 Minor arterial 40 Commercial collector 40 Residential collector 35 Local 30 It should be noted that the physical characteristics of an arterial or
collector are generally not the governing factor in restricting speeds. Traffic volumes during peak hours, cross traffic, and traffic controls are examples of factors that must be considered
when determining speed limits. HORIZONTAL CURVATURE The minimum centerline radius for curving roadways is determined based on the design speed, friction factor, and rate of super elevation
(cross slope) of the roadway. The minimum centerline radius is determined by the following equation: V2R = 15 ( e + f I where: R = radius of centerline curve (ft.) V = roadway design
speed (mph) f = roadway side friction factor (for wet pavement) e = rate of super elevation (ft.lft.) Table 3.2 presents the recommended minimum horizontal centerline radius for various
design speeds. Addison Tnmsportsrlon Plan Page 12 
---------------------------------------------------PARSONS TRANSPORTATION GROUP INC. I I I -_..-._I"'" 30·R5-l..J "----l I --__ 'I ..... I ---... J p-pI ... -+ --t5 ... ---,.... ....
'"0".. r '".. .. 􀁾􀀠􀁾􀁾􀁾􀁾􀁾􀀭_ 0 􀁾􀀠-+-':ot -0 I g ------... Co ---------'" --.-p I -tsO'R521r -125'200'150' Min. , (1lNOTE: I 35'R. curb returns should be used atI Intersections
In commercial and Industrial areas or on roadways with high volumes 01 trucks. Figure 3.2 Intersection/R.O.W. Requirements Minor and Major Arterials Requiring Left-Turn Lanes 
---------------􀁾􀁁􀁾􀁳􀁡􀁎􀁓􀀠􀁔􀁒􀁁􀁎􀁓􀁐􀁄􀁾􀁔􀁁􀁔􀁉􀁃􀁉􀁎􀀠GROUP INC. a: I!! 􀁾􀀠(lI a: o a: o... g :l o o oJ «a:... 􀁾􀀠a z ::: oJ « (5 a: 􀁾􀀠 o o 4 AND 6 LANE DIVIDED WITH RIGHT
TURN LANE. I I I 20' .1 150' Min. '" ..􀁾􀀠--.. g ,f --I ---r""it. ,.t ----.... ---------􀁾I;... .15 -,,-.. ... --a: io-----------Ig -􀁾􀀠'" -􀁾􀀠-... ,/t (' 'b.. (1) NOTE: 35'R. curb
returnll should be uaed tI Intersections In commercial and I duatrlal I I areas or on roadways with high. umea 01 trucka. Figure 3.3 Intersection R.O.w. Requirements Minor Arterial 165'

---------------PARSONS TRANSPORTATION GROUP INc:. a: w... c wa: (!l a: 0 􀁾e a: EI' ,(,) 'l. w a: .... b <? ·:t .. .... -0 -r-.Is (,) .... -r I .. :!i -... .....1= Ii (I) b -" II)::l
<?Q -l!: \ -.... c Q a: W :::I! :::I! 0 (,) I I I 150' Lt. " RI. TUm Lane •Q" 'j ..." . ..." ,/1= 􀁾􀀠 125' --. ----::---L__ ::>::::-l; II -􀁾􀀲-rT -r b 150'... (1) NOTE:, 4 LANE UNDIVIDED
WIDENED 35'R. curb relurns should be used al I Inleraecllons In commercial and Induslrlal.TO PROVIDE LEFT AND lOR areas or on roadways with high volumes 01 lrucks.RIGHT TURN LANES Figure
3.4 Intersection R.O.W. Requirements Residential/Industrial Collectors 
TABLE 3.2 MINIMUM HORIZONTAL CENTERLINE RADIUS (R) .22 -.0230 300 300 -.02.19 480.3935 500 -.02.15 820.5140 850 45 .15 -.02 1038.46 1050 III Side friction factor VERTICAL CURVATURE Crest
and sag vertical curves should be designed based on recommended standards contained in the 1990 edition of A Policy on Geometric Design for Highways and Streets published by the American
Association of State Highway and Transportation Officials (AASHTO). INTERSECTION SIGHT TRIANGLE Adequate sight distance at the intersections of roadways with other roadways and with
driveways must be ensured. The operator of a vehicle attempting to cross a thoroughfare should have an unobstructed view of the entire intersection and a sufficient length of the thoroughfare
to be crossed. Sufficient sight distance should be provided for the driver on a minor roadway to cross or turn onto a major roadway without requiring approaching traffic to reduce speed.
Adequate sight distance must be ensured for four different cases: • Vehicles crossing a a major roadway; • Vehicles turning left onto a major roadway; • Vehicles turning right onto a
major roadway; and • Vehicles turning left from a major roadway onto a minor roadway. Each case is illustrated in figure 3.5. Visibility triangles should be maintained at all intersections
to ensure proper sight distance for all cases. Obstructions greater than two feet in height should be prohibited within these visibility triangles, except for traffic control signs and
signals, street signs, fire hydrants, utility poles, or other devices authorized by the Town Council. Addison Transportation Plan Page 16 
PARSONS TRANSPClRTATION GROUP INC. d􀀬􀁾􀁬􀁾__-=-__---0--------0 ------􀁾􀀠--+1-----0----1------' d1 d2 !1° CASE A STOPPED VEHICLE CROSSING AN ARTERIAL __ _JtL -9=""'-:-:' 􀀮􀀬􀁟􀀬􀁾􀀬􀀮􀀬􀀮􀀢􀀠􀀢􀀺�
�􀀢􀀧􀁾􀀱-􀀮􀁾􀀢􀁄􀀢􀀢􀀧􀁾􀀢􀀢􀁾... d"2d1 CASE B STOPPED VEHICLE TURNING LEFT ONTO ARTERIAL d. sight distance __/II tl"-____ 􀀱􀁉􀀮􀁾􀁾􀁾􀀱􀁾􀁾􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀭I CASE C STOPPED
VEHICLE TURNING RIGHT ONTO ARTERIAL I!tl_______ 􀀱􀁾􀀺􀀮􀀽􀀠...."'·-1frr CASE D LEFT TURNING VEHICLE ENTERING DRIVEWAY Figure 3.5 Sight Distances 
The recommended corner visibility triangles are illustrated in Figure 3.6. The corresponding minimum corner intersection sight distances are displayed in Table 3.3 {see Figure 3.6l.
These recommended intersection sight distances apply for street grades of zero to three percent. Town staff should have the ability to vary the dimensions of the visibility triangle
to account for steeper grades or other geometric conditions at the intersection. DALLAS NORTH TOLLWAY {DNTlINTERCHANGES Access to the Town from the Dallas North Tollway is provided through
interchanges at Quorum Drive, Belt Line Road, Arapaho Road, Keller Springs Road, and Westgrove Road. The traffic conditions at the interchanges are critical to the overall traffic conditions
within the Town. However, these interchanges are located within the City of Dallas. In many cases, the interchanges were constructed to provide less capacity than demand. For example,
a three-' level interchange was originally recommended for the interchange of Belt Line Road and the Tollway, but, due to the impact to surrounding areas, the City of Dallas, the North
Texas Tollway Authority, and the Town of Addison decided not to construct a three-level interchange. Existing congestion at Belt Line Road and the Tollway can be reduced by extending
the free right-turn lanes eastbound and southbound. The eastbound free right turn lane should be extended to the first drive west of the approach {approximately midway between the Tollway
and Quorum Drivel. The southbound free right-turn lane should be extended to allow 250 feet of storage and 100 feet of transition. The interchanges of the Tollway with Keller Springs,
Quorum, and Arapaho, will remain bottlenecks to east/west travel unless expanded. It is recommended that the Town of Addison continue to monitor and address all Tollway interchanges.
Cooperative efforts among the Town, the City of Dallas, and the Tollway Authority will be necessary to improve these interchanges. SPECIAL DISTRICTS ADDISON CIRCLE AREA Special street
types with with unique street and sidewalk design standards could be used i.n the Addison Circle area to support special development. These streets should be designed to promote non-automobile
traffic, yet still move local traffic. This district should encourage a mixed land use development compatible with a more pedestrian-friendly environment. Through vehicles should be
restricted to the thoroughfares surrounding the area. AIRPORT AREA In order to protect and enhance the operational and economic viability of the airport, roadways should service the
drivers within the Airport. Construction and maintenance standards have been established by the Addison Airport Board. All airport roadways should be maintained to these standards. Addison
Transportation Plan Page 18 
PARSONS TRANSPORTATION GROUP INC. \ I I \ I I tg \ :II \ ! I", .... :II 1\\ I m m .... 1'l;i;1 TABLE 3.3 RECOMMENDED INTERSECTION SIGHT DISTANCE Travel Speed I X (ft.) 20 200 30 300
40 400 50 500 60 600 0 :II Ig <: m »== -< 􀁾_____􀁰􀁾􀁲􀁾􀀡􀁍􀁾􀁙􀁾􀁬􀁬􀁾􀁮􀁥􀁾____ III MAJOR STREET Figure 3.6 Intersection Visibility Triangles 
ACCESS CONTROL POLICY Driveway access is a critical issue which requires a well-defined policy with proper enforcement of the guidelines to enhance traffic safety and preserve maximum
available capacity on arterial roadways. Since a large percentage of the thoroughfares in the Town of Addison carry high volumes of traffic, and there is limited opportunity for additional
roadway capacity increases, this requirement is of particular importance. The purpose of an access control policy is to provide guidelines which apply to driveway location, driveway
geometric design, the spacing of driveways for various types of roadway faCilities, median opening spacing, and median opening geometric design. Most driveway design guidelines are the
same regardless of roadway functional classification. Those elements that do warrant differing criteria by functional classification are properly defined. Thisaccess policy proposes to preserve the integrity of existing and future arterial roadways. Proper driveway design with enforced access control will help maintain the safe and steady
flow of traffic that is so critical to achieve maximum effectiveness of the existing arterial roadway system. BACKGROUND These guidelines have been based on existing and proposed area
policies enhanced by national research findings, and recommended standards and practices of national transportation organizations as applied to conditions which do or are likely to exist
in the Town of Addison. Each driveway intersection with any street introduces conflict points to the street's traffic stream (see Figure 3.7). Research has shown conclusively that accident
frequency is closely correlated with the number of conflicts in a roadway section. For this reason, driveways should be properly located in accordance with actual need and ability to
provide safe roadway operation and, if necessary, proper traffic control. Each driveway also generates "side friction" along a roadway. It has been estimated that for each two percent
increase in driveway frequency, a reduction of one percent of roadway capacity results. Hence, roadway capacity can be maximized by carefully determining where and how many driveways
should be provided. This recommended roadway access policy is directed toward providing both adequate property access and efficient, safe roadway operation. DRIVEWAY CLASSIFICATION Access
to properties is completed through a driveway. Driveways are classified by the land use of the property and the intensity of that land use. For purposes of this access policy, there
are three categories of drives: residential. commercial, and industrial. Residential drives should serve all single-family land uses, including duplexes, townhouses, and small multi-family
complexes of up to eight units. Addison Tr(ln$pQrtatiOfl PI8II Page 20 
PAt:lSON5i Tt:lAN5iPOt:lTATI0N GFlOUP INC. 􀁾􀀠t . 􀁾􀀠I t 􀀮􀁾􀀠t I Q I 􀁾􀀠I d>t\'􀀮􀁾􀁾􀁩􀁌􀀭􀀬􀀪 􀀭􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀬􀀭􀁾􀀠I.,.fl'􀁾􀀮􀁾􀀠)o:l Street 􀀭􀀭􀀭􀁉􀀾􀀭􀀭􀀭􀁾􀁾􀀭􀀮􀁾􀀢􀀭􀁾􀁾􀀭􀀭􀁬􀀾􀀭�
�\i! \1;1 􀁾.....--􀁾􀀠>. rf 32 OONFLICT PTS. 111 I * 8 Divergeo 8 Merget 􀁾􀀠! • 16 CroosI .;: I TrameI Q I -I> Direction 􀀭􀀭􀀭􀁾􀁾􀁾􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀪􀀭􀀭􀁾􀀭" 􀀯􀁾􀀯􀀧􀀠Street
----I>-'----l!--<..----t/\------e---I>---..... I \ ,r\/\1. --....--􀁾􀀠*I I I I I I :9 CONFLICT PTS. 􀁾􀀠>. : * .3.Dlverge o 3 MergeI ; I • .3 Cross .I 􀁾􀀠?I .;: I Traffic I Q I ---i>
􀁄􀁬􀁲􀁾􀁣􀁴􀀮􀁬􀁯􀁮􀀠Figure 3.7 Intersection Conflict Points Driveway I Street 
Commercial drives should serve all retail, office, and other land uses commonly referred to as commercial. Driveways serving multi-family complexes of more than eight units should conform
to commercial rather than residential driveway standards. Industrial driveways should serve truck traffic, and be used at manufacturing and truck access points of high volume commercial
land uses (i.e., shopping malls). . GENERAL DRIVEWAY ACCESS PRINCIPLES This section covers five specific areas of access control policy. These are: a. Property access b. Number of access
points c. Number of ingress lanes d. Number of egress lanes e. One-way access The critical access and design issues relative to these areas are addressed in the following sections of
this report. Property Access The number of access points to any property should be limited to one, unless it can be shown that the development will generate sufficient volumes to require
two points of access for safe internal operations. Should an additional access pOint be needed, joint access should be sought with adjacent property owners. Number of Access Points Each
parcel should be permitted one access point either contained wholly within the property frontage or as part of a joint access with an adjacent property. Additional points of access may
be considered if adequate driveway spacing can be maintained (see section on driveway locations) and the following conditions apply: 1 . The average daily driveway volume is expected
to exceed 5000 vehicles per day (vpdl (reference 8), or 2. The expected peak hour driveway volume would exceed the capacity of a stop sign controlled intersection in accordance with
the 1994 Highway Capacity Manual, or 3. A professionally competent traffic analysis shows that more than one access point is needed to properly and safely serve the property. Number
of Ingress Lanes At medium volume driveways exceeding 1000 vpd and 40 right turn ingress movements during the peak hour, it may be desirable to provide an additional ingress lane, thereby
widening widening the effective width of the throat to facilitate simultaneous left and right turn ingress movements. Page 22 
Should a high volume driveway have two left turn ingress lanes, the receiving length at the drive entrance must be a minimum of thirty feet. Number of Egress Lanes The number of lanes
required to serve the exiting movements at a driveway location is a function of the number of vehicles expected to exit from the land use served by the driveway. Driveways should be
designed with more than one egress lane if either of the following conditions are present or expected: 1. The average daily egress traffic volume exceeds 1000 vehicles (Reference 8).
2. If more than 100 vph are expected to turn left from the driveway during any hour (Reference 4), and there are more than 500 vehicles on the street being" entered (Reference 8). One-Way
Access Access design of a one-way pair of driveways should be considered if either of the following conditions are present or expected: 1. Roadway average daily traffic (ADT) is greater
than 10,000 (Reference 8). 2. The left turn volume into the driveway exceeds 40 vph, and the property frontage exceeds 200 feet in length (Reference 7). DRIVEWAYS Driveways provide the
link from a thoroughfare to a land use. Specific design elements for driveways and median openings along thoroughfares are displayed on Figure 3.8, while the applicable standards are
discussed below. Driveway Location Driveway location is one of the most critical access management issues. Driveways which are spaced too closely together or too close to adjacent intersections
will result in reduced capacity and increased accidents regardless of their individual design standards. Driveway Spacing Driveways should be spaced at sufficient distances to ensure
that conflicting movements at adjacent driveways do not overlap. Adjacent driveways should be spaced as far apart as access and on-site circulation needs will permit. Table 3.4 shows
the minimum safe driveway spacing standards for various roadway functional classifications. This spacing should be maintained to ensure safe stopping distances. The recommended local
residential residential street driveway spacing is based on a ten foot minimum curb return at back-to-back driveways. Addison Transport8tion Plan Page 23 
__ _____ PARSONS TRANSPORTATION GROUP INC. -lr' L-._____ 􀁾􀁉􀀠t..:= -! ---􀀭􀁜􀁾_L H I 􀁉􀁾􀁟􀁁􀁟􀁾􀀠. T' ""). M '( a ! NJ I==--=-_____ -' _ I .J:!:L. 171J.r;-I _ __ __l.,-{ J.l-;;T-F.L
I f---li---iI ..... _ _.... __ , A -DRIVEWAY SPACING B -CORNER CLEARANCE C -PROPERTY CLEARANCE D -MEDIAN OPENING SPACINO E -DRIVEWA'y WIDTH F -CURB RETURN RADIUS a -TURNINO ROADWAY WIDTH
H -TAPER LENOTfj I -ISLAND SIZE J -ELONOATED ISLAND WIDTH K -ElONOATED ISLAND LENOTH L -DRIVEWAY ANOLE M -MEDIAN OPENING LENOTH Figure 3.8 N -NARROWED MEDI"'N END WIDTH Driveway Design
Elements 0-LEFT TURN STORAOE AREA 
TABLE 3.4 MINIMUM DRIVEWAY SPACING -TWO-WAY DRIVEWAYS' 200Arterial Arterial 200 150Collector Collector 20 Local 20 , The two-way driveway distance may be reduced to one-half this distance
for an adjacent one-way driveway where the inbound drive is upstream from the downstream drive (except for local residential streets). (Reference 71. Comer Clearances Spacing between
the cross street and an access driveway should be adequate to avoid any driveway conflict areas within the intersection. The corner clearance required is a function of the type of roadways
which intersect. The minimum corner clearances for arterials, collectors, and local streets are displayed in Table 3.5. TABLE 3.5 CORNER CLEARANCE Arterial (principal and minorl Arterial,
Collector, Local 200, 125,50 Collector (residential and commercial) all 50 Local all 50 , Corner clearance is measured from the ultimate near cross street curb to the near driveway curb
(see Distance "8" on Figure 3.81 2 If the property line is less than the minimum distance from the corner to meet these requirements, the driveway must be located within ten feet of
the property line away from the corner. Driveways Adjacent to Right Tum Lanes Driveways should not be permitted to exit into auxiliary turn lanes due to the difficulty in performing
the weaving movement to cross the right-turning vehicles. If permitted, they should be located as far from the intersection as possible. Addison Transportation Plan Page 25 
Propertv Clearance Property clearance is the distance between the property line of a parcel and the edge of the nearest driveway. In order to ensure proper spacing, the minimum property
clearance distance should ideally be one-half of the driveway spacing requirement. Should a property not have sufficient frontage to provide this distance, joint access with an adjacent
property should be considered. The minimum property clearances for specific roadway functional classifications are displayed in Table 3.6. TABLE 3.6 PROPERTY CLEARANCE REQUIREMENTS'
. . ,-􀀮􀀬􀀭􀀢􀁃􀀢􀀮􀀢􀀢􀀮􀀭􀁾􀁾􀁟􀀠'''.'' ',;,::"",,:,; 􀀼􀁾􀀠_,''1'''''' ,. '-""'-,-"'::._ . ,-."' 􀀻􀀢􀀢􀀧􀁾􀀢􀀠.􀀮􀂷􀀮􀀮􀀮􀀮􀁣􀁾􀀮􀁐􀀺􀁩􀁯􀁰􀁾􀁾􀁴􀁹􀁾􀀺􀁃􀁩􀁥􀀻􀁲􀁾􀁯􀁾􀁥􀁲􀁦􀁾􀁾􀁴􀁉􀂷􀂷􀀬􀀺􀀬􀀺�
�􀀬􀀠Arterial (principal and minor( 100 Commercial/Industrial Collector 75 Residential Collector 10 Local Residential 10 1 For single-family, duplex, and townhouse residential land uses,
lots should be platted so that direct access to arterial streets is not provided. DRIVEWAY DESIGN Driveway Grades The normal driveway grade within the street right-of-way is set at a
one-quarter inch per foot rise from the top of the curb at the property line. The minimum elevation of a driveway at the right-of-way line is two inches above the top of curb. Barrier-free
sidewalk construction requires a maximum driveway grade, as measured from the gutter, of eight percent. Driveways should be profiled for a distance of at least 20 feet outside the right-of-way
to ensure adequate replacement design. Due to state laws requiring the barrier-free construction of sidewalks or steps, grades are prohibited at driveways. Figure 3.9 displays the acceptable
range of grades outside the right-of-way which should be maintained for a minimum distance of 20 feet. Width and Curb Return Radius Driveway width and curb return interact to affect
vehicle speed and path. The selection of an appropriate width must be coordinated with that for curb return radii to achieve safe and efficient driveway operation. AdtiislJn Transportation
Plan Page 26 
PARSDNS TRANSPDRTATICIN GRDUP INC. ... C <II 􀁾I£1:1_ 20' Minimum Of 0/• e I Consistent Grade '" '" > COl .a...J ... .t:Io ...."<II 0 OJ" 􀁾􀀠I G Top Of C urb I 1/2' PO< Foot (Max"'um)
'114" Per Foot (Norma\) -----------: 2[7 G -1 (Max.-S%) 2" Minimum Low Volume Driveway-Ie •• than 100 yah. during peak hour In peak direction High Volume Driveway-more than 100 veh.
during peak hour In peak direction ' G2 Maximum Range 1. Low Volume Driveway -10% To +14% On Local Street 2. Low Volume Driveway -4% To +8% On Collector Streets 3, High Volume Driveway
Or Low Volume Driveway -1% To +5% Figure 3.9 On Arterial Sireets Driveway Vertical Grades "_C""., 
The use of a narrow driveway width in combination with a short curb return radius should be avoided. If the width must be reduced, the curb return radius should be increased, and vice
versa. Table 3.7 identifies the appropriate curb return radius and driveway width combinations that should be used for different types of driveways. TABLE 3.7 CURB RETURN RADIUS AND
DRIVEWAY ENTRY WIDTH COMBINATIONS' SF and Small MF Residential WB-50 SU p 15' 15' 10' 42 20 26 15 15 12 45' 35' 15' , For a driveway angle of 90 degrees. 2 Entry width should be one-half
the total width for two-way access points. 3 Design vehicles WB-50 -large semi-trailer truck SU -single unit truck P -passenger car Some additional considerations regarding driveway
width and curb return radii are presented below: 1. The width of the street right-of-way should not be a limiting factor in selecting the appropriate curb return radii. Curb returns
should extend into private property if necessary. 2. If a commercial development is serviced by moderate truck traffic (i.e., delivery trucks), it may be desirable to provide one well-designed
"industrial" driveway for these vehicles and prohibit their use of the other "commercial" driveways within the development. 3. At high volume industrial driveways, the use of compound
curves in the· curb returns is recommended by AASHTO (Reference 1). Addison Transportation Plan Page 28 
Drivewav Angle A driveway should intersect the street at a 90 degree angle. If the site conditions (e.g., terrain, lot size, and shape, etc.) will not permit a 90 degree approach, the
angle may be reduced to the following minimums. Two-way: 1 . 70 degrees for large multi-family complex, commercial, and industrial driveways. 2. 60 degrees for single-family, duplex,
townhouse, and small multi-family complex residential driveways. One-way: 45 degrees for all driveways. CHANNELIZATION ISLANDS AND MEDIAN DIVIDERS Turning Roadway Width To facilitate
the ingress and egress movements on high speed arterials, islands separating right turn movements may be used if the pavement width is sufficient to allow the vehicle to negotiate the
turns at the proper design speed (see Table 3.8). The pavement should be widened to permit the outer and inner wheel tracks of the selected design vehicle to clear the pavement gores
by two feet on each side. TABLE 3.8 PAVEMENT WIDTHS FOR TURNING ROADWAYS' · .. ·Radius·.. 􀁯􀁮􀂷􀁬􀁨􀁨􀁥􀁦􀁦􀁅􀁤􀁾􀁥􀀿􀁯􀁦􀀱􀁾􀁾􀁾􀁩􀁬􀁩􀁾􀁮􀁴􀁩􀁣􀁜􀀠);.;; 􀂷􀀨􀁩􀀡􀁩􀁩􀁖􀁥􀁭􀁾􀁲􀁩􀁴􀀮􀂷􀁗􀁩􀁤􀁴􀁨.••
􀀨􀁦􀁥􀁥􀁴􀀩􀁴􀀨􀀩􀀱􀀺􀀺􀁊􀁪􀀱􀀻􀁳􀁩􀁾􀁩􀀺􀁩􀀻􀀦􀁾􀁬􀁊􀁩􀁣􀁬􀁥􀁩􀀭􀀻􀀻􀁾􀀻􀀻􀀧􀀠.. .•..•.. ..,.. ..c..•R7(feiitl;};c:::·:::.,.·C··· 􀁪􀀢􀁦􀀮􀁡􀀧􀁓􀁳􀁥􀁩􀁜􀁧􀁥􀁾􀁪􀀺􀁃􀁾􀁲􀀮􀀻􀁾􀀠􀀮􀁾􀀮􀀻􀁓􀁩􀁮􀁧􀁩􀁥�
�􀀮􀀶􀁩􀁬􀁩􀁾􀁾􀁾􀀻􀀻􀀻􀁦􀀠􀁾􀁦􀀢􀁾􀀻􀀢􀁗􀁾􀁾􀀵􀀡􀁩􀀥􀁳􀁾􀁾􀁾􀀠50 13 18 26 75 13 17 22 , Developed from Reference 1. Driveways that have right turn ingress movements separated by an
island, and that have more than ten percent truck traffic, should be designed for single-unit trucks, while industrial or commercial delivery driveways should be designed for W8-50 vehicles.
Island Size Islands should be constructed to clearly define the proper course of travel. They should exceed 75 square feet in area, with a preferred minimum of 100 square feet. Addison
Transportation Plan Page 29 
Elongated Driveway Island Width Plus Length When an elongated island is used as a driveway divider, that island should have the following minimum dimensions: 1. Minimum island width
= 5 feet 2. Minimum island length = 20 feet This will ensure adequate island visibility and width for the installation of traffic signs, while providing adequate lateral clearance. Any
island landscaping heights and densities shall be as specified in the visual obstruction regulations. Throat Length The required length of throat for storage will depend on two factors:
1. Parking facility egress control, if any, and 2. The gap availability on the street being entered. Egress control should be considered as a site design prerogative of the developer
and normally does not impact street operations. Gap availability, if not considered in establishing driveway throat length, can result in the request for police traffic control or unwarranted
signalization. Police control should not be permitted as a solution to inadequate throat length. Egress driveway lanes should be designed to accommodate outbound traffic during the most
demanding peak hour condition. Differing land uses will have differing peak parking move·ment distributions. These distributions affect the rate at which vehicles exit the parking locations
and therefore directly affect the length of storage required to hold the vehicles until they receive an acceptable gap to enter the roadway. Table 3.9 presents the required storage for
exiting driveway lanes as a function of land use and parking spaces. TABLE 3.9 ON-SITE DRIVEWAY VEHICLE STORAGE LENGTHS' 0-200 5025 25 25 150200 -400 25 50 100 200 more lanes400 -600
50 150 more lanes more lanes100 200> 600 , Developed from Reference 7. 2 Measured from property line. a More than 700 spaces/lane will require additional outbound driveway lanes. Addison
Transportation Plan Page 30 
DECELERATION LANES Right Turn peceleration Lanes A deceleration lane for right turns into a driveway eases the negative impact that a drive has on the flow of traffic on an adjacent
arterial. Such a provision enables right-turning traffic to Slow down to turn, without impeding the flow of through traffic. It also reduces the risk of rear-end accidents. A deceleration
lane should be considered on arterials with average operating speeds of 35 mph or more, if the following conditions apply: 1 . The average peak hour inbound right turn volume is at least
75 vehicles. 2. Where several successive driveways meet condition 1, and driveway spacing is not adequate to avoid encroachment of the right turn lane on another driveway, a continuous
right turn lane should be used. 3. A continuous right turn lane should be considered at a location where 20 percent of the directional volume on the arterial makes a right turn. For
signalized driveway intersections, lane requirements should be based on a capacity analysis. Right Right Turn Lane Length Deceleration lanes should be of adequate length to permit safe
deceleration from the design speed to a stop within the deceleration lane. Traffic may be assumed to leave the through lane at 15 mph below the design speed. The total deceleration lane
length includes the length of taper. It also depends on the speed of the vehicles on the roadway. Table 3.10 (Reference 1) shows the desired length for various design speeds. TABLE 3.10
RIGHT TURN LANE LENGTH Arterial 35-45 150 250 Collector 25-35 50 150 The recommended taper lengths for left or right turns are displayed in Table 3.11. The transition should be accomplished
using reverse curve geometry. Addison TransportatiM Plan Page 31 
TABLE 3.11 TRANSITION DISTANCE FOR DECELERATION .. -:" .. ,.-. Arterial 100-150 Collector 100 -150 The total right turn lane length is the summation of the deceleration length (Table
3.10) and the transition length (Table 3.11). MEDIAN OPENING MEDIAN OPENING SPACING The location of openings in a median to allow left turn ingress and egress movements at a driveway
or local street is a function of the type and operating speed of the roadway; the volume of traffic expected to make the left turn movements; and the location relative to other intersecting
streets, driveways, and median openings. Median openings may be permitted on divided thoroughfares at intersections with public streets and/or driveways. The order of priority for determining
where median openings should be located is as follows: 1 . First Priority -Designated Thoroughfares 2. Second Priority -Minor Streets 3. Third Priority -Driveways Median openings will
be provided at all intersections with designated arterials and colleqtors. They will normally be permitted at all intersections with minor streets, with priority given to minor streets
that serve collector functions. No median opening will be permitted at minor streets or driveways if specific conditions create an unsafe intersection. Vertical and horizontal sight
distance must meet minimum standards, as previously specified in this report. No median opening will be allowed to serve either alleys or emergency access easements, and the minimum
distance of an opening to an intersecting public street will be governed by the combined left turn lane design requirements for that intersection and the median opening, as well as the
functional classification of the two intersecting streets. Median openings should not be granted unless all of the following conditions exist: 1. The property to be served has a driveway
at the median opening and is a significant traffic generator with demonstrated or projected trip generation of not less than 100 left turn ingress or egress vehicles during the peak
hour. (Reference 7) Page 32 
2. The median width is sufficient to permit construction of a left turn storage lane. 3. The median is sufficiently long so that adequate distance will be available to properly design
deceleration taper and storage lanes, as shown in Table 3.12, if exclusive left turn lanes are needed at both ends of a median. TABLE 3.12 LENGTH OF MEDIAN FreewayArterial 600 Arterial
600 Collector 450 Local 400 Driveway -less than 40 ft. in width' 400 -40 ft. or more in width3 400 Collector Freeway 600 Arterial 450 Collector 400 Local 300 Driveway -less than 40 ft.
in width' 300 -40 ft. or more in width3 350 1 Measured from end to end. 2 2-way driveway; l-way driveway less than 20 feet in width. 3 2-way driveway; l-way driveway 20 feet or more
in width. MEDIAN OPENING DESIGN Median Opening Length The nose-to-nose length of median openings is a function of turning angles and left-turning radius (based on the expected traffic
volume vehicle mixture, i.e., passenger cars, single unit· trucks, semi-trailers, etc.). Median openings that will be expected to handle a large number of trucks should be designed to
accommodate design vehicles appropriate for the driveway. The minimum median opening length should be 60 feet. Median End Treatment Median noses should be of the type illustrated in
Figure 3.10, with a nose end radius of 2'6" and transition radii from the full width median to the nose end radius ranging from a min[mum of 50 feet to a maximum of 75 feet, depending
on the design vehicle turning radius to be accommodated. The median nose should have a minimum of a 15 foot setback from the cross street curb line for single left turn lanes and 18
feet for dual left turn lanes. Addison Transporfaticn Pian Page 33 
_io... " 16 " II: ...I 􀁾􀀠w 13 z Iii ::l 1ffi z < a w :::IE 
Median Left Turn Lane Width Each median opening where a left turn or U-turn movement will be permitted should be designed with a left turn lane of sufficient storage and taper distance.
Left turn lanes constructed in the median should be a minimum width of 11 feet. Left Turn Storage Requirements The length required for left turn storage in the median left turn lane
is a function of the number of left turn movements, opposing through movements, and, if the intersection is signalized, the cycle length and green time. Figure 3_11 shows the required
storage length for various left turn and through movement conflicts at unsignalized intersections. TRAFFIC SIGNAL SPACING The primary function of an arterial street is to move a large
volume of through traffic as quickly, efficiently, and safely as possible. For major roadways with at-grade intersections, this can best be done by providing progressive signal operation.
Signal spacing and timing are two of the limiting factors in providing such operation. Standard procedure in signal timing is to attempt to establish offsets, cycle lengths, and phasings
for given conditions, as determined by existing intersection spacings. More efficient operation, however, can be obtained if the intersections are uniformly spaced within a certain optimum
range. By providing for proper intersection spacing during the development of an area or, in some cases, modifying existing intersection or signal spacings, a high degree of efficiency
in operation of the major roadway and flexibility of adaptation to daily volume fluctuations can be realized. Subject to the constraints of providing reasonable access to the arterial,
and avoiding excessive circuity of travel for crossing traffiC, a procedure has been developed (Reference 141 to define the "optimum" range of intersection spacings. Table 3.13 gives
desirable intersection spacings for different combinations of cycle lengths and speeds of progression. The numbers in parentheses are for a simultaneous system. BUS TURNOUT LANE Bus
turnout lanes are recommended on all major through routes in the Town which carry bus service. This would include Belt Une Road, Midway Road, Quorum Drive, Addison Road, and Arapaho
Road. Bus turnout lanes provide a refuge for the bus and its passengers on major streets. Other traffic may pass the bus while it is boarding and discharging passengers, thereby reducing
accident potential and increasing arterial capacity. The recommended bus turnout lane dimensions are shown in Figure 3.12. All bus stop locations should be located to adequately serve
the surrounding area. In some areas, bus stops may need to be consolidated. Only major bus stops should have bus turnout lanes. Addison TraTlSpartstion Pian PB{1('J 35 
PARSONS TRANSPORTATION GROUP INC. 􀁾􀀠.!􀁾􀀠E 􀁾􀀠􀁾􀀠:l' DUU 600 400 ) ) Grade, unsignalized intersections S = storage length required 􀁾..􀁾􀁾􀀠􀁬􀁾􀁾􀀠􀀮􀁾􀀠􀀮􀁾􀀠ll: ) o " ,.'" )
S'= 350' S = 400') -00 o -", ,..-, \I 􀁾􀀠0_ 50 S = 450' S -500'f-+-'" \ '-r-",'I;r-if. 􀁾,􀀭􀁾􀀬􀁜􀁲􀀭􀀧􀀭􀀭􀁾􀁾􀁲􀀭􀁾􀁾􀁦􀀭􀀭􀁾􀀩􀀬􀀬􀀬􀀠􀀼􀁬􀀧􀁾􀀠􀁾S,--J'􀁾􀀠􀀭􀁊􀀧􀁾􀀠-􀁾􀁟􀀠'b_
h'''J'-i\. 􀁊􀀧􀁯􀁾􀀠􀀬􀁾􀁾􀁟􀀠􀀧􀀻􀀾􀁯􀁯􀀭􀁾􀁴􀁬􀀧􀀻􀀾􀁊􀀢􀁯􀀭􀁾􀀮􀀯􀁯􀁯􀀭-100 150 200 250 300 350 VL = Left turning volume (vph) 400 450 ' 500 550 600 Figure 3.11 Storage Length Requirements
For Unsignalized Left-Turn Lanes 
PARSONS TRANSPORTATION GROUP INc:. 1 Scala: l';40'Bus Stop Sheltar 12' R.O.W. J-Y 11' Bus Lana r /prOP08ad R.O.W. for __-----t---/BUB Lane 􀁾􀀠_---Tr:;g;J Y/_-___ -------r-/I 100' Transillon
eo' Bua Lane 100' Transition J " = = Belt Line Rd. 1--I ---------I--.=,/""f Figure 3.12 Recommended Bus Turnout Lane 
TABLE 3.13 INTERSECTION SPACING FOR VARIOUS SPEEDS AND CYCLE LENGTHS* '· I . '.Speed .' .... ........... ' .>INTERSECTION SPACING(FT) F()R CYCLE LEIIIGTH ',I',· (mph) .' 􀀬􀀱􀀮􀀮􀀮􀀮􀀴􀀹􀀬􀀱􀀪􀁾􀁾􀀬�
�1'·§P'see .' 60.see 70 see . 80 see 90 see .􀀢􀀱􀀰􀁑􀁳􀁾􀁣􀀠.L110 sec I12(»sec 25 30 35 40 45 50 55 735 (1470) 882 (1764) 1029 (2058) 1176 (2352) 1323 (2646) 1470 (2940) 1617 (3234)
919 (1838) 1103 (2205) 1286 (2573) 1470 (2940) 1654 (3308) 1838 (3675) 2021 (4043) 1103 (2205) 1323 (2646) 1544 (3087) 1764 (3528) 1985 (3969) 2205 (4410) 2426 (4851 ) 1286 (2573) 1544
(3087) 1801 (3602) 2058 (4116) 2315 (4631 ) 2573 (5145) 2830 (5660) 1470 (2940) 1764 (1528) 2058 (4116) 2352 (4704) 2646 (5292) 2940 (5880) 3234 (6468) 1654 (3308) 1985 (3969) 2315 (4631
) 2646 (5292) 2977 (5954) 3308 (6615) 3638 (7277) 1838 (3675) 2205 (4410) 2573 (5145) 2940 (5880) 3308 (6615) 3775 (7550) 4153 (8305) 2021 (4043) 2426 (4851 ) 2830 (5660) 3234 (6468)
3638 (7277) 4153 (8305) 4447 (8894) 2180 (4360) 2616 (5232) 3052 (5232) 3488 (6976) 3924 (7848) 4360 (8720) 4796 (9592) *Numbers in parentheses are for a simultaneous system. Addison
Transportation Plan Pege 38 
DEVIATION FROM STANDARDS It is intended that the functional classifications and design standards presented in this report be used throughout the Town of Addison. However, some exceptions
may be necessary. For example, special intersection treatments to provide left or right turn lanes on collector streets may be desirable. Also, design exceptions to accommodate the special
needs of certain areas may be necessary. Each potential exception should be carefully reviewed to determine if other alternatives exist. This is particularly important for any proposal
which would reduce the potential capacity offered by standard criteria. Addisan Transportation Plan Page 39 
4. THE TRANSPORTATION PLAN This section of the report presents the Transportation Plan for the Town of Addison. This Plan includes three components: a Thoroughfare Plan, a Pedestrian
Plan. and a Transit Plan. NEED FOR A PLAN UPDATE The Thoroughfare Plan identifies specific improvements to the roadway system that will enhance traffic circulation within Addison; provide
a framework for future development; and increase operational efficiency. During the initial development of the Plan in 1992, the North Central Texas Council of Governments (NCTCOG) travel
demand forecasting model was' utilized to project future traffic demand. After calibrating the model to 1986 conditions, 2010 demographics were used to project future demand for the
existing or "no-build"roadway system. Based on these projections. several alternative 2010 highway networks were developed and evaluated to determine needed roadway improvements. Over the past five years,
growth in Addison, from both a demographic and vehicular standpoint. has warranted the need to update the Thoroughfare Plan. For example. traffic volumes within the Town have approached
or exceeded acceptable levels-of-service on several roadways. most notably Belt Line Road and Addison Road. These two roadways are experiencing average daily volumes in excess of 50,000
and 23,000, respectively. throughout the Town. However, the corresponding daily roadway capacities are 40-45,000 for Belt Line Road and 20-24,000 for Addison Road. Revised demographic
projections from the NCTCOG for 201 0, as well as new projections for 2020. indicate that there will be significantly higher growth in population and employment in Addison than the levels
projected during the original thoroughfare planning process. As displayed in Table 4.1, the five Traffic Survey Zones (TSZ) in Addison with the highest economic activity are projected
to include 965 people by 2010. and 1.115 people by 2020. However. the initial 2010 population projections for this same area were for only 307 people. Total employment within this same
area is projected to increase by 3.252 by 2010, and 4,902 by 2020. This compares with the initial projected increase of only 1,102 employees. Based on this demographic assessment, there
will be a need for additional north/south and east/west roadway capacity within the Town. However, limited available right-of-way along both Belt Line Road and Addison Road limit the
opportunity for capacity enhancements other than intersection improvements. Addison Trensportetitm PIBI1 Page 40 
TABLE 4.1 ADDISON DEMOGRAPHIC PROJECTIONS DATA FROM 1986 NCTCOG DATA FROM 1994 NCTCOG FORECAST TOTAL FORECAST 1990-2010 1990·2010 2010-2020 GROWTH Difference Difference Difference 1990-2020
1990 2010 1990 2010 2020 TSZ Pop Emp Pop Emp Pop Emp Pop Emp Pop Emp Pop Emp Pop Emp Pop Emp Pop Emp 213 0 1792 0 1790 0 (2) 0 1626 0 1722 0 1751 0 96 0 29 0 125 214 6 633 111 763 105
130 2 509 2 509 2 512 0 0 0 3 0 3 i 571 35 1490 196 2536 161 1046 0 1321 854 2754 1012 4110 854 1433 158 1356 1012 2789· 573 0 2257 0 2192 0 (65) 0 2728 64 3656 59 3849 64 928 (5) 193
59 1121 13238 NA NA NA NA NA NA 6 10036 45 10831 42 10900 39 795 (3) 69 36 864 TOTAL 41 6172 307 7281 266 1109 8 16220 965 19472 1115 21122 957 3252 150 1650 1107 4902 Addison iranspm(Jlkm
Pkm 􀁾􀁧􀁥􀀴􀀱􀀠
MODIFICATIONS TO 1992 THOROUGHFARE PLAN Several potential modifications to the 1992 Thoroughfare Plan were evaluated as a part of this Plan Update. These were as follows: • Extension
of Spectrum Drive from Arapaho Road to Airport Parkway; • Modifications to Quorum Drive between 􀁴􀁨􀁾􀀠Dallas North Tollway and Belt Line Road; • Upgrade of Arapaho Road from four to
six lanes between Quorum Drive and the Tollway; • Realignment of Arapaho Road along Realty/Centurion Way; • Removal of Beltway Drive between Inwood Road and Quorum Drive; and • Addition
of an east/west connection in the Quorum area. The results of these evaluations are described in the following sections of this chapter. Extension of Spectrum Drive from Arapaho Road
to Airport Parkway The extension of Spectrum Drive would provide additional north/south circulation to the Dallas North Tollway southbound frontage roads and to Quorum Drive for development
within the immediate corridor. It would also provide backside access to future developments along the Tollway. Without such a facility, access would be restricted to right-in/right-out
movements along the frontage roads. It is recommended that this roadway be classified as a four lane Commercial Collector due to its spacing relative to the Tollway and Quorum Drive,
as well as the access that will be provided to future development within the Addison Circle area. Modifications to Ouorum Drive betWeen the Dallas North Tollway and Belt Line Road Two
modifications are recommended to Quorum Drive. These are as follows: 1. The addition of a "round-about" circle at Addison Circle Road; and 2. The reduction in functional classification
from Principle Arterial to Minor Arterial status. There are several reasons for downgrading Quorum Drive, including: • The standard spacing for principle arterials is on one mile intervals.
However, Quorum is 1/4 mile from the Dallas North Tollway and 3/4 mile from Midway Road. • The Quorum cross section in the Addison Circle area is being constructed as a four lane facility
with with parallel parking. Add/son Trlmsportatian Plan Paga 42 
• The addition of the round-about and on-street parking lowers the traffic carrying capacity of the facility. Quorum Drive does not provide the continuity that principle arterial facilities
should provide in terms of crosstown movement. • The addition of Spectrum Drive to the Plan will provide additional north/south capacity, and potentially reduce the role that Quorum
would functionally provide. Although it is recommended that this facility be downgraded in functional status, flared rightof-way should be maintained at the intersections with other
major roadways in order to provide for additional turning movements as necessary/warranted. Upgrade of Arapaho Road from four to six lanes between Quorum Drive and the Tollway The projected
growth of the Addison Circle area, coupled with the availability of undeveloped land around the Quorum/Spectrum area, warrants the provision of as much east/west roadway capacity as
possible. In addition, upgrading Arapaho Road will maximize the efficiency of the Tollway intersection. Realignment of Arapaho Road along Realty/Centyrion Way Since the adoption of the
original Addison Thoroughfare Plan, a final alignment for Arapaho Road has been approved and engineered. This Update reflects the final location of this roadway from the Dallas North
Tollway to Marsh Road in Carrollton. Upon its implementation, this facility will provide relief to the Belt Line Road, and also provide back side access to commercial and industrial
development in the area. Removal of Beltway Drive between Inwood Road and Qyorum Drive. and the addition of an east/west connection in the Quorum area The original intent of Beltway
Drive was to provide development in the south Quorum Drive/Landmark Boulevard area with additional access to north/south facilities, rather than accessing them solely via Belt Line Road.
However, over time, new development in the area of the proposed roadway has prevented this facility from being implemented, and thereby closed the opportunity for access to Inwood Road
at the initially proposed location. On the other hand, additional east/west capacity in the south Quorum area would be very beneficial to traffic circulation. The optimal location for
a new facility would be near the motor bank on Landmark Boulevard. This location is centrally located between Belt Line Road and the south Town Limits, and would minimize the impact
to the railroad yard, sidings, and switches located further south. In addition, a roadway in this location would provide back side access to existing development in south Addison, as
well as provide relief to traffic congestion on Belt Line Road. Without such a facility, access would be restricted to right-in/right-out movements along the southbound Tollway frontage
roads. It is recommended that this new roadway be classified and constructed as a Commercial Collector. Addison TnmsportBtion Plan Page 43 
THOROUGHFARE RECOMMENDATIONS The Addison Thoroughfare Plan, as amended from this Update, is depicted on Figure 4.1." The specific facilities which are recommended for implementation
and/or improvement are summarized in Table 4.2. In order to minimize the need for additional new roadways within Addison, the efficiency and capacity of the existing roadway system must
be maximized. The Addison Bottleneck Report (Reference 15) identifies specific intersection improvements which will increase system efficiency and capacity at various intersections through
the provision of additional lane capacity at the intersection approaches to facilitate turning movements. Efficient signal timing plans should be maintained at all Addison signalized
intersections. Timing plans for the Town were revised in 1990 as part of the Dallas County Signalization" Project and the TxDOT Traffic Light Synchronization Program. These timing plans
provide increased efficiency on the roadway system by reducing vehicle stops and delays. As travel patterns and volumes change, these timing plans will require updating in order to maintain
optimum signal timing plans. Currently, through truck traffic in the Town is restricted to Belt Une Road, Midway Road, and the southbound frontage roads of the Dallas North Tollway.
Truck traffic should be monitored and other truck routes established, as necessary. It is recommended that the Town of Addison implement a transportation system manage'ment program which
monitors conditions at intersections within the Town. This program will allow the Town to identify additional roadway improvements necessary to meet changing traffic characteristics.
In addition to the recommended Thoroughfare Plan, the design and access control guidelines in this report should be followed to aid the Town in preserving thoroughfare capacity. As vacant
parcels adjacent to existing thoroughfares develop, new driveways will generate new conflict pints along the roadways, reducing the capacity of the roadway, As stated in Chapter 3, a
two percent increase in driveway volumes can result in a one percent decrease in the adjacent roadway capacity, By adhering to the access control guidelines, adequate access to adjacent
properties can be provided while minimizing the impact on roadway system capacity. Addison Transportation Plan Page 44 
-"'-"'-"'-"'-"'-'" 􀁛􀁑􀀩􀀦􀁛􀁌􀁊􀁌􀀦􀁾􀀠􀁾􀁉􀀠􀁾􀀠oa: >-I 􀁾􀀦􀁛􀁒􀀱􀁾􀂫􀁊􀀩􀁬􀁌􀁬􀁌u«J)[M 􀁾􀀠"IlL U LEGEN.D ----P Principol Arterial----M Minor Arteriol ----C Commercial Collector
---r Toll Rood RC -Re.identlal Collector Residential locol • Intersection Improvement CITY LIMITS i!! II: Ii! 􀁾􀀠􀁾􀀠􀁉􀁆􀀦􀁾􀁾􀁾􀁛􀁒􀀱􀁾􀁾􀀠􀁛􀁧􀀵􀁛􀁒􀀱􀀦􀁛􀁍􀁾􀁾􀀠􀁾􀀠......:: COLLIN.
COUNTY Ii< ",_",_",_",_",-",_",_",DALLAS COUNTY 􀁾􀀠N • 􀁾􀀠1/3 114 3/8 112 Some In Miles >􀁾􀀠i 􀁾􀀠::1 􀁾􀀠􀁛􀁑􀀩􀀦􀁬􀁌􀁬􀁌􀀦􀁾􀀠􀁛􀁑􀀩􀀦􀁬􀁌􀁬􀁌􀀦􀁾􀀠Figure 4.1 Thoroughfare Plan

TABLE 4.2 RECOMMENDED THOROUGHFARE IMPROVEMENTS 􀁾􀁯􀁡􀁾􀁾􀁾􀁾􀁴􀀻􀀬􀀧􀁩􀀺􀀺􀀬􀁩􀀺􀀡􀀬􀀺􀀡􀀻.i,'ii':":"':::'i!', , "',ii,, ,", 'I ' ,i ' I',::'::::,:: ••. '. ... Limits' .. " ' ,,' ',"
", '-,.,<, ' Existiri!l 􀁃􀁬􀁡􀁳􀀮􀁾􀀡􀀠' ". " ..'...... ,,' i " '1' , ," ',i".,' , ImPrdvlilrilent, " " , ' " ' , ,'" , " ",,':',:';:';,,:,;>" .;,:, Addisonllnwood Road N. Town Limit
to S. Town Limit 4U Widen to 4D Arapaho Road Marsh to Quorum 2U/None ConstructlWiden to 4D Arapaho Road Quorum to DNT 4D Widen to 6D Beltway Drive Quorum to DNT None Construct as 4U
Gillis Road Arapaho to S. Town Limit 2U/None ConstructlWiden to 4U Keller Springs Road DNT to Addison 4U Arapaho Road Keller Springs Road Addison to Midway 2U/None Construct as a 4U
Toll Tunnel Landmark Boulevard Quorum to DNT None Extend south as 4D Quorum Drive Inwood to Landmark None Construct as 4D Quorum Drive Westgrove to DNT 40 Reconstruct the intersection
so that Quorum will be the main road, and Westgrove will "T" into Quorum. Sojourn Drive Westgrove to DNT 2U Widen to 4U Spectrum Drive Airport Pkwy. to Arapaho None Construct as 4U Westgrove
Drive Quorum to Trinity Mills 2U Widen to 4U Intersection Improvements Various locations -Construct dual left turn lanes and free right turn lanes as recommended in the Addison bottleneck
study (Reference 151. -Construct a traffic circle at the intersection of Quorum Drive and Addison Circle. ---------------Addison Transportation Plan Pegs 46 
PEDESTRIAN RECOMMENDATIONS At the present time there is little pedestrian activity within Addison. Sidewalks are discontinuous and in some areas located close to the adjacent roadway.
In addition, all signalized intersections in Addison provide pedestrian indications, but some do not provide crosswalks for the pedestrians. There is a great potential to capture the
employee who drives to lunch from the workplace. Many of these employees could travel less than three blocks to eat, and would be candidates for walking. Other walk trips to retail locations
would be facilitated if pedestrian links were available. Overall, an effective pedestrian system would have the potential to attract many pedestrians, especially during the mid-day peak-hour.
Figure 4.2 displays the recommended pedestrian system for the Town of Addison. This Plan" consists of both primary and secondary pedestrian corridors. The primary corridors include major
roadways such as Belt Line Road, Arapaho Road, Quorum Drive, and the southbound Tollway frontage roads. Special pedestrian enhancements should be provided in these corridors, including
barrier-free sidewalks and abundant landscaping. Secondary pedestrian corridors are designed to provide access to the primary pedestrian system and to, or through, adjacent development
areas. As Addison continues to grow, the following pedestrian goals should be sought: 1. Provide sidewalks along all arterials and collectors. 2. Make residential areas more pedestrian-friendly.
3. Provide pedestrian links within major activity areas. 4. Provide pedestrian connections between residential areas and neighboring activity centers. 5. Consider pedestrian needs when
developing capital improvement programs. 6. Consider pedestrian links with transit routes. Add4ton Transportation Pfan Page 47 
'"!:: ::Ii ::::l ,. ---,.. . o Sl.llr'iIl1 Al.lO • AVM"Ol. HUlON SVllva • ,. I-o AVMll01. sv"va I Sl.llr'iIl1 Al.lO E i .!-􀁾􀀠􀁾􀀧􀀢􀀠'" c:D c: ";: D 􀀮􀁾􀀠m -"D -8" a." .. >. a. 􀁾􀀠...
D 􀁾􀀠"D D c: E 8 􀁡􀀺􀁾􀀠I I I I I I I I 
Potential actions to achieve these six pedestrian goals are presented in Table 4.3. TABLE 4.3 POTENTIAL PEDESTRIAN GOALS AND ACTIONS 1 2 3 4 5 6 Provide Sidewalks Along All Arterials
and Collectors * Require sidewalks in the development process. * Program prioritized sidewalk capital improvements: school routes, bus stops, activity centers, and barrierfree placement.
Make Residential Areas More "Pedestrian-Friendly" • Encourage subdivisions to develop comprehensive plans which support the Town's overall plan. * Delineate crosswalks. Provide Pedestrian
Links Within Activity Areas * Require "pedestrian-sensitive" site design. * Require a comprehensive walkway system. Provide Connections Between Residential Areas and Activity Centers
* Identify opportunities for separate pathways. * Develop an implementation plan. • Require new development to provide pedestrian li!1ks. Consider Pedestrian Needs In Capital Improvements
Programming * Street widening or new construction * Landscaping * Develop sidewalk/pathway standards. Consider Pedestrian Links with Transit Routes * Bus pads * Relationship to transit
routes Mixed land use developments should be encouraged so that short trips, especially for non-work purposes such as convenience shopping or lunch, may substitute for longer vehicular
trips made for the same purposes. This action will help reduce auto dependency and decrease midday traffic. Convenient, direct, attractive, and safe pedestrian connections are crucial
in order to attract riders to transit. Consequently, the pedestrian system is a necessary ingredient for transit success. Little bicycle travel occurs in the Town of Addison. However,
as the Pedestrian Plan is implemented, bicycle travel may increase within residential areas, or between residential areas and major activity centers. As bicycle travel increases, the
Pedestrian Plan shouid be reevaluated to ensure that it is meeting the needs of bicyclists. This may include the provision of wider sidewalks to meet the needs of both pedestrians and
bicyclists. bicyclists. Addison Tnmsportatlan Pian Page 49 
TRANSIT SYSTEM RECOMMENDATIONS EXISTING TRANSIT SERVICE Current transit service in Addison is provided by Dallas Area Rapid Transit (DART). This service includes local, feeder/distributor,
express, and crosstown routes. As shown in Table 4.4 and on Figure 4.3, ten routes presently serve the Town. Most of these routes originate/terminate at Prestonwood Town Center on Prestonwood
Drive east of the mall. Of the various routes serving Addison, one is a local route; six are feeder/distributer routes; one other route provides crosstown service; and the remaining
two routes provide express service to downtown Dallas. Route 83 provides peak period service on 15 minute headways and non-peak service on 30 minute headways. On Saturday, it operates
on 30 minute headways. Service is provided' every 40 minutes on Sunday. Route 31 B provides service on 40 minute headways continously from the A.M. peak period through the P.M. peak
period on weekdays. On Saturday, service is provided throughout the day on average headways of 35 minutes. During peak periods, routes 172 and 205 operate on 27 minute headways, whereas
routes 321, 322, 333, 341, 363, and 400 operate on 30 minute headways. During off-peak periods, routes 205 and 341 operate on 50 minute headways, whereas the other routes operate on
60 minute headways. Routes 172 and 322 have no midday service. Routes 341, 363. and 400 also provide service on Saturday on 60 minute headways. TABLE 4.4 TYPES OF TRANSIT SERVICE ....
. .' .. 􀁔􀁙􀁰􀀧􀀺􀁥􀁾􀀠.• ....•..••.,... ' ....••...•..• ..i:... Iii·.··:... ... . 􀂷􀁄􀁥􀁳􀁾􀁲􀁩􀁾􀁾􀁩􀁾􀁾.. .' ·i) <:.}(··(t;.. Local 83 -Prestonwood Feeder/Distributer 363 -Spring
Valley 341 -Rosemeade 333 -Kelly -Carrollton 322 -Valwood -Belt Line 321 -Valley View 31B -Midway Express 172 -Welch/Inwood 205 -Addison Farmers Branch Express Crosstown 400 -Belt Line
Crosstown Addison Trunsportation P/en Page 50 
------PARSONS TRANSPORTATICIN aRClUP INC. 172... --205---LEGEND: ---BUS ROUTE m TRANSif CENTER G PULSE POINT A PAR' II. RIDE L ___....... ____ _ I ..:.:::_+-__􀁾􀀮􀀮􀀺􀀮􀀭􀀺􀀮􀁰􀁾􀀠RD
Y V lEW _321_1-.... -31A f\...'0 J I t '?-'1\>\'< I • J. ----!---Figure 4.3 Existing Transit Service 
FUTURE TRANSIT SERVICE The Mobility 2020 Plan, prepared by the NCTCOG, identifies existing and potential rail alignments within the Dallas Fort Worth area. Two of the future alignments
would impact Addison. For example, the Cottonbelt line passes through Addison near the planned realignment of Arapaho Road. Leading to the south is a spur line along Inwood Road toward
the Galleria Shopping Mall area of Dallas. In conjunction with the DART light rail expansion plans, some of the existing bus routes in the area will likely be rerouted to serve as feeders
to the rail lines. As part of the expansion of the DART system, a transit center is proposed along the Cottonbelt Railroad at the northwest corner of the realigned Arapaho Road and Quorum
Road. This new transit center is planned to be in operation by the end of 1998, and will replace the current facility at Prestonwood Town Center. With this planned relocation, Addison
will be served by an additional four bus routes that presently originate from Prestonwood Town Center, but do not pass through the Town. It is envisaged that this transit center will
be able to accommodate a future rail station. According to current plans, 152 park and ride and 60 kiss and ride parking spaces will be provided. Figure 4.4 displays the location of
the planned transit center. Based on projected 2020 employment and population densities, the Town is unlikely to generate sufficient demand to support a grid-type transit system. However,
as development increases, the DART bus system should be restructured to provide more effective 􀁴􀁾􀁡􀁮􀁳􀁩􀁴􀀠service to and within Addison. Public transit usage can be encouraged through
land use planning. For example, higher commercial and residential densities along transit corridors, as well as activity centers within mixed uses, will lead to increased opportunities
for the success of the transit system. Provisions for transit can also be incorporated into public/private projects by adding bus pullout lanes or bus stop shelters. It is therefore
recommended that the Town adopt land use policies surrounding future rail stations and transfer centers which will support the transit system. As transit demand increases, there will
likely be a reduction in single occupancy automobile travel. This will lead to reductions in the increase of traffic congestion, and lesser demand for additional roadway facilities.
AddIson Transportation Plan Pags 62 
PARSONS TRANSPORTATION GROUP INC. # m_•• I. BEL T LINE ROAD iJ 7 II In! I CITY LIMITS "u « "J w z ..: ...J :I: '" e:: ..: :!: I 'iot. ... I: 􀁾􀀠II Ii c ..: o e:: .....,.,-.. I> _m ..::;:
c :il I'··'"', ... ,'. ->..: :;: ...J ...J o I􀁾􀀠􀁛􀁆􀁾􀁾􀁾􀁾􀁾􀁾􀀧􀁤􀀠􀁾􀁾􀁾􀁛􀁋􀀡􀁝􀀨􀁇􀁛􀁦􀀨􀁝􀀠POTENTIAL RAIL ALIGNMENTS POTENTIAL STATION LOCATIONS ..:::-:.····'··1 :I: le:: o
z ..: '" ...J ...J ..: c Potential Rail Alternatives Figure 4.4 
5. TRANSPORTATION PLAN AMENDMENT PROCESS APPLICATION SUBMITTAL I Research I Preparation for Review 3 Weeks I Review by I INTER-DEPARTMENT STAFF MEETING I Finalization of 2 Weeks I TRANSPORTATION
COMMITTEE I Notification/Scheduling 2 Weeks I PLANNING AND ZONING COMMISSION I 3 Weeks Notification/Scheduling I TOWN COUNCIL Addison Transport8tion Plan Page 54 
6. CONCLUSIONS All components of this Transportation Plan are essential to achieve the overall goal of the study: i.e. to provide for the safe, efficient, and orderly movement of people
and goods within, to, and through Addison, while preserving the quality of life and environment for local residents and businesses. In order to monitor progress toward the implementation
of this Plan; to ensure its continued viability in efficiently meeting the needs of the Town; and to reflect changing conditions; this Plan should be reviewed and updated periodically
(at least once every five years). AddiliOn Transportation Plan Page 55 
REFERENCES 1. American Association of State Highway and Transportation Officials. A Policy on Geometrjc Design of Highways and Streets. 1990, AASHTO, Washington, D.C., 1990. 2 Arterial
Driyeway Access Guidelines for Glendale Heights, Barton-Aschman Associates, Inc., Evanston, Illinois, 1979. 3. Bochner, Brian S. "Regulation of Driveway Access to Arterial Streets",
Evanston, Illinois: Compendium of Technical Papers, Institute of Transportation Engineers, 1978. 4. City of Dallas, Texas. Paving Design Manual, Dallas, Texas: Public Works Department.'
5. City of Dallas, Texas. Guidelines for Driyeway Design and Operation. Draft. 6. City of Lakewood, Colorado. Transportation Engineering Design Standards. 7. Crommelin, Robert W., Entrance-Exit
Design and Control For Maior Parking Facilities. "Seminar'72" Los Angeles Parking Association; Los Angeles, California, 1972. 8. Federal Highway Administration. Access Management for
Streets and Highways, National Technical Information Service, Springfield, Virginia, 1982. 9. Federal Highway Administration. Eyaluation of Technigues for the Control of Direct Access
to Arterial Highways, Final Report. National Technical Information Service, Springfield, Virginia, 1975. 10. Federal Highway Administration. Technical Guidelines for the Control of Direct
Access to Arterial Highways. Volume I: General Framework for Implementing Access Control Techniques. National Technical Information Service, Springfield, Virginia, 1975. 11. Federal
Highway Administration. Technical Guidelines for the Control of Direct Access to Arterial Highways, Volume II: Detailed Description of Access Control Techniques. National Technical Information
Service, Springfield, Virginia, 1975. 12. Institute of Transportation Engineers. 􀁾􀁵􀁩􀁤􀁥􀁬􀁪􀁮􀁥􀁳􀀠for Driyeway Design and Location, Institute of Transportation Engineers, Washington,
D.C .. 1985. 13. Institute of Transportation Engineers. Guidelines for Urban Maior Street Design. A Recommended Practice, Institute of Transportation Engineers, Washington, D.C., 1984.
0, 0, ,L 14. Highway Research Board. National Cooperative Highway Research Program Report 93, Guidelines for Medjal and Marginal Access Control on Major Roadways, Highway Research Board,
Washington, D.C., 1970. 15. Town of Addison, Texas. Addison Bottleneck Study. 16. City of Dallas, Texas. Parkway Center Project -Development Program. Addison Tll1nsportliltlQn Plan PalifJ
56 
APPENDIX A TRAFFIC SURVEY ZOl\IE MAP 
520 571 Traffic Survey Zone Figure A.1 Addison Traffic Survey Zone Structure 
APPENDIX B 1995 AND 2020 DEMOGRAPHIC DATA 
ADDISON TRANSPORTATION PLAN POPULATION AND EMPLOYMENT BY TSZ 􀀢􀀢􀀻􀀧􀁉􀀢􀀢􀁟􀁾􀀧􀁉􀀢􀁲􀁬􀁬􀁩􀁩􀁟􀀻􀀺􀀬􀀭􀁾􀀭􀀭􀁾􀀻􀁾􀁾􀁾􀀠!'""f-;!' .', '.,􀁾􀁾􀁬􀀠f;'if.:' .,.... '.' .:...' , 'i,,'
i 􀀢􀀻􀁾􀁩􀀻􀀺􀀠ri':iF ...' .....• n,":':';,-;!!: . . ..' > ' ...,:; 211 F 1246 1357 111 213 F 0 0 0 214 F 2 2 0 215 F 2 4 2 217 F 986 1835 849 218 F 895 912 17 220 F 0 2 2 230 F 2230
1952 (278) 231 P 2267 2542 275 520 F 1761 3301 1540 544 P 3712 5043 1331 546 P 4520 5240 720 571 211 1012 801 573 • 16 59 43 13109 P 0 0 0 13200 P 883 1787 904 13202 P 0 0 0 13236 F
588 1801 1213 13238 F 16 42 26 Total 19335 26891 7556 9 403 2131 1728 429 0 772 1751 979 127 0 89 512 423 475 100 164 2504 2340 1427 86 473 4315 3842 812 2 488 3409 2921 599 200 145
1009 864 596 (12) 136 201 65 48 12 408 3043 2635 646 87 338 3917 3579 1059 36 373 2584 2211 593 16 338 85 (253) (75) 380 291 4110 3819 1312 269 191 3849 3658 1915 0 241 289 48 20 102
209 3489 3280 1569 0 428 4615 4187 978 206 216 1512 1296 600 163 245 10900 10655 4349 1655 5948 54225 48277 812 TSZ Traffic Survey Zone F = TSZ is completely within Town Limits P = TSZ
is partially within the Town Limits 
TOWN OF ADDISON -' 􀀭􀀭􀁾􀀬􀀻􀀻􀀧􀀾􀁾􀀺􀁾􀀢􀀬􀀠􀁾􀀠􀀧􀁾􀀧􀁦􀀢􀁾􀀧􀁾􀀠􀀻􀁾􀁩􀁜􀁾􀀨􀁾􀀮􀀧􀁩􀀠􀁾􀁾􀀮􀀨􀁬􀀠􀀺􀀬􀁻􀁾􀀺􀁣􀀮􀀬􀀭􀀬􀀮􀀠TRANSPORTATION PLAN , Prepared for: The Town of Addison
Prepared by: Barton-Aschman Associates, Inc. 
TOWN OF ADDISON TRANSPORTATION PLAN Prepared for: The Town of Addison Prepared by: Barton-Aschman Associates, Inc. December, 1992 
1. INTRODUCTION • . • • • • • . • • • • • • • . • . . . • • • • . . . . . • • • • . • • . • . . • . • . •. 1 Goals and Objectives of Plan . . . . • . . . • • • . . • • . • . • • • •
. . • . • • • • .. 1 2. FUNCTIONAL CLASSIFICATION .••..••........•••••.••.••••.•••.. 3 Why Functional Classifications? • . . . • • • • . . • • • • • . • • • • . • . • . . • . •• 3 Roadway
Classifications ••....••..••••••....•.••••.•..•..•• 3 3. DESIGN STANDARDS . • • • • • • • • • • . . . • • • • • • • • • • . • . . • • • • . . • • • • . • •• 8 Standard Cross Sections
• • • • • . . . . . • . . . . • • • • . • • . . • . . . • • • • • •. 8 Special Districts . . . . . . . • • • . . • . . . . . • • • • • • . • • . • . . . . . . • • • •. 18 Access Control
Policy . . . . . • . • • • • • . . . . . . • • • • • • . . . . . . . . . . •. 1 8 Median Openings •••..••.•.•••...•••••..•..•..•.•.. . • . •• 31 Traffic Signal Spacing . • • • . . .
. . • • • • • • • • • • • . . • • • . . • • • • • . . .. 34 Bus Turnout Lane • • . . . • • • • • • . . . . . . • • . • • • . • . . . . . • • • . • • • •. 34 Deviations from Standards
••..•.....•..••.•..•..•..•....•• 38 4. THE TRANSPORTATION PLAN ••.••.•.•••.....•••••••.••...••••• 39 Thoroughfare Recommendations ..•••••.....•..••.•.•••....• 39 Pedestrian Recommendations
..•••...•••••.•..••.•...••.... 42 Transit System Recommendations .....•.••••..........•••... 46 5. TRANSPORTATION PLAN AMENDMENT PROCESS .•.••.•..........••• 49 6. CONCLUSIONS. • • •
• • . . . . . . . . • • • . . . . • . . . . . . . . . . . • . . . . . . . . . .. 50 REFERENCES • • • . . . . . • • • • • . • . • . . . . . • • • • . . . . . . . . . • • . . . • • . .
. .. 51 APPENDIX 
LIST OF TABLES 2.1 Roadway Functional Classifications and General Planning Guidelines ..•.....• 6 3.1 Roadway lanes by Functional Classification • • • . . . . . • • • • • . . . • . •
• • . . • • •• 8 3.2 Minimum Horizontal Centerline Radius •••••••••••••••••...•.•••••.. 15 3.3 Recommended Intersection Sight Distances ••••••••••••••••..••••••• 17 3.4 Minimum Driveway
Spacing -Two-way Driveways ••••••••••.•.••••••• 24 3.5 Corner Clearance ..••••••.••.••••...•...•••••••.••..••••••••• 24 3.6 Property Clearance Requirements • . . • . . . . . . . . .
. • • • . . • • • . • . . • • • • • •. 25 3.7 Curb Return Radius and Driveway Entry Width Combinations .•.••.••••••• 27 3.8 Pavement Widths for Turning Roadways . . . . . • . • • . .
. . • . • . . . . . • • • • . .. 28 3.9 On-Site Driveway Vehicle Storage Lengths ..•••...•...........•.•••• 29 3.10 Right-Tum Lane Length • • • •• • • . . • . . . • • • . . • • • • • • • • • . . . • • • • . . • • .. 30 3.11 Transition Distance for Deceleration • . . . . . . . • • • • • • • • • . . . . • . . . . . . • •• 30 3.12
Length of Median . . . . • • • • • • . . • . • . . . • • • • • • • • • • . • . . . . . • . • . • • . .. 32 3.13 Intersection Spacing Correspondence to Given Speeds and Cycle Lengths
for the Signal Alternate Signal System . . . . • . . . . • • • • . • . • •• 37 4.1 Recommended Thoroughfare Improvements ..•••..•••••..••.••••..•• 41 4.2 Potential Pedestrian Goals and
Actions . . . . . . • • . • • • • . • • . . . . • . . • • • • •. 45 4.3 Types of Transit Service 46 LIST OF FIGURES 2.1 Roadway Function by Classification ••••••.••••••••••.••••• • •
• • • • . .. 5 2.2 Existing Roadway Classifications . . • • . . . • • • • • • • • • . . • . • . • . • • • • • • • • .. 7 3.1 Recommended Standard Roadway Cross Section . . . • • . .
. • . • . . • • • • • • • • •• 9 3.2 Intersection ROW Requirements -Minor and Major Arterial Requiring Left-turn Lanes ••...............•...........••...•••• 11 3.3 Intersection ROW
Requirements -Minor Arterial ••...•........••••.... 12 3.4 Intersection ROW Requirements -Residentialllndustrial Collectors ••..•..... 13 3.5 Sight Distances .•••..•.•......•.•..•..•...••.....•..•...
.... 16 3.5a Intersection Visability Triangles ..•••.•.•••••...........•.•....... 17 3.6 Intersection Conflict Points Driveway/Street •••••....•.......•...•... 20 3.7 Driveway Design
Elements .•••..•••.••••••....•.•••••••••.•.... 23 3.8 Driveway Vertical Grades ......•••• :........................... 26 3.9 Median End Treatment ...••.....•.•••••••...••......••••••..••
33 3.10 Storage Length Required for Unsignalized Left-turn Lanes . . • . . . • . . . . • . . .. 35 3.11 Recommended Bus Turnout Lanes ••...•••..............••.••..... 36 4.1 Recommended
Thoroughfare Plan •••.••.•••••••...••••.••.••••••. 41 4.2 Recommended Pedestrian Plan ..•••••••....••••.••.•••••••...•.. 44 4.3 Recommended Transit Station Locations . • • • • • • •
• • • • • . . • . • • • • . . • • . .. 48 AddiSon Transportation Plan Page n 
The Addison Transportation Plan Committee was formed to develop a transportation system necessary to accommodate future travel demands within the Town. As part of the Transportation
Plan Committee, the Town of Addison retained Barton-Aschman Associates, Inc. to recommend a transportation plan which incorporates thoroughfares, transit, and pedestrians. The transportation
plan provides a transportation system within the Town to support the mobility of the projected population and employment through the year 2010. The transportation plan is divided into
three (3) separate plans: a thoroughfare plan, a pedestrian plan, and a transit plan. The thoroughfare plan is based on a system of functionally classified roadways. These functional
classifications are intended to reflect the role or function of each roadway within the overall thoroughfare system. The pedestrian plan provides a policy for the Town to accommodate
future pedestrians and encourage walking. The transit plan focuses on needed changes to the existing routes, as well as, incorporating a possible future rail system into the Town. GOALS
AND OBJECTIVES OF PLAN Although this transportation plan provides for the safe and efficient movement of people and goods, it also dictates the planning of transportation facilities
which are responsive to the goals and objectives of the Town. The following goals and objectives were developed to guide the development of the transportation plan: OVERAll GOAL Provide
for the safe, efficient, and orderly movement of people and goods in, out, and through Addison while preserving the quality of life and environment for its citizens and businesses. ROADWAY
GOAL Provide a roadway network that achieves desirable levels of service, promotes economic development opportunities, and preserves the quality of life and environmentl aesthetics.
Objectives 1. Provide additional capacity in the east/west direction in intolerable congestion on Belt line Road. order to prevent 2. Provide additional access to the Quorum areas to
allow fulfillpotential. ment of economic 3. Work with other jurisdictions to coordinate the provision of roadway capacity. Addison Transportation plan Page 7 
4. Provide a clear set of requirements for access to the public roadway system to: a. Facilitate the private development process b. Ensure private development occurs in a beneficial
manner c. Protect the public investment in roadway facilities 5. Provide a clear set of classification and design criteria to: a. Clarify the present and future role of each street in
the system b. Protect the health and safety of the public c. Establish a basis for right-of-way dedication d. Maintain the aesthetic quality of streets 6. Promote neighborhood integrity
and safety by diminishing cut-through and truck traffic. 7. Protect and enhance the operational and economic viability of the airport. PEDESTRIAN GOAL Encourage walking within Addison.
Objectives 1. Enhance the pedestrian environment. 2. Explore opportunities for linking activity centers with pedestrian corridors. 3. Coordinate the provision of pedestrian facilities
with transit service. TRANSIT GOAL Encourage the role of public and private transit in meeting the travel needs of Addison. Objectives 1 . Identify DART service plans for Addison and
explore opportunities to enhance and accommodate them. 2. Explore the potential for a local circulator system to reduce vehicular demand and promote economic vitality. 3. Identify measures
needed to integrate future rail service with desired development goals. Addison Transportation Plan Page 2 
WHY FUNCTIONAL CLASSIFICATIONS? Functional classifications for thoroughfare roadways are needed to provide an underlying basis for determining the following: • Desired degree of continuity
• Capacity level • Traffic control strategy • Design speeds and other general criteria • Access policy In order to function properly, streets must not only be designed to provide adequately
for the desired function, but must also appear to the driver to be appropriate for the role. Arterial streets typically have four or more lanes, medians, turn lanes at intersections,
wider right-ofway, higher design speeds, high level of nighttime illumination, and traffic control which gives them priority at intersections with lower class streets. Local streets
have one or two lanes with low design speE:ds and restricted right-of-way which tend to limit through movement. The functional classification system provides a basis for applying these
characteristics to the roadway system. The functional classifications describe each roadway's roadway's function and reflect a set of characteristics common to all roadways within each
classification. Functions range from providing mobility for through traffic and major traffic flows to providing access to specific properties. Characteristics unique to each classification
include degree of continuity, general capacity, and traffic control characteristics. Figure 2.1 illustrates the relative roles of each classification to achieve its intended function.
ROADWAY CLASSIFICATIONS There are four basic functional classifications of roadways. These are: • Freeways -high capacity facilities with controlled access intended to carry high volumes
of longer distance trips; high capacity supplement to arterial system. • Arterials -carry though traffic between areas. Relatively high speed, continuous, high capacity roadways with
mobility as their priority function. Property access is low priority function. • Collectors -primary function is to link local streets with the arterial system; function as collector-distributors
and provide property access to commercial properties. Addison TransponatJon plan Page 3 
• Locals -provide access to individual properties. Accommodation of significant through traffic is not an appropriate function. City street systems consist of arterials, collectors,
and local streets. Freeways are normally under the jurisdiction of TxDOT or the Texas Turnpike Authority, and are therefore not the responsibility of the municipalities. The remainder
of this discussion, which relates to the town municipal thoroughfare systems, address only arterials, collectors, and locals. Typical design standards for freeways are given, but are
not discussed in detail. Table 2.1 describes the most important characteristics of functional classifications. Based on the characteristics of the street system in the Town of Addison,
the following five roadway classifications were established: 1. Principal arterial 2. Minor arterial 3. Commercial collector 4. Residential collector 5. Residential local Figure 2.2
illustrates the existing classifications of each of the roadways which comprise the arterial and collector collector thoroughfare system within Addison. Addison Transportation Plan Page
4 
Complete 'aCCeSS control. ALL MOVEMENT CJ... zz z Q Io Z ::::> u. -w "'::Ii-C ww>:So !:::Ii little local tralllc I I I I I I I I I I I I I I I ACCESS FUNCTION: I I I I I I I I I I II
No through tralflC, unrestricted 8C" ..S: ALL ACCESS === CUL DE SAC FUNCTIONAL CLASSIFICATION FIGURE 2.1 ROADWAY FUNCTION BY CLASSIFICATION 􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀵􀀭􀀭􀀭􀀭􀀭􀀭�
�􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀁾􀀠 
Tobie 2.1 ROADWAY FUNCTIONAL CLASSIFICATIONS AND GENERAL PlANNING GUIDELINES ,', ,::,: ;.','::c;./􀁴􀀬􀂷􀀺􀀧􀀻􀀺􀂷􀂷􀀧􀀬􀂷􀀺􀀺􀂷􀀻􀀢􀀺􀀻􀀬􀀺􀀺􀀬􀀬􀀺􀁾􀀺􀁾􀀬􀁴􀀧􀁾􀁜􀀺􀀾􀀱􀀬􀀬􀀬􀁦􀀺􀁦􀀺􀀻􀀺􀀢􀀺􀀧􀁩􀁩�
�􀀺􀀠;;':,-􀀰􀀮􀀧􀀻􀀻􀁾􀁏􀀺􀀺􀀻􀀻􀁜􀀺􀁩􀀺􀀬􀀧􀁩􀀿􀁾􀀼􀀺􀀿􀀺􀀧􀀺􀂷􀁈􀁾􀀺􀁜􀁦􀁾􀀻􀀬􀀧􀀠.:;,,;:;:, .., 􀀺􀁻􀀻􀀺􀁾􀁾􀁝􀁾􀀺􀁾􀁾􀁩􀁪􀀱􀁾􀁾􀀲􀀺􀀠Freeway and ITraffic Movement IContinuous I
None t mile 45-55 IProhibited ISupplements Expressway capacity and arterial street system and provides high speed mobility. Arterial t!a mile 35-45 Prohibited Backbone of street t/4
mile on regional system. route Collector 300 feet 30 Limited Through traffic should be discouraged. Local 300leet 30 I Permitted I Through trallic should be discouraged. Moderate distance
intercommunitYf intrametro area, traffic movement. Minor functional and access. Primary collect/distribute traffic between local streets and arterial system. Secondary-land access. Tertiaryinterneigh
borhood traffic movement. Land Access Continuous Not necessarily continuous ; may not extend across arterials I None 4 1!4-,2 Restricted-some movements may be prohibited; number and
spacing of driveways controlled. May be limited to major generators on regional routes. 114 -112" Safety controls; limited regulation. As needed I Safety control only. NA = Not applicable.
'Spacing determination should also include consideration of Itravel projections in the area of corridor based ani ultimate anticipated development. 'Denser spacing needed lor commercial
and high density residential districts. 
C ADDISON RD. 0 e::: w C ::iE I RL 􀁾􀀠􀁾􀀠§ ::iE DALLAS -M "" 􀁾􀀠J I 􀁾􀀠􀁾􀀠f I , 􀁾􀁉􀀠DALLAS I'l_ 􀀺􀁲􀀭􀁾􀁾􀁾􀁾􀁾􀁾􀁾􀁾􀁾􀀭􀀫􀀭􀀬􀀭􀁾􀁰􀁟􀁲􀁾􀁾􀁾􀁾􀁾􀁾􀀭􀀭􀀭􀀭􀁲􀁟􀀭􀀭􀁾􀁟􀀭􀁾􀀮􀁾􀀧􀁯􀁷􀁾􀁾􀁾􀁾
􀁾􀀮p ci\; 􀁾• w 􀁾􀀠z, OJ•; ,; 􀁾􀀠80 • "'􀁾􀀠J m 8 " a.. 􀁾􀀠3 􀁾􀀠IWl<YOH , iI FARMERSI [ BRAI\JCH a.. r-"v(}._v 􀁾􀀠a.. I 􀁌􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭�
�􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁬􀁲􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀠NOT TO SCALE FIGURE 2.2 EXISTING ROADWAY FUNCTIONAL CLASSIFICATIONS \' 􀁾􀀠, ,i. 􀁾􀀠 III , 􀁾􀀠􀁾􀀠I RC"""" ,.". ;;:;
I ","WAY .6' , ; 􀁾􀀠(.)e::: CARROLLTON LEGEND: -f-fREEWAY -P-PRINCIPAL ARlERIAL -M-MINOR ARlERIAL -C-COMMERCIAL COLLECTOR -RC-RESIDEN'T1AL COLLECTOR -RL-RESIDEN'T1AL LOCAL ---CITY UMITS

Design standards, as discussed in this report, describe the generalized characteristics of each functional classification. These characteristics are necessary to ensure roadways serve
their intended functions without resulting in diversion of traffic to or from these facilities. Maintaining these characteristics allows the roadways to operate as intended, with maximum
efficiency and safety. STANDARD CROSS SECTIONS Roadway cross sections are composed of a total right-of-way width, pavement widths, median widths. and parkway widths. Figure 3.1 shows
the recommended standard roadway cross sections for the identified roadway classifications. Design elements are discussed below. The cross sections shown in Figure 3.1 represent mid-block
conditions. In some instances (discussed under intersection treatments), the cross sections will vary in the vicinity of intersections. LANES The number of traffic lanes required for
each roadway should be determined based on projected traffic volumes to be accommodated on each street. The number of lanes may vary from street to street although their functional classification
may be the same. Table 3.1 shows the range in moving traffic lanes by functional classification. TABLE 3.1 ROADWAY LANES BY FUNCTIONAL CLASSIFICATION Arterial -limited Continuity xx
X XContinuous X High Capacity/Principal X Collector -Residential/Commercial x x x Local -Residential X '0 -divided roadway with median LANE WIDTHS These cross sections have been developed
in accordance with the following lane widths: (1) 12-foot curb lanes; (2) 11-foot interior lanes; (3) 11-foot single left-turn and right-turn lanes and 22-foot double left-turn lanes.
Addison Transportation pkln PageS 
Commercial/Industrial Coliectcf LEGEND Minor Arterial l -MOVING TRAFFIC LANE I -TURN LANE AT INTERSECTION " XX/XX MINIMUM DIMENSION L-...-DESIRABI.E DIMI;NSION CD Principal Arterial"
111.lii 􀀱􀁾􀀱􀀮􀀵􀂷􀀱􀀠Re.ldentlal Local I I 2T' t 1J.. 50' Sidewalk ,,12', + t 􀀱􀀱􀁾36' Resldentlal Collector" I tL. 60' Sidewalk 10 1,10-'1 t t 1 '1t'4r I ---.r-:rSidewalk 64"6e'
10' 22"24' 11' 5' 22'124' 10' I I, 2'/''-' I I f 02'1' t'I' 1IC ·k l",1---.I I 􀁾􀀠--􀁾􀀠Sidewalk 80'/84' ,,10"1 33'135' 11;' (I' 33'/35' 1 10"1 + 􀁾􀀢􀁾􀀠+! tat", t += 1.;1...__..1
Sidewalkrl ==-"11.02'/106' FIC3URE 3.1 RECOMMENDED STANDARD ROADWAY CROSS SECTIONS 􀁾􀀠 I 
SIDEWALKS It is recommended that sidewalks be constructed to a mInimum width of four (4) feet. Sidewalks should be five (5) feet or more in width in non-residential areas or where sidewalks
are next to the curb. As an alternative. sidewalks may be considered for public easements adjacent to the right-of-way or on private property adjacent to the buildings which generate
the pedestrian activity. Barrier-free ramps should be provided at all intersections. MEDIAN WIDTHS Median widths on divided roadways should maintain a minimum width of sixteen (16) feet.
This width provides for a five (5) foot median island width adjacent to left-turn lanes. A five (5) foot median width is recommended on all new roadways; a four (4) foot minimum median
width is recommended on reconstruction of existing roadways. PARKWAYS The recommended minimum parkway width is ten (10) feet to accommodate sidewalks and driveway curb-returns within
the roadway right-of-way. PARKING Parking should only be allowed on local residential streets. streets. Currently, parking on residential streets is not allowed between the hours of
2:00 AM and 6:00 AM. Parking widths should be eight (8) feet to allow for parallel parking only. No parking should be allowed on residential collectors, commercial/industrial collectors,
and arterials. Ample on-site parking should be required for each particular land-use. ROAD HUMPS In order to discourage cut-through traffic in residential neighborhoods on local residential
streets, the Town of Addison has adopted a road hump policy. All requirements for implementing and constructing road humps are presented in this policy which is available from the Town
of Addison. INTERSECTION TREATMENTS At intersections between arterial streets or at locations with at least 200 turning movements per hour, special treatments should be considered to
provide sufficient capacity to accommodate existing or projected volumes. These treatments may include left-turn lanes, right-turn lanes, double left-turn lanes. bus turn-outs, or a
combination thereof. Each intersection treatment should be designed based on the specific needs of that location. It is appropriate, advisable, and recommended that the Town reserve
sufficient right-of-way to accommodate probable eventual intersection improvements. Figures 3.2 through 3.4 show the additional right-of-way necessary to accommodate several combinations
of typical intersection treatments. Addison Transportation Pian Page 10 
--------------------------------I, I ----------._􀁾􀀠􀁾􀁾􀁾􀀭)􀁓􀁏􀀧􀁒􀁾􀁾􀀠"'l------'ja: w f ...... ... 􀁾􀀭􀀭---... .. ----... I ----------I ---I<Wa: III a: 0 ... "... CD i.. w -C\I
, '"􀁾􀀠F T =1 I-􀁾􀀠a: f < ---;., -------0 -0.. -TI --I I SO'R.(l')' /t 160' Min. 12S'·200' (llNOTE: I 3S'R. curbreturne ehould be used at I ---.. --CD 0 .. 0---:.---CD Intersections
In oommerclal and Induetrlal areas or on roadways with high volumee 01 truoke. i ARTERIAL REQUIRING LEFT-TURN LANES , 􀁾􀀠
II: w c 􀁾􀀠W II: III II: 0 II: 0 􀁾􀀠0 w...... 0 0 ... ;::;. I 􀁾􀀠<I) ::> Q z::::... 􀁾􀀠iii :I :I 0 0 4 AND e LANE DIVIDED WITH RIGHT l\JRN LANE -..-2 -..-II: 2 􀁜􀀬􀁾􀀬􀀠-􀁾􀀠-􀁾􀀠,-.t----,.-..
,------*/--t -'0.. -j".. 10'" -------or'1<i ---􀁾.b i ----r---􀁾􀀠I I I 20' _I 185'150' Min. f ... (/(1) NOTE: SS'R. curb relurn, should be used , II Inlereectlons In commarclal and
IndualrlalI araaa or on roadways wllh high v( um... of trucks.I FIGURE 3.3 INTERSECTION R.O.W. REQUIREMENTS 'MINOR ARTERIAL. 􀁾􀀠 I 
---------------0: w .... i'5 0: " 0: 0 0: 􀁾􀀠lil...... 0 Q ... ::!i 0:;:;: .... III ::I £:I 2! ... -::!i Q 0: w :I :I 0 Q 126' ---... ----,I I I 160' Lt. " RI. Tum Lane '0" __ 􀁾􀁉􀀠􀁾􀀠21
" " , --Ii t c• -t-. g --􀁾-r + .. .. :;: 􀁾􀀠􀁾􀀠 􀁾􀀠 1:--ct .t . --􀁾􀁩􀀠II)'0 T'" \. -'0 160'􀀯􀀱􀁾􀀠.. r (1) NOTE: 􀁾􀀠4 LANE UNDIVIDED WIDENED 3S'R. curb relurns should be used
at Interssctlona In commercial and IndustrIal I I TO PROVIDE LEFT AND/OR areas or on roadways with high yolumes 01 truoks.RIGHT TURN LANES FIGURE 􀀳􀀮􀁾􀀠INTERSECTION R.O.W. REQUIREMENTI
RESIDENTIAL/INDUSTRIAL COLLECTORI (6] 
DESIGN SPEED The design speed for a roadway is the maximum safe speed that can be maintained over a specified segment of roadway when conditions are so favorable that design features
of the roadway govern. Design speeds determine the physical characteristics of the roadway (Le. minimum horizontal centerline radius, stopping sight distance, etc.!. The recommended
design speed for each roadway classification is given below: Roadway Classification Design Speed Principal arterial 45 Minor arterial 40 Commercial collector 40 Residential collector
35 Local 30 It should be noted that the physical characteristics of an arterial or collector are generally not the governing factor in restricting speeds. Traffic volumes during peak
hours, cross traffic, and traffic controls are examples of factors that must be considered when determining speed limits. HORIZONTAL CURVATURE The minimum centerline radius for curving
roadways is determined based on the design speed, friction factor, and rate of super elevation (cross slope! of the roadway. The minimum centerline radius is determined by the following
equation: R= 15(e+f) where: R = radius of centerline curve (ft.) V = roadway design speed (mph) f = roadway side friction factor (for wet pavement) e = rate of super elevation (ft.lft.!
Table 3.2 presents the recommended minimum horizontal centerline radius for the Town of Addison Roadway Classification. Addison Transportation plan Page 14 
Table 3.2 MINIMUM HORIZONTAL CENTERLINE RADIUS (R) === 30 .22 -.02 300 300 35 .19 -.02 480.39 500 40 .15 -.02 820.51 850 45 .15 -.02 1038.46 1050 (11 Side friction factor VERTICAL CURVATURE
Crest and sag vertical curves should be designed based on recommended standards contained in the 1990 edition of A Policy on Geometric Design for Highways and Streets published by the
American Association of State Highway and Transportation Officials (AASHTO). INTERSECTION SIGHT TRIANGLE Adequate sight distance at the intersections of roadways with other roadways
and roadways with driveways must be ensured. The operator of the vehicle attempting to cross a thoroughfare should have an unobstructed view of the entire intersection and a sufficient
length of the thoroughfare to be crossed. Sufficient sight distance should be provided for the driver on a minor roadway to cross or turn onto a major roadway without requireing approaching
traffic to reduce speed. Adequate sight distance must be ensured for four (4) different cases: vehicles crossing a major roadway; vehicles turning left onto a major roadway; vehicles
turning right onto a major roadway; and vehicles turning left from a major roadway onto a minor roadway. Each case is illustrated in Figure 3.5. Visibility triangles should be maintained
at all intersections to ensure proper sight distance for all cases. Obstruction greater than two (2) feet in height should be prohibited within these visibility triangles except for
traffic control signs and signals, street signs, fire hydrants, utility poles, or other devices authorized by the City Council. The recommended corner visibility triangles are illustrated
in Figure 3.5a. The corresponding minimum corner intersection sight distances are given in Table 3.3 (see Figure 3.5a). The recommended intersection sight distances apply when street
grades are zero (0) to three (3) percent. Town staff should have the power to vary the dimensions of the visibility triangle to account for grades or other geometric conditions at the
intersection. Addison Transportation Plan Page 75 
􀀬􀁾􀁬􀀠__-=-_ 􀁟􀁟􀁾􀀬l:'l"--------±----------D--+1---i -----0-.'11:":"'--......-4--,--------------....0----1-------•.•..•.. I I' ,-d, 1 inI d2 I. .y···m !I CASE A CASE C STOPPED VEHICLE
CROSSING AN ARTERIAL STOPPED VEHICLE TURNING RIGHT ONTO ARTERIAL -en __􀁾􀁊􀁉􀀡􀁴􀁌􀀠__􀁾􀀬􀀠l:tl.__ ---I -;;:::;-----9= -􀀭􀁾􀀠--0 _ 􀀬􀀻􀁴􀁕􀁾􀀢􀀢􀀤􀁉􀁉􀀧􀀢􀀧..􀁾􀀭􀁄􀀠_"'h__ U ••_____
._ .....􀁟􀀮􀁾􀀮􀀠􀀱􀁾.....􀁾.. ·:1":1 --=0=-1·····"1 Iff.1 I1 d2 d I CASE B CASE 0 STOPPED VEHICLE TURNING LEFT ONTO ARTERIAL LEFT TURNING VEHICLE ENTERING DRIVEWAY d. sight distance
FIGURE 3.6 SIGHT DISTANCES . 􀁾
--TABLE 3.3 RECOMMENDED INTERSECTION SIGHT DISTANCE Travel Speed X (ft.) 20 200 30 300 40 400 50 500 60 800 FIGURE 3.5a INTERSECTION VISIBILITY TRIANGLES 􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀱􀁾􀀷􀀭�
�􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀁾􀀠 
DALLAS NORTH TOLLROAD (DNTI INTERCHANGES Access to the Town from the Dallas North Tollway is provided through interchanges at Quorum Drive, Belt Line Road, Arapaho Road, Keller Springs
Road, and Westgrove Road. The traffic conditions at the interchanges are critical to the overall traffic conditions within the Town. However, these interchanges are located within the
City of Dallas. In many cases, the interchanges were constructed to provide less capacity than demand. For example, a threelevel interchange was originally recommended for the interchange
of Belt Line Road and the Tollroad, but because of the impact to surrounding areas the City of Dallas, the Texas Turnpike Authority, and the Town of Addison decided not to construct
a three-level interchange. The congestion problem at Belt Line Road and the Tollroad could be reduced by extending the free right-turn lanes eastbound and southbound. The eastbound free
right-turn lane should be extended to the first drive west of the approach (approximately midway between the Tollroad and Quorum Drivel. The southbound free right-turn lane should be
extended to allow 250 feet of storage and 100 feet of transition. The interchanges of the Tollroad with Keller Springs, Quorum, and Arapaho, will remain bottlenecks to east/west travel
unless expanded. It is recommended that the Town of Addison continue to monitor and address all Tollroad interchanges. Cooperation from the City of Dallas and the Turnpike Authority
will be necessary to improve the DNT interchanges. SPECIAL DISTRICTS OLD ADDISON AREA Special street types with unique street and sidewalk design standards could be used in the old Addison
area to support special development. These streets should be designed to promote non-automobile traffic yet still move local traffic. This district should encourage a mixed land-use
development compatible with a more pedestrian-friendly environment. Through vehicles should be restricted to the thoroughfares surrounding the area. AIRPORT AREA In order to protect
and enhance the operational and economic viability of the airport, roadways should service the drivers within the Airport. Construction and maintenance standards have been established
by the Addison Airport Board. All airport roadways should be maintained to these standards. ACCESS CONTROL POLICY Driveway access is a critical issue which requires a well-defined policy
with proper enforcement of the guidelines to enhance traffic safety and preserve maximum available capacity on arterial roadways. Because the Town of Addison has a large percentage of
its thoroughfares which carry large volumes of traffic and limited opportunity for additional roadway capacity increases, this requirement is of particular importance. The PlJrpose of
an access control policy is to provide guidelines which apply to driveway location, driveway geometric design, the spacing of driveways for various types of roadway Addison Transportation
P/:m Page 78 
facilities, median opening spacing, and median opening geometric design in the Town of Addison. The majority of driveway design guidelines are the same regardless of functional classification.
Elements that do warrant differing criteria by functional roadway classification are properly defined. This access policy proposes to preserve the integrity of existing and future arterial
roadways. Proper driveway design with enforced access control will help maintain the safe and steady flow of traffic that is so critical to achieve maximum effectiveness of the existing
arterial roadway system. BACKGROUND These guidelines have been based on existing and proposed area policies enhanced by national research findings, and recommended standards and practices
of national transportation organizations as applied to conditions which do or are likely to exist in the Town of Addison. Each driveway intersection with any street introduces conflict
points to the street's traffic stream (see Figure 3.6). Research has shown conclusively that accident frequency is closely correlated with the number of conflicts in a roadway section.
For this reason, driveways should be properly located in accordance with actual need and ability to provide safe roadway operation and, if necessary, proper traffic control. Each driveway
also generates "side friction" along a roadway. It has been estimated that for each two percent increase in driveway frequency, a reduction of one percent of roadway capacity results.
Hence, roadway capacity can be maximized by carefully determining where and how many driveways should be provided. This recommended roadway access policy is directed toward providing
both adequate property access and efficient, safe roadway operation. DRIVEWAY CLASSIFICATION Access to properties is completed through a driveway. Driveways are classified by the landuse
of the property and the intensity of that land-use. For purposes of this access policy three categories of drives may be used; residential, commercial, and industrial. Residential drives
will serve all single-family land-uses including duplexes, townhouses, and small multi·family complexes of up to eight (S) units. Commercial drives will serve all retail, office, and
other land-uses commonly referred to as a commercial. Driveways serving multi-family complexes of more than eight IS) units should conform to commercial rather than residential driveway
standards. Industrial driveways will serve truck traffic, and shall be used at manufacturing and truck access points at high volume commercial land-uses (i.e., shopping malls). Addls.on
Transportation Plan Page 79 
I >-I I ; I t􀀬􀁾􀀠t 􀀭􀀭􀀭􀁾􀁾􀁾􀁾􀁾􀀭􀀭􀀭􀀭􀀭􀀯􀀭􀀪􀀭􀀭􀁾􀀭􀂭10 1 􀁾􀀠I cb b! "/,,/, Street ----'I>-'---l!-..---......'\----",e---l>---􀀯􀁾􀁉􀁜􀀠ji\. ----..... ------e1'I'--';;'·I-....,.-i/':It'''"
*------.,/, . •.􀁾􀀬􀀠􀀯􀀮􀀡􀁾􀀠Street N 􀀭􀀭􀀭􀀭􀀭􀁾􀁾􀀭􀂷􀁾􀀮􀀬􀀭􀁩􀁾􀀭􀀭􀁉􀀾􀀭􀀭􀂭c:> ol! \I;f 􀁾􀀮􀀮􀀮􀀭􀀭􀀭􀂭<} >-! ,32 CONFLICT PTa. II! II * B Divergeo B MergeY ; ! • 16 Gros8I
';: I TrafficI 0 I --l> Dlreotlon " I \ /\( \ I 􀁾􀀠􀁾􀀠 I I I I tI I 􀁾􀀠I I I 1 􀁾􀀠tI ';: I I 0 1 􀁾􀀮􀀮􀀭􀀭􀀭􀂭:9 CONFLICT PTS. * .3 Diverge o 3 Merge • .3 Cr088 Traffic -1> .00recUon
FIGURE 3.6 INTERSECTION CONFLICT POINTS DRIVEWAYISTREET 􀁾􀁟􀀠 I 
GENERAL DRIVEWAY ACCESSPRINCIPLES This section covers five specific areas of access policy. These are: a. Property Access b. Number of Access Points c. Number of Ingress lanes d. Number of Egress lanes e.
One-way Access Within these areas the critical access and design issues are addressed. Property Access The number of access points to any property should be limited to one. unless it
can be shown that the property will generate sufficient volumes to require two points of access that are necessary for safe internal operation on the property. Should an additional access
point be needed. joint access should be sought with adjacent property owners. Number Access Points Each parcel should be permitted one access point either contained wholly within the
property frontage or as part of a joint access with an adjacent property. Additional points of access may be considered if adequate driveway spacing can be maintained (see section on
driveway locations) and the following conditions apply: 1. The average daily driveway volume is expected to exceed 5000 vpd (reference 8). or 2. The expected peak hour driveway volume
would exceed the capacity of a stop sign controlled intersection in accordance with the 1985 Highway Capacity Manual, or 3. A professionally competent traffic analysis shows that more
than one access point is needed to properly and safely serve the property. 4. Corner lots may have access points on more than on one street if warranted by a traffic analysis. subject
to the defined corner clearance criteria. Number of Ingress lanes At medium to high volume driveways exceeding 1000 vpd and 40 right-turn ingress movements during the peak hour, it may
be desirable to provide an additional ingress lane thereby widening the effective width of the throat to facilitate simultaneous left-turn and rightturn ingress movements. Should a high
volume driveway have two (2) left-turn ingress lanes the receiving length at the drive entrance must be a minimum of thirty (30) feet. Addison Transportation Plan Page 21 
Number of Egress Lanes The number of lanes required to serve the exiting movements at a driveway location is a function of the number of vehicles expected to exit from the land-use served
by the driveway. Driveways should be designed with more than one egress lane if any of the following conditions are expected to be present. 1. The average daily egress traffic volume
exceeds 1000 vehicles (Reference 8). 2. If more than 100 vph are expected to turn left from the driveway during any hour (Reference 4), and there are more than 500 vehicles on the street
being entered (Reference 8). One-Way Access Access design of a one-way pair of driveways should be considered and is desirable if any of the following conditions are present or expected:
1. Roadway average daily traffic (ADT) should be greater than 10,000 vpd (Reference 8). 2. The left-turn volume into the driveway is expected to exceed 40 vph, and the property frontage
exceeds 200 feet in length (Reference 7). DRIVEWAYS Driveways provide the link from the thoroughfare to a land-use. Several design specific elements of driveways and median openings
along thoroughfares are shown in Figure 3.7 and detail the applicable standards shown. Driveway Location Driveway location is perhaps the most critical issue pertaining to access management.
Driveways spaced too closely together or too close to adjacent intersections will result in reduced capacity and increased accidents regardless of their individual design standards.
A discussion of the critical drive location elements follow. Driveway Spacing Driveways should be spaced at distances sufficient to ensure that conflicting movements at adjacent driveways
do not overlap. Adequate driveway spacing should not be difficult to maintain if property frontage is several hundred feet in length. Adjacent driveways should be spaced as far apart
as access and on-site circulation needs will permit. Table 3.4 shows the minimum safe driveway spacing as a function of roadway functional Classification. This spacing should be maintained
maintained to ensure safe stopping distances. Local residential street driveway spacing is based on a ten (10) foot minimum curb return at back-to-back driveways. AddIson TransportatIOn
Plan Page 22 
􀀭􀁬􀁾􀀠L-_____ 􀁾􀁌􀀠--,--! --\ 􀁜􀁾􀁉􀁾􀁟􀁁􀁟􀁾L-0--H----! 􀁊􀁔􀀻􀀭􀀭􀁾􀁾􀀠""). n M 'I( . -. ,--------I 􀁾􀀹􀀭􀁢􀁾􀀡􀀠J.J _J I I I __._t'I t __ . A -DRIVEWAV SPACING B -CORNER CLEARANCE
C -PROPERTY CLEARANCE o -MEDI... N OPENING SPACING E -DRIVEW...·y WIDTH f -CURB RETURN RADIUS G -TURNING ROADWAY WIDTH H -TAPER LENGTH I -ISL... ND SIZE J -ELONG...TED ISLAND WIDTH K
-elONGATED ISL...ND LENGTH L -DRIVEW... Y ANGLE M -MEDIAN OPENING LENGTH N -NARROWED MEDI... N END WIDTH FIGURE 3.7o -LEfT TURN STORAGE AREA DRIVEWAY DESIGN ELEMENTS 􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭�
�􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀠 
Table 3.4 MINIMUM DRIVEWAY SPACING -TWO-WAY DRIVEWAYS' Arterial (Principal) 200 Arterial (Minor) 200 Collector (Non-Residential) 150 Collector (Residential) 20 Local (Residential) 20
1 The two-way driveway distance given in Table 1 may be reduced to one-half the distance for adjacent one-way driveway with the inbound drive upstream from the downstream drive, excepting
local residential streets. (Reference 7). Corner Clearances Spacing between the cross-street and an access driveway should be adequate to avoid having driveway conflict areas within
the intersection of the two (2) streets. The corner clearance required is a function of the type of streets which intersect. Table 3.5 shows minimum corner clearances for arterials and
collectors. Table 3.5 CORNER CLEARANCE tion Arterial (principal and minor) Arterial, Collector, Local 200,125,50 Collector (residential and commercial) all 50 Local all 50 1 Corner clearance
is measured from the ultimate near cross-street curb to the near driveway curb (see Distance ""B" Figure 3.5) 2 If the property line is less than the necessary distance from the corner
to meet minimum requirements, the driveway must be located within ten (10) feet of the property line away from the corner. Driveways Adjacent to Right-turn Lanes Driveways should not
be permitted to exit into auxiliary turn lanes because of the difficulty in performing the weaving movement to cross the right·turning vehicles. If permitted, they should be located
as far from the intersection as possible. Property Clearance Property clearance is the distance between the property line of a parcel and the nearest edge of the nearest driveway. The
minimum property clearance distance should ideally be one-half Addison Transportation Plan Page 24 
of the driveway spacing requirement to ensure proper spacing. Should a property not be of sufficient frontage to provide this distance, joint access with an adjacent property should
be considered. The minimum property clearance should be shown in Table 3.6. Table 3.6 PROPERTY CLEARANCE REQUIREMENTS' Arterial (principal and minor) 100 Commercial/Industrial Collector
75 Residential Collector 10 Local Residential 10 1 For single-family, duplex, and townhouse residential land-uses, lots should be platted so as not to provide direct access to arterial
streets. DRIVEWAY DESIGN Driveway Grades The normal driveway grade within the street right-of-way is set at one-quarter inch per foot rise above the top of curb at the property line.
The minimum elevation of a driveway at the right-of-way line is two inches above the top of curb. Barrier-free sidewalk construction requires a maximum driveway grade as measured from
the gutter of eight (8) percent. Driveways should be profiled for a distance of at least twenty (20) feet outside the right-ofway to ensure adequate replacement design. Due to state
laws requiring barrier-free construction of sidewalks, steps, or other abrupt changes in sidewalk, grades are prohibited at driveways. Figure 3.8 shows the acceptable range of grades
outside the right-of-way which should be maintained for a minimum of twenty (20) feet. Width and Curb Return Radius Driveway width and curb return interact to affect vehicle speed and
path. The selection of an appropriate width must be coordinated with curb return radii selection to achieve safe and efficient driveway operation. Use of narrow width in combination
with a short curb return radius should be avoided. Generally. if the width must be reduced, the curb return radius should be increased and vice versa. Table 3.7 should be used to determine
the curb return radius and driveway width combination that should be used for differing driveways based upon driveway classification and functional classification of the arterial roadway.
Addison Transportation Plan Page 25 
Q....i 1/4" per 􀁾􀁾􀁯􀀮􀀺􀀠􀀨􀁾􀀭􀀭,Top Of Curb 2" Minimum .... r:: (I) E (I) > III ...o (I)Cl "C W 􀁾􀀠1. Low Volume Driveway On Local Street 2. Low Volume Driveway On Collector Streets
3. HIgh Volume Driveway Or Low Volume DrIveway On Arterial Streets , 􀁾I 20' Minimum Of a: I • '0' .. I Consistent Grade (I) r:: ..CI ...:> 0 . 1/2" per Foot (Maximum) G2 MaxImum Range
-10% To +14% -4% To +8% -1%To+5% Low Volum. Drlveway-leae than 100 veh. during peak hour In peak direction High Volum. Driveway-more than 100 veb. during peak hour In peak direction
FIGURE 3.8 DRIVEWAY VERTICAL GRADES 􀁾􀀠
Table 3.7 CURB RETURN RADIUS AND DRIVEWAY ENTRY WIDTH COMBINATIONS'· 45' Commercial and SU 15' Industrial WB-50 15' 42 20 26 35'15 Large MF Residential SF and Small MF P 10' 15 12 15'
Residential 1 For a driveway angle of 90 degrees. 2 Entry width should be one-half total width for two-way access points. 3 Design vehicles WB-50 -large semi-trailer truck SU -single
unit truck P -passenger car Some additional considerations regarding driveway width and curb return radii are presented below: 1. The width of the street right-of-way should not be a
limiting factor in selecting the appropriate curb return radii. Curb returns should extend into private property if necessary. 2. if a commercial development is serviced by moderate
truck traffic (i.e., delivery trucks), it may be desirable to provide one well-designed "industrial" driveway for these vehicles and prohibit their use of the other "commercial" driveways
within the development. 3. At high volume industrial driveways, the use of compound curves in the curb curb returns is recommended by AASHTO !Reference 1). Driveway Angle The angie at
which a driveway intersects the street should be ninety (90) degrees. If the site conditions (e.g.• terrain, lot size, and shape, etc.) will not permit a ninety (90) degree approach,
the angle may be reduced to the following minimums. Two-way: 1. Seventy (70) degrees for large multi-family complex, commercial. and industrial driveways. 2. Sixty (60) degrees for single
family. duplex. townhouse, and small multi-family complex residential driveways. Addison TranSpOrtatIon Plan Page 27 
One-way: Forty-five (45) degrees for all driveways. CHANNELIZATION ISLANDS AND MEDIAN DIVIDERS Turning Roadway Width To facilitate the ingress and egress movements on high speed arterials,
islands separating right-turn movements may be used provided the pavement width is sufficient to allow the vehicle to negotiate the turns at the proper design speed (see Table 3.8).
The pavement should be widened to permit the outer and inner wheel tracks of the selected design vehicle to clear the pavement gores by about two (2) feet on each side. Table 3.8 PAVEMENT
WIDTHS FOR TURNING ROADWAYS' .. Edge dflpa.vement 50 13 18 26 75 13 17 22 , Developed from Reference 1. Driveways with island separated right-turn ingress movements that will have more
than ten (10) percent trucks traffic should be designed for single-unit trucks while industrial or commercial delivery driveways should be designed for WB-50 vehicles. Island Size Islands
should be constructed to be easily seen and make obvious the proper course of travel. Islands should only be constructed if they will exceed seventy-five (75) square feet in area. Islands
of a minimum one hundred (100) square feet are preferred. Elongated Driveway Island Width Plus Length When an elongated island is used as a driveway divider way, that island should have
the following minimum dimensions. 1. Minimum island width = Five (5) feet 2. Minimum island length = Twenty (20) feet This will ensure adequate island visibility and width on which traffic
signs can be installed while providing adequate lateral clearance. Any island landscaping heights and densities shall be as specified in the visual obstruction regulations. Addison TransportatlDn
Plan PagliJ2S 
Throat Length The required length of throat for storage will depend on two factors. These are the parking facility egress control, if any, and the gap availability on the street being
entered. Egress control should be considered as a site design prerogative of the developer and normally does not im pact street operations. Gap availability, if not considered in establishing
driveway throat length, can result in request for police traffic control or unwarranted signalization. Police control should not be permitted as a solution to inadequate throat length.
Egress driveway lanes should be designed to accommodate outbound traffic during the most demanding peak hour condition (site outbound or street peak). Differing land-uses will have differing
peak parking movement distributions. These distributions affect the rate at which vehicles exit the parking locations and therefore directly affect the length of storage required to
hold the vehicles until they receive an acceptable gap to enter the roadway. Table 3.9 presents the required storage for exiting driveway lanes as a function of land-use and the number
of total site parking spaces divided by the number of exit lanes. . TABLE 3.9 ON-SITE DRIVEWAY VEHICLE STORAGE LENGTHS' R :/0-200 25 200·400 25 400·600 50 > 600 100 25 50 150 200 25
100 200 more lanes 50 150 more lanes more lanes 1 Developed from Reference 7. 2 Measured from property line. 3 More than 700 spacesllane will require additional outbound driveway lanes.
DECELERATION LANES Right-Turn Deceleration Lanes Deceleration lanes for right-turns into driveways may greatly ease the negative impact a drive will have on the flow of traffic on an
arterial. Such a proviSion will enable right-turning traffic to slow to turn without risk of rear-end accidents or causing following traffic to slow down. A deceleration lane should
be considered on arterials with average operating speeds of at least 35 mph or more if the following conditions apply: 1. The average peak hour inbound right-turn volume is at least
seventy-five (75) vehicles. 2. Where several successive driveways meet condition 1, and driveway spacing is not adequate to avoid encroachment of the right-turn lane on another driveway,
a continuous right-turn lane should be used. Addison Transportatlan Plan Page 29 
3. A continuous right-turn lane should be considered in a section where twenty (20) percent of the directional volume on the arterial makes right-turns. For signalized driveway intersections,
lane requirements should be based on a capacity analysis. Right-Turn Lane Length Deceleration lanes should be of adequate length to permit safe deceleration from the design speed to
a stop within the deceleration lane. Traffic may be assumed to leave the through lane at fifteen (15) mph below the design speed. Total deceleration lane length includes length of taper.
The length of the deceleration lane depends on the speed of the vehicles on the roadway. Table 3.10 (Reference 1) shows the desired length for various design speeds. Table 3.10 RIGHT-TURN
LANE LENGTH Arterial 35-45 150 250 Collector 25-35 50 150 The recommended taper lengths for left-or right-turns is given in Table 3.11. The transition should be accomplished using reverse
curve geometry. Table 3.11 TRANSITION DISTANCE FOR DECELERATION 􀁆􀀡􀁬􀁨􀁾􀁴􀁩􀁯􀁮􀁡􀁬􀁬􀀠ciiassiiitation •.·\.·1.····.·.··.·.····...•... ·••·•••􀂷􀁩􀁲􀁩􀁾􀂷􀁾􀂷􀁾􀁩􀁦􀁩􀀹􀀻􀀻􀂷􀂷􀀮􀂷􀁾􀁾􀀶􀁾􀀱􀁩􀁪􀁈
􀀣􀁾􀁾􀀱􀀮􀂷􀀮􀂷􀀻􀂷••··•· Arterial 100 150 Collector 100 150 The total right-turn lane length is the summation of the deceleration length (Table 3.10) and the transition length (Table
3.11). MEDIAN OPENING MEDIAN OPENING SPACING The location of openings in a median to allow left-turn ingress and egress movements at a driveway or local street is a function of the type
and operating speed of the roadway, volume of traffic expected to make the left·turn movements, and the location relative to other intersecting streets, driveways, and median openings.
Addison Transportation Plan Page 30 
Median openings may be permitted on divided thoroughfares at intersections with public streets andlor driveways. The order of priority to be utilized to determine where median openings
should be located is at intersections with: 1. First Priority -Designated Thoroughfares 2. Second Priority -Minor Streets 3. Third Priority -Driveways Median openings will be provided
at all intersections with designated arterials and collectors. Median openings will normally be permitted at all intersections with minor streets. Priority will be given to minor streets
that serve collector functions. No median opening will be permitted at minor streets or driveways if specific conditions create an unsafe intersection. Vertical and horizontal sight
distance must meet minimum standards, as previously specified in this report. No median opening will be allowed to serve either alleys or emergency access easements, and the minimum
distance of an opening to an intersecting public street will be governed by the combined left-turn lane design requirements for that intersection and the median opening, as well as the
functional classification of the two (2) intersecting streets. Median openings should not be granted unless all of the following conditions exist: 1. The property to be served has a
driveway at the median opening and is a significant traffic generator with demonstrated or projected trip generation of not less than one hundred (100) left-turn ingress or one hundred
(100) egress vehicles during the peak-hour. (Reference 7) 2. The median width is sufficient to permit construction of a left-turn storage lane. 3. The median is sufficiently long so
that, should exclusive left-turn lanes be needed at both ends of a median, sufficient distance will be available to properly design deceleration taper and sufficient storage lanes as
shown in Table 3.12. Addison Transportation Plan Page 31 
Table 3.12 LENGTH OF MEDIAN Arterial Freeway 600 Arterial 600 Collector 450 Local 400 Driveway -less than 40 ft. in width' 400 -40 ft. or more in width' 400 Collector Freeway 600 Arterial
450 Collector 400 Local 300 Driveway -less than 40 ft. in width' 300 -40 ft. or more in width' 350 1 Measured from end to end. 2 2-way driveway; 1-way driveway less than twenty (20)
feet in width. 3 2-way driveway; l-way driveway twenty (20) feet or more in width. MEDIAN OPENING DESIGN Median Opening Length The nose-to-nose length of median openings is a function
of turning angles and left-turning radius (based on the expected traffic volume vehicfe mixture. i.e .• passenger cars. single unit trucks. semi-trailers. etc.). Median openings that
will be expected to handle a large number of trucks should be designed to accommodate design vehicles appropriate for the driveway. The minimum median opening length should be sixty
(60) feet. Median End Treatment Median noses should be of the type illustrated in Figure 3.9. with a nose end radius of 2'6" and transition radii from the full width median to the nose
end radius ranging from a minimum of fifty (50) feet to a maximum of seventy-five (75) feet. depending on the design vehicle turning radius to be accommodated. The median nose should
have a minimum of a fifteen (15) foot setback from the cross-street curb line for single left-turn lanes and eighteen (18) feet for dual left-turn lanes. Addlsen TransportatIon Plan
Page 32 
,/'io.. a::• I . 􀁉􀁩􀁩􀁾is .... :Eo "E... =,S• 6QQ) IZt9 wW !5 􀁾CJ ii: a: l-e z w z 􀁾􀀠 W :E 33 
Median Left-Turn Lane Width Each median opening where a left-turn or U-turn movement will be permitted should be designed with a left-turn lane of sufficient storage and taper distance.
Left-turn lanes constructed in the median should be a minimum width of eleven (11) feet wide. Left-Turn Storage Requirements The length required for left-turn storage in the median left-turn
lane is a function of the number of left-turn movements, opposing through movements and, if the intersection is signalized, the cycle length and green time. Figure 3.10 shows the required
storage length for various left-turn and through-movement conflicts at unsignalized intersections. TRAFFIC SIGNAL SPACING The primary function of an arterial street is to move a large
volume of through traffic as quickly, efficiently, and safely as possible. For major roadways with at-grade intersections, this can best be done by providing progressive signal operation.
Signal spacing and timing are two of the limiting factors in providing such operation. Standard procedure in signal timing is to attempt to establish offsets, cycle lengths, and phasings
for given conditions, as determined by existing intersection spacings. More efficient operation, however, can be obtained if the intersections are uniformly spaced within a certain optimum
range. By providing for proper intersection spacing during the development of an area or, in some cases, modifying existing intersection or signal spacings, a high degree of efficiency
in operation of the major roadway and flexibility of adaptation to daily volume fluctuations can be realized. Subject to the constraints of providing reasonable access to the arterial,
and avoiding excessive circuity of travel for crossing traffic, a procedure has been developed (Reference 14) to define the "optimum" range of intersection spacings. Table 3.13 gives
desirable intersection spacings for different combinations of cycle lengths and speeds of progression; the numbers in parentheses are for a simultaneous system. BUS TURNOUT LANE Bus
turnout lanes are recommended on all major through routes which carry bus service in the Town. This wouuld include Belt Line Road, Midway Road, Quorum Drive, Addison Road, and Arapaho
Road: Bus turnout lanes provide a refuge for the bus and its passengers on major streets. Other traffic may pass the bus while it is boarding and discl:targing passengers, thereby reducing
the accident potential and increasing the arterial capacity. The recommended bus turnout lane dimensions are shown in Figure 3.11. All bus stop locations should be located to adequately
serve the surrounding area. In some areas, bus stops may need to be consolidated and only major bus stops would need constructed bus turnout lanes. Ailiiison Transportation Pliin Page
34 
---:x: Il. > ---1400. 􀁬􀁾􀁾􀀠􀀭􀀭􀀭􀁾􀀭􀀨􀁜􀁾_ _1\ ,'i l\: Grode. Vl\SltlnGliud il'\tlrStCliOi'\I 5 : IIOf09t 1t1'l91h. required ---11'00' I I I I:!::t IlJJ • ./'1. -' I:l: 'I.' 'J
􀁾􀀭--0------I--. ...!.--..L_ Itr::> .J I ,> 0 '000 : 􀁾􀁜􀀠--I-H: C) -; -􀁾􀀮􀀠--::p::.-1-1 ..,I IZ tOO . . _ __ 'I L"en I 􀁾􀀮􀀠-1----. --0 * -'"' .. I .' 􀁾􀁉􀀠0. I • •• -t-" 􀁾􀀠•
􀀮􀀢􀀭􀁔􀀭􀁾􀀭-i . I !=tf-o . . (\. +__ J\0 .. ,. . .. ,. ... 􀀧􀁾-_..-I' I.1-'1'\ I--t--; • -_. --I-rF"'" -,--" >• --􀁩􀀢􀁾􀀺􀀱􀀠-d--j--i-4.,., ± --􀁾􀀠-':t:J-􀀭􀁉􀀧􀁾􀀭􀁾􀁜􀀠-􀀻􀁾􀀠-=r
_.1.. -.-:--.,.lOa .. 1--" .. ".;t d'':-'' t-" of ",$ 􀁾􀀠.• •􀁾􀁾􀀮􀀺􀀾􀁜􀀮􀁉􀀺􀀧􀀾􀀠".'r--':±±-O·'·􀁾􀀮􀀱􀀭􀁾􀁾􀁜􀀭􀁦􀁪􀀬􀀮􀁬􀀭􀁉􀀭􀀨􀁾􀁴􀁾􀁾􀁾􀀪􀁬􀁥􀁾􀁲􀁩􀁾􀁾􀀢􀀧􀀺􀁾􀀺􀀮􀁯􀁾􀁾􀂥􀀺􀀭􀀽􀀭􀁾􀀺􀁴􀁴􀀠
I I + I I I 1-1-I ::JLLL.L ID-I-f1+i-I':lr+ ..a 50 '00 1>0 zoo Uo >00 􀀳􀁾􀀠.,00 ,,:'0 )00 uo ."" V,: LEFT TURNING VOLUME (VPH) FIGURE 8.10 STORAGE LENGTH REQUIRED FOR UNSIGNALIZED LEFT-TURN
LANES 􀁾, 
1 L 􀁾􀀠Scala: 1"=40'Bua Stop Sheller 12' A.O.W. 11' Bua Lanet /propoaed A.O.W. for __ 􀁴􀁾􀀠_... Bua Lana . ;J ------I ---------j'---\:::...___ 􀁾􀀨􀀩􀀧􀀠Tranilitlo-,,--􀁊􀁊􀀡􀁾􀁉􀀡􀁕􀀸􀀠Lan..
. 100' Transliion ::::=:::> = Belt Line Ad. 􀀽􀀮􀁾􀀠C "' F1--[ ----------1 --I FIGURE 3.11 RECOMMENDED BUS TURNOUT LANE 􀁾􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭�
�􀀭􀀭􀀭􀀭􀀭􀁾
g􀁾􀀠 ill 􀁾􀀠􀁾􀁩.. 􀁾􀀠:. 􀁾􀀠 Table 3.13 INTERSECTION SPACING CORRESPONDENCE TO GIVEN SPEEDS AND CYCLE LENGTHS FOR THE SIGNAL ALTERNATE SIGNAL SYSTEM· ,.".." ...... I 25 I 735 919
1103 1286 1470 1654 1838 2021 2180 (1470) (1838) (2205) (2573) (2940) (3308) (3675) (4043) (4360) 30 I 882 1103 1323 1544 1764 1985 2205 2426 2616 (1764) (2205 (2646) (3087) (1528) (3969)
(4410) (4851) (5232) 35 I 1029 1286 1544 1801 2058 2315 2573 2830 3052 (2058) (2573) (3087) (3602) (4116) (4631) (5145) (56601 (5232) 40 I 1176 1470 1764 2058 2352 2646 2940 3234 3488
(2352) (2940) (3528) (4116) (4704) (5292) (5880) (6468) (6976) 45 I 1323 1654 1985 2315 2646 2977 3308 3638 3924 (2646) (3308) (3969) (4631) . (5292) (5954) (6615) (7277) (7848) 50 I
1470 1838 2205 2573 2940 3308 3775 4153 4360 (2940) (3675) (4410) (5145) (5880) (6615) (7550) (8305) (8720) 55 I 1617 2021 2426 2830 3234 3638 4153 4447 4796 (3234) (4043) (4851 ) (5660)
(6468) (7277) (8305) (8894) (9592) • Numbers in parentheses are for a simultaneous system. 
DEVIATION FROM STANDARDS It is intended that the functional classifications and design standards presented here be used throughout the Town of Addison. It is recognized that some exceptions
may be necessary. For example, special intersection treatments to provide left-or right-turn lanes on collector streets may be desirable. Also, design exceptions to accommodate the special
needs of certain areas may be necessary. Each potential exception should be carefully reviewed to determine if other alternatives exist. This is particularly important for any proposal
which would reduce potential capacity offered by standard criteria. AdiilSon transp;jdiition Pkin Pags38 
This section of the report presents the Transportation Plan. The Transportation Plan is broken down into three plans: a thoroughfare plan. a pedestrian plan. and a transit plan. THOROUGHFARE
RECOMMENDATIONS The thoroughfare plan identifies roadway improvements which will maximize the efficiency of the thoroughfare systems and accommodate the future (year 2010) traffic volumes
in an acceptable manner. The recommended thoroughfare improvements were identified through the use of the North Central Texas Council of Governments model. A base model Iyear 1986) was
calibrated and a future no-build network was created as a base future (year 2010) network. Alternative networks were created and evaluated to test the specific recommendations. The recommended
thoroughfare plan is shown in Figure 4.1 and the improvements are summarized in Table 4.1. As traffic increases on the major thoroughfares within the Town, grade separations may be warranted
at individual intersections along Belt Line Road. Grade separation on arterial roadways has a significant impact on community aesthetics and the environment and is. therefore. not recommended
as part of this plan. However, as traffic demand increases. the appropriateness of grade separated facilities should be analyzed. Addison Transportation Plan Page 3!) 
7 z-NOT TO SCALE DALLAS --DALLAS FIGURE 4.1 a.. ADDISON THOROUGHFARE PLAN P QUOft RC M ::::!E '" 0 Ii 􀁾􀀠􀁾􀀠􀁾􀀠! uit u 􀁾􀀠􀁾􀀠is = 􀁾􀀠::::!Ei c u CARROLLTON a:.. 􀁾􀀠& 0 􀁾􀀠􀁾􀀠􀁾􀀠z..
􀁾􀀠CL WIDWAY RD. P Iii FARMERS􀁾􀀠! 0 BRANCH a.. LEGEND: k-F-FREEWAY ::2: '!l>. II 51-P-PRINCIPAL ARTERIAL 􀁵􀁾􀀠,-M-MINOR ARTERIAL WOODWAY 􀁾􀀠-C-COMMERCIAL COLLECTOR 􀀻􀀬􀁾􀁾􀀠I-TT-TOLL
ruNNEL 􀁾􀀠-RC-RESIDENTIAL COLLECTOR -RL-RESIDENTIAL LOCAL 􀁾􀀭􀀭􀁾􀁎􀁾􀁾􀁾􀁾􀁾􀁅􀀭􀀫􀀧􀁩􀁾􀀭􀁉􀁐􀀬􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀁩􀁾􀁾􀁾􀁾􀀭􀀭􀁾􀁎􀁾􀁾􀁾􀁾􀁾􀀭􀀭􀁾INTERSECTION FOR IMPROVEMENT•---CITY
UMITS a.. I 􀁾􀀠I 􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭�
�􀁾􀀴􀁾􀁏􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀠 
Table 4.1 RECOMMENDED THOROUGHFARE IMPROVEMENTS Keller Springs Road Keller Springs Road Addison/lnwood Road Quorum Drive (North) Quorum Drive (North) Quorum Drive (North) DNT to Addison
Addison to Midway Town Limits to Trinity Mills Belt Line to DNT Keller Springs Westgrove to DNT Expand to 6LD Tollroad Tunnel Expand to 4LD from 4LD to 6LD Straighten ·S· Curve Reconstruct
Quorum Drive as main street with Westgrove as minor street ".-.atiinn a "T" Quorum Drive (South) Landmark to Inwood Extend Quorum to Inwood Road DNT to Marsh Construct Arapaho 4LD/5LU
Gillis Road Town limits to Arapaho Expand to 4LU Landmark Road Quorum toDNT Extend Landmark to DNT New Road in S. Quorum Area DNT to Inwood Construct 4LU Mildred Quorum to DNT Extend Mildred to DNT Westgrove Drive Quorum to Trinity Mills Expand to 4LU Sojourn
Drive DNT to Westgrove to 4LU Bent Tree Plaza Intersection Improvements DNT to VVl"'<rrnrove Various intersections Delineate to 4LD Construct dual left-turn lanes and free right-turn
lanes as recommended in the Addison Bottleneck Study (Reference 151. MAXIMIZE SYSTEM EFFICIENCY In order to minimize the need for costly new roadways within Addison, the efficiency and
capacity of the existing roadway system must be maximized. The intersection improvements of the Addison Bottleneck Report (Reference15) identified specific intersection improvements
to meet the demand placed on the roadway system by the existing traffic volumes and travel characteristics. These intersection improvements generally provide additional lane capacity
at the intersection approaches for turning vehicles. Implementation of these improvements will increase the capacity and efficiency of the intersection operation, thereby improving the
capacity and efficiency of the roadway system itself. A(J(JJson Transportation plan Page 41 
· In addition to the intersection improvements recommended in the Addition Bottleneck Report (Reference 15). free right-hand turn lanes should be extended at the southbound and eastbound
approaches of Belt Line Road and the Dallas North Tollway. Additional improvements may be warranted at this and other Tollway interchanges which lie within the City of Dallas. Cooperation
from the City of Dallas and the Texas Turnpike Authority is necessary for improvements to the tollroad interchanges; the tollroad interchanges should be evaluated continuously. Efficient
signal timing plans should be maintained at all Addison signalized intersections. Timing plans for the Town were revised in 1990 as part of the Dallas County Signalization Project and
the TxDOT Traffic Light Synchronization Program. These timing plans provide increased efficiency on the roadway system by reducing vehicle stops and delays. As travel patterns and volumes
change, these timing plans will require updating in order to maintain optimum signal timing plans. Currently, through truck traffic in the Town is limited to Belt Line Road. Midway Road.
and the southbound frontage road of the Dallas North Tollway. Truck traffic should be monitored and truck routes established or restricted as necessary. It is recommended that the Town
of Addison implement a transportation system management program which monitors conditions at intersections within the Town. This program will allow the Town to identify additional roadway
improvements necessary to meet changing traffic characteristics. In addition to the recommended thoroughfare plan. the design and access control guidelines in this report should be followed
to aid the Town in preserving thoroughfare capacity. As vacant parcels adjacent to existing thoroughfares develop. new driveways will generate new conflict points along the roadways.
reducing the capacity of the roadway. As stated in Chapter 3. a two (2) percent increase in driveway volumes can result in a one (1) percent decrease in the adjacent roadway capacity.
By adhering to the access control guidelines recommended. adequate access to adjacent properties can be provided while minimizing the impact on the roadway system capacity. PEDESTRIAN
RECOMMENDATIONS At the present time there is little pedestrian activity within Addison. Sidewalks are discontinuous and in some areas located close to the adjacent roadway. In addition.
all signalized intersections in Addison provide pedestrian indications. but some do not provide crosswalks for the pedestrians. There is a great potential to capture the employee who
currently leaves the development in which they work to travel to lunch by vehicle. Many of these employee's could travel less than three (3) blocks to eat; and these would be candidates
for walking. Some retail walk trips could be made by residents if pedestrian links were available. Overall, an effective pedestrian system would have the potential to attract many pedestrians,
espeCially during the mid-day peak-hour. Addison Transportation plan Page 42 
Figure 4.2 shows the major element of the recommended pedestrian system. All arterials and collectors should be accompanied by sidewalks. The Town currently constructs their sidewalks
to the back of a curb. The pedestrian plan is broken into primary pedestrian corridors and secondary pedestrian corridors. Primary pedestrian corridors should provide special pedestrian
enhancements including barrier-free sidewalks, and abundant landscaping. Secondary pedestrians corridors are those which provide access to the primary pedestrian system and to or through
adjacent development areas. The pedestrian plan improvements are consistent with the City of Dallas' Parkway Center Project -Development Program (Reference 16). As in the Parkway Center
Project report, pedestrian linkages over the Dallas North Tollroad are recommended to enhance the east-west pedestrian access. These overhead bridges are recommended in two locations:
(1) connecting the south Quorum area to the old Sakowit;z Village area, and (2) connecting the Colonnade area to the Prestonwood Mall area. As Addison grows, the following pedestrian
goals should be sought: 1. Provide sidewalks along all arterials and collectors. 2. Make residential areas more pedestrian friendly. 3. Provide pedestrian links within activity areas.
4. Provide pedestrian connection between residential areas and neighboring activity centers. 5. Consider pedestrians in all capital improvement design. 6. Consider pedestrian links with
transit usage. The pedestrian system goals and the respective actions to achieve those goals are presented in Table 4.2. AddISon transportation p/8ii Pagll43 
FIGURE 4.2 RECOMMENDED PEDESTRIAN PLAN WIDWAy RD. Nor TO SCALE DALLAS CARROLLTON LEGEND: •••••• PRIMARY PEDESlRIAN SYS1EM .......... SECONDARY PEDESlRIAN SYS1EM DALLAS FARMERS BRANCH
􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀂫􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀠
Table 4.2 POTENTIAL PEDESTRIAN GOALS AND ACTIONS Provide Sidewalks Along All Arterials and Collectors • Require sidewalks in development process • Program Prioriti<:ed sidewalk capital
improvements program: School routes, bus stops, activity centers, widths, and barrier-free placement sensitivity. 2 Make Residential Areas More "Pedestrian-Friendly" • Encourage subdivisions
to develop comprehensive plans which ties into the Town's overall plan. • Crosswalk delineation 3 Provide Pedestrian Links Within Activity Areas • Require ·pedestrian-sensitive" site
design • Require comprehensive walkway system 4 Provide Connections Between Residential Areas and Activity Centers • Identify opportunities for separate pathways • Develop implementation
plan • Require new to provide links 5 Consider Pedestrians In All Capital Improvement Design • Street widening considerations • Landscaping considerations • standards 6 Consider Pedestrian
Links with Transit Usage • Bus pads • Relation to transit routes Mixed land-use developments should be encouraged so short trips .. especially for non-work purposes such as convenience
shopping or lunch --substitute for longer vehicular trips now made for the same purposes. This will reduce auto-dependency and decrease mid-day traffic in the areas. Convenient, direct,
attractive, and safe pedestrian connections are crucial to attracting riders to transit. The pedestrian system is a necessary ingredient for transit success. Little bicycle travel is
currently occurring in the Town of Addison. As the pedestrian plan is implemented, the bicycle usage may increase especially in residential areas and residential areas tied to major
activity centers. The recommended pedestrian and thoroughfare plan should accommodate the expected bicycle usage. As bicycle usage increases in the area, the pedestrian plan should be
reevaluated to ensure the plan is meeting the needs of the bicyclist. This may include recommending wider sidewalks to meet the needs of both pedestrians and bicyclists. Addison Transportation
P18n Pilge45 
TRANSIT SYSTEM RECOMMENDATIONS EXISTING TRANSIT SERVICE The existing transit service in Addison includes local and express bus service and a transit center at Prestonwood Town Center.
Almost all routes are directed through the Prestonwood Pulse Point. The south Quorum area is served by two routes: Route 83 (which is tollwaybased to downtown) and Route 363 (which goes
to Richardson Transit Center via Spring Valley). Stops for all routes are specified along the routes and transfers occur at the pulse point and where routes cross. The different routes
serving Addison are separated into four different types. Table 4.3 presents the description of the different types of routes. Most of Addison is ineligible for DART-About Service, since
the origin or destination of the trip cannot be within 1/2 mile of regular service. Table 4.3 TYPES OF TRANSIT SERVICE Service to downtown (36,83)Radial Local Connect pulse points with
transit centers, 30 minutes in peak, one hour in off-peak. Transit Center Circulator/Locals • Word of Faith (Carrollton), (321, 322) • North Carrollton, (333, 341) • West Plano, (350)
• Richardson, (361, 362, 363) Connects Irving, Prestonwood, Richardson, and Garland Belt Line (400) Corsstown Downtown from Loos Stadium and Skylane (205) Express FUTURE TRANSIT SERVICE
DART currently plans to increase bus service in the suburbs as demand arises. For now, DART will continue to operate the great majority of its additional suburban service through its
suburban transit centers. The existing Prestonwood Town Center facility is to be relocated from Prestonwood Boulevard to a site adjacent to the golf course, which is across Preston wood
Boulevard. This service structure will continue to make commuter travel to the Quorum area indirect and time-consuming from most suburban locations. There is a potential for a transfer
center to be located in the Quorum area. This would provide direct access to the Quorum area. Adalson Transportation plan Pagl146 
In addition to proposed modifications in the conventional bus service, Phase III of the DART rail plan contains a proposed light rail line between Plano and Carrollton and passes through
Addison on the Cotton Belt Railroad right-of-way. A section of the rail is proposed to run south alongside Inwood Road. There are two potential rail stations Ishown in Figure 4.31 within
Addison: (1) near the intersection of Arapaho Road and Quorum Drive, and (2) in the south Quorum area. Addison should continue to monitor the progress of the proposed light rail. The
year 2010 employment and population densities are unlikely to support a grid-type system. As development increases, the regional bus system should be restructured to provide more effective
transit service to and within Addison. Future routes should be shorter routes which focus on the pulse point and cover more of the local area. Future routes should also provide additional
service to the Quorum area. As demand warrants, new transit routes should be added or existing routes altered. As previously stated, the pedestrian system is an important ingredient
for transit success. Addison should support land-use patterns which encourage public transit •.This would include high density on public transit corridor, activity centers within mixed
uses, and high residential densities along public transit corridors. Another method to support transit would be to incorporate transit into publiclprivate projects, such as adding bus
pull-out lanes or bus stop shelters. As demand increases, the reduction of single occupancy vehicles will become important. Alternatives to promote high occupancy vehicles or the use
of transit include traffic demand management alternatives, travel management associations, subsidized passes, and commuter information systems. These measures can promote development
activity even when additional roadway capacity is not available. The advantages of transit include a reduction in vehicles and congestion (and therefore a cleaner environment), and in
infrastructure necessary to provide an efficient roadway system. Transit usage is an important component to the success of the transportation plan. The railroad line located adjacent
to Inwood Road constrains the transportation system in the south Quorum area and the widening of Inwood Road. The Town should explore opportunities to purchase this spur. It is recommended
that Addison work closely with DART to identify locations and reserve right-of-way for the future rail stations and transfer centers. Addison should adopt land-use policies surrounding
the rail stations andtransfer centers which support the transit uses. The rail line provides a potential for a link between Addison and the high growth areas of Col/in County and DFW
Airport. Proper planning of the rail station locations within Addison and surrounding land-uses is highly recommended to maximize the benefits of this future transit mode. Addison Transportation
Plan P8!J8 41 
--------NOT TO SC.AU: DALLAS d'.. fj ADDtson RD. .Q 􀁾§ 􀁾􀀠iII 􀁾􀀠􀁾􀀠ADDISON\..., AIRPORT􀁾􀀠􀁾􀀠􀀼􀁾􀀠􀁾􀀠.. 0 .. iii: , 􀀡􀁾• ill .. WlDWAY RD. 􀁾I, 􀁾􀀠.......... \; 0 􀁾􀀠!I ...."'"
􀁾􀀠CARROLLTON , f LEGEND: 1'•••••....•........-) RECOMMENDED STATION LOCATION AREAS FIGURE 4.3 RECOMMENDED TRANSIT STATION LOCATIONS DALLAS L< _ .. ii • 􀁾􀀠i f s"""" I WlDWAY RD. il
FARMERS I' BRANCH 􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀴􀀸􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀠 
APPLICATION SUBMITTAL I Research I Preparation for Review I Review by Town Departments r INTER-DEPARTMENT STAFF MEETING I Finalization of Staff Recommendation I TRANSPORTATION COMMITTEE
3 Weeks 2 Weeks I Notification/Scheduling 2 Weeks I PLANNING AND ZONING COMMISSION I IIlotification/Scheduling 3 Weeks I CITY COUNCIL Addison Transportation PlBn PafllJ 49 
All aspects of this transportation plan work together to achieve the overall goal of the study: to provide for the safe, efficient, and orderly movement of people and goods in, out,
and through Addison while preserving the equality of life and environment for its citizens and businesses. This Thoroughfare Plan should be reviewed periodically lat least once every
five years) to ensure its continued ability to efficiently meet the needs of the Town of Addison. AiiiJison Transportation I'Iin Pag.50 
1. American Association of State Highway and Transportation Officials. A Policy on Geometric Design of Highways and Streets, 1990. AASHTO, Washington, D.C.: 1990. 2. Arterial Driveway
AccessGuidelines for Glendale Heights, Barton-AschmanAssociates, Inc., Evanston, Illinois, 1979. 3. Bochner, Brian S. WRegulation of Driveway Access to Arterial StreetsW, Evanston, Illinois:
Compendium of Technical Papers. Institute of Transportation Engineers, 1978. 4. City of Dallas, Texas. Paving Design Manual, Dallas, Texas: Department of Public Works. 5. City of Dallas,
Texas. Guidelines for Driveway Design and Operation, Draft. 6. City of Lakewood. Colorado. Transportation Engineering Design Standards. Lakewood, Colorado, 1985. 7. Crommelin. Robert
W •• Entrance-Exit Design and Control For Major Parking Facilities. "Seminar '72" Los Angeles Parking Association; Los Angeles. California. 1972. 8. Federal Highway Administration. Access
Management for Streets and Highways, National Technical Information Service, Springfield, Springfield, Virginia, 1982. 9. Federal Highway Administration. Evaluation of Techniques for
the Control of Direct Access to Arterial Highways, Final Report. National Technical Information Service, Springfield, Virginia. 1975. 10. Federal Highway Administration. Technical Guidelines
for the Control of Direct Access to Arterial Highways, Volume I: General Framework for Implementating Access Control Techniques. National Technical Information Service, Springfield,
Virginia, 1975. 11. Federal Highway Administration. Technical Guidelines for the Control of Direct Access to Arterial Highways. Volume II: Detailed Description of Access Control Techniques.
National Technical Information Service, Springfield, Virginia. 1975. 12. Institute of Transportation Engineers. Guidelines for Driveway Design and Location, Institute of Transportation
Engineers, Washington. D.C., 1985. 13. Institute of Transportation Engineers. Guidelines for Urban Major Street Design. A Recommended Practice. Institute of Transportation Engineers.
Washington. D.C•• 1984. AiJiJison Transportation Plan Page 51 
14. Highway Research Board. National Cooperative Highway Research Program Report 93, Guidelines for Medial and Marginal Access Control on Major Roadways, Highway Research Board. Washington,
D.C •• 1970. 15. Town of Addison, Texas. Addison Bottleneck Study. -16. City of Dallas, Texas. Parkway Center Project -Development Program. Addison TransportatIon Plan PagB 52 
APPENDIX A TAP ZONE MAP 
195 '+-----' 211 218 231 􀁾􀀠􀁾􀀠Not 10 Soale 5 1 ---Town Llmlta XXX NCTCOG TSZ L..--""-...' 6 ADDISON TRAFFIC SURVEY ZONES 􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀁾�
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APPENDIX B 1986 AND 2010 DEMOGRAPHIC DATA 
ADDISON TRANSPORTATION PLAN Land Use Information 1986 2010 TSZ F/P POP POP DIFF 195 P 199 P 2917 211 F 676 3607 2931 213 F 0 0 0 214 F 0 215 F ":'., ,",0 217 F 1180, 218 F 67 220 F 0
230 F 3931 231 P 1798 520 F 544 P 545 P 546 P 573 F 0 ..:'0 574 P 0 . 􀁾􀀮􀀺􀀠571 F ",34 11002 P 403 807 404 TOTAL 18827 34368 15541 TSZ =Traffic Survey Zone F = TSZ is completely within
Town limits P = Town is partially within the TSZ, N/A = Not Applicable Ie IDecrease from 1988 Model , 􀁐􀁴􀀺􀀺􀀺􀀺􀀧􀁾􀀢􀀺􀀺􀀺􀀧􀁻􀀧􀀺􀀱􀀠Increase from 1988 Model DIFF 1986 % EMP ..
,,1502 2565 " ::,'2336 100 1502 82 46551 2010 DIFF EMP DIFF % ',:,';;:3563 ' :: .: 􀀺􀁾􀀠:: . 13 " : ' " 2731 6205 􀀮􀁾􀀻􀀻􀀻􀁡􀀸􀀶􀀹􀀮􀀠622 . ,', 19 :' l"' 5563 4061 270 86260 39709
85 
Town of Addison Transportation Plan Addison Traffic Survey Zones: Area and FAR Total Comm Resid Other NCTCOG Comm Resid Resid TSZ Area Area Area Area Emply FAR Hholds Density (sq ft)
(sq ft) (sq ft) (sq ft) (sq ft) (units/acre) 􀀺􀁾􀀬􀀠􀀢􀀺􀁾􀀠,':􀀢􀁾􀀱􀀱􀀱195 18,574,400 8,614,400 8,464,000 1,496,000 2,356,255 ''0.11: 932 􀀻􀁾􀀺􀀺􀀺􀀺􀀺􀀮􀀼􀀠..k 􀀺􀁾􀀠199 20,353,600
13,076,800 7,276,800 o 6,988,066 0,53 1879 11.2 211 10,483,200 3,649,600 6,052,800 780,800 2,294,763 1839 13.2m.:..,., ,.'.,' 􀀢􀁾􀀠213 18,275,200 11,211,200 o 7,064,000 1,411,646 0.13
0 0.0 214 2,280,000 1,011,200 0 1,268,800 576,624 0 0.0 0 0 􀁾􀁉215 5,190,400 5,190,400 1,926,450 􀁾􀀻􀁱.. 􀀧􀀺􀁾􀀠0 􀁾􀀠217 12,427,200 7,271,140 4,807,580 348,480 2,519,132 (O.3Sj 749
;68';􀁾􀀠􀁾􀀠􀁾. 218 12,440,000 1,440,000 6,580,800 4,419,200 1,746,517 1.21 1075 7.1 220 4,387,200 4,387,200 0 0 1,050,427 0,24 0 0.0 230 3,430,400 1,032,000 2,398,400 0 153,069 􀁾􀀧􀁦􀁓􀁬􀀠2034
􀁾􀀠231 0 233600* 520 9,460,800 5,644,800 3,656,000 160,000 3,917,590 III..:; 1782 ' ';'., '. :' 544 10,457,600 3,264,000 7,193,600 0 1,664,966 0.51 2418 􀁲􀀨􀁦􀁾545 11,734,400 5,614,400
6,120,000 o 3,104,189 r.... J 1145 546 9,246,400 o 9,124,800 121,600 101,716 0.00 4248 20.3 571 7,867,200 7,867,200 0 o 4,535,123 m:'giil 0 􀁾􀀠573 5,787,200 5,787,200 0 o 3,522,802
irfjtMi 0 OOJ....," 􀀮􀁾􀀬􀀮􀀬􀀧􀀠{. b" 574 8,048,000 8,048,000 0 o 8,927,173 1.11 0 r,O.Oil 11002 14,505,600 10,859,200 1,742,400 1,904,000 3,678,845 0.34 418 10.5 Total 184,948,800
103,968,740 63,417,180 17,562,880 50,475,353 0.49 18,519 *This area is the residential area in Addison only. 􀁾Decr.... from 1888 Model 1f@@'%M Inor.... from 1888 Mod.1