.' '.< ......􀁾􀀮􀁾... 2000-1 Addison Circle Roundabout Design &Operational Review (Lee Engineering) -2005 
ADDISON CIRCLE DESIGN, OPERA nONS, AND SAFETY REVIEW Performed For: Town of Addison 16801 Westgrove Drive Addison, TX 75001 Prepared By: Lee Engineering, L.L.C. 17440 Dallas Parkway,
Suite 204 Dallas, TX 75287 July 2003 :''It....􀁟􀀭􀁾􀀻􀀺􀀮􀀠OF'''',1:<-" -. I>-..........􀁾􀀮􀀮􀁲... , ...;0,,>'. '* ..-;:<5'. "I,*/\* I,*: ..... ,I : . I ".................................
I JOSEPH T. SHORT 􀁾􀀠􀁾.................................􀁾􀀠 I,";'" 79093 .-'4;1,"'0" "i'􀁴􀁬􀀢􀀧􀀮􀀻􀀭􀂷􀁾􀁾􀁉􀁓􀁔􀀻􀀺􀀮􀁾􀀮􀀠<l.""':􀀢􀁩􀀺􀂧􀁾...\'·.sO',·\ " t!!''':-....··· J 01--1
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EXECUTIVE SUMMARY The Town ofAddison constructed one ofthe first implementations ofthe modern roundabout in the DaIlas/Ft. Worth metropolitan area in the late 1990s. Located at the intersection
ofAddison Circle and Quorum Drive, the roundabout serves as the focal point ofthe mixed-use Addison Circle development. The Town of Addison contracted Lee Engineering to evaluate the
design, operations, and safety ofthe Addison Circle roundabout. Lee Engineering studied the Addison Circle roundabout in May and June of 2003. Traffic counts, design plan review, aerial
photography, on-site observation, and crash history data were all used in the assessment of the design, operations, and safety ofthe Addison Circle Roundabout. Currently, over 15,000
vehicles travel through the roundabout on a typical workday. Approximately 1,600 vehicles use the roundabout during the 5:00 PM hour, with almost 950 of those vehicles traveling through
the roundabout while northbound on Quorum Drive. The roundabout currently has excess capacity and motorists experience very little delay, regardless ofthe time of day that they use the
roundabout Very few crash reports are available for the roundabout as most crashes are minor in nature and do not result in the completion ofan official police report. On-site observation
and conversations with Addison Police Officers reveal that the northbound exit point is a frequent vehicular conflict point on the roundabout. The Addison Circle roundabout conforms
well to modern roundabout geometric guidelines, operates far better than stop or signal control, and is extremely safe as evidenced by the lack ofa single injury crash at the roundabout.
Several recommended improvements were identified to address minor operational issues. These improvements include: • Pedestrian activity was significant in the area; however, many pedestrians
do not use the existing crosswalks present on the roundabout approaches. Landscaping improvements could encourage pedestrians to use the existing crosswalks. • Many warning and guide
signs have been obscured by the growth offoliage in the area. The existing pavement markings on the approaches to the roundabout need to be refurbished. • The northbound and southbound
entry points should be marked as two-lane entries to correspond with motorists' existing usage. • A lane line within the roundabout that corresponds to the northbound through traffic
movement along with modifications to the northbound and southbound approach guide signs with suggested lane usage should mitigate the northbound vehicular conflict point. Addison Circle
Roundabout Review 
TABLE OF CONTENTS 1. INTRODUCTION 1 1.1 Project Description 1 1.2 Summary ofTasks Performed 1 2. DATA COLLECTION 2 2.1 Introduction 2 2.2 24-Hour Volume Counts 2 23 On-Site Vehicle Observations
of Driver Behavior and Truck Performance 5 2.4 Pedestrian and Bicycle Activity 6 2.5 Signing and Pavement Markings 7 2.6 Crash History 8 3. GEOMETRlCLAYOUTEVALUATION 12 3.1 Original
Design 12 3.2 Geometric Evaluation 12 3.2.1 Design Speed and Speed Consistency 12 3.2.2 Approach Alignment 19 3.2.3 Lane Balance 19 3.2.4 Angle and Spacing Between Legs 20 3.2.5 Path
Overlap 20 4. OPERATIONS/CAPACITY ANALYSIS 21 4.1 Introduction 21 4.2 Analysis ofTraffic Volumes 22 4.3 FHWA Analysis Methodology 22 5. SAFETY ANALYSIS 23 5.1 Collision Analysis 23 6.
CONCLUSIONS AND RECOMMENDATIONS 25 6.1 Geometrics and Operations 25 6.2 Striping and Marking Modifications 25 6.3 Signing Modifications 25 6.4 Pedestrian Improvements 26 6.5 Additional
Recommendations 26 APPENDIX 30 Addison Circle Roundabout Review ii 
! I i 1 ! 1. INTRODUCTION 1.1 Project Description Modern roundabouts have been widely used in several countries for many years and during the past decade have begun to gain acceptance
in the United States because they provide an effective means of traffic control. Roundabouts can offer a number of benefits over traditional signal or stop controlled intersections through
their safety performance, reduced operation and maintenance costs, and operational enhancements. In the late 1990s, the Town of Addison constructed a double lane roundabout to control
traffic flow through the Quorum Drive and Addison Circle intersection, their first implementation ofthis device. The roundabout serves a four-lane divided roadway, Quorum Drive, and
a two-lane undivided roadway, Addison Circle. The roundabout is the focal point of the Addison Circle mixed-use development. Lee Engineering was selected to analyze the current roundabout
design, operation, and safety in order to investigate any potential improvements for the facility. 1.2 Summary of Tasks Performed The tasks below summarize the scope of this project:
1. Data Collection -Lee Engineering inventoried and photographed the existing signing and markings on each approach and along the circulating roadway. A recent aerial photograph of the
roundabout was acquired for use during the study. Lee collected 24-hour traffic counts on each approach and departure from the circle as well as at one location on the circulating roadway
on a typical weekday. Peak period traffic operations were also observed. All crash data available for the roundabout and for each approach to the roundabout was gathered from the Addison
Police Department. 2. Design Review Lee Engineering compared design plans with inventoried roundabout features and aerial photographs. Design features such as approach widths, circulating
roadway widths, signing, and pavements markings were compared with recommended practices from the FHWA publication, Roundabouts: An Informational Guide and the current Texas Manual ofUniform
Traffic Control Devices. As part ofthe design review, we identified the shortest path through the roundabout from each approach. The design speeds along each of these paths was calculated
and compared to identify any significant discrepancies in speeds between vehicles entering the roundabout from each approach. Based on this review we identified recommended modifications
to the existing signing and markings at the roundabout that may help guide motorists through the roundabout. 3. Operational Analysis -Lee Engineering performed capacity analyses for
the peak periods at the roundabout. These analyses focused on each merge point around the roundabout. Addison Circle Roundabout Review 
4. Safety Analysis -Lee Engineering reviewed crash records for the roundabout. The types, locations, frequencies, and rates of crashes were summarized. The records were also reviewed
to identify the cited causes of the crashes. 5. Documentation -This report is the summary of our findings and recommendations as they relate to the Addison Circle roundabout. 2. DATA
COLLECTION 2.1 Introduction Data collection at the Addison Circle roundabout was conducted to provide a benchmark for the performance level ofthe facility and determine its current design,
safety, and operational characteristics. An aerial photograph of the roundabout can be found in Figure 1. Data was collected using procedures outlined in the FHWA publication Roundabouts:
An Informational Guide. The following data was collected for use in the analysis: • 24-Hour Volume counts at all approaches and departures; • 24-Hour Volume count at one location on
the circulatory roadway; • On-site vehicle observations of driver behavior and truck performance; performance; • On-site observations of pedestrian and bicycle activity; • On-site inventory
of signing and pavement markings; and • Crash history Below is a description of the activities, methodologies, and results obtained for the data collection. 2.2 24-Hour Volume Counts
To determine the volume of traffic using the Addison Circle roundabout, 24-hour traffic counts were performed on the approach and exit legs of the roundabout as well as on the circulatory
roadway within the roundabout. The traffic counters were strategically placed so that all conflicting movements could be directly or indirectly obtained for each approach and departure
roadway. The interior count was performed adjacent to the splitter island on the northbound approach. The 24-hour counts were performed on Thursday May 22, 2003. Figure 2 presents a
diagrammatic representation ofthe AM peak hour and PM peak hour volumes counted at the roundabout. The peak hours for this roundabout were from 7:45 AM to 8:45 AM in the morning and
from 5:00 PM to 6:00 PM in the evening. The collected volumes for the roundabout appear in Table 1. Observations conducted during this data collection effort identified construction
activity adjacent to Addison Circle and Quorum Drive to the southwest of the roundabout. This construction work was confined to off-street areas and was not considered to have a detrimental
effect on the volume data being collected. Addison Circle Roundabout Review 2 
FIGURE 1: Aerial View of Addison Circle roundabout Addison Circle Roundabout Review 3 
FIGURE 2: PEAK HOUR VOLUMES 
on the western entry. Crosswalks exist on all approaches and are marked in the fonn of red brick pavers. Pedestrians were frequently observed crossing outside the crosswalks, particularly
at the nose of splitter islands. Pedestrians were apt to take the fastest path through the area, which often led them to cross at the nose of splitter islands and walk along the sidewalk
adjacent to the roundabout (Figure 3). This presents a possible safety issue, as the large red paving stone crosswalks lead the motorist to expect people to cross further back from the
roundabout itself. No signage, landscaping, bollards or other channelizing objects direct pedestrians towards the crosswalks. Bicyclists used both the crosswalks and the circulatory
roadway as they traveled through or around the roundabout. No bicycle-car conflicts were observed during observation of traffic operations at the Addison Circle roundabout. 2.5 Signing
and Pavement Markings Lee Engineering staffmade repeated visits to the study area and documented the traffic control signage that is currently in place on the four approaches and within
the roundabout itself. The following observations about signing and pavement markings were made: • Pavement markings at the entries are faded and worn, and visibility of these markings
is significantly reduced from their original fonn (Figure 4); • Pavement markings on the northbound and southbound entries divide the roadway into three entering lanes, however most
motorists either stay in the outside lanes, or disregard the markings and create two "new" lanes centered on the lane lines; • Both yield ahead warning signs on the northbound approach
and one yield-ahead sign on the southbound approach are obscured by trees. The second yield-ahead sign on the southbound approach will be obscured by uncut tree growth in the coming
months (Figure 5 & Figure 6); • The large green roundabout guide sign on the southbound approach is partially obscured by trees (Figure 7); • The large green roundabout guide signs provide
no lane use instructions to motorists approaching the roundabout; • A yield sign on the westbound approach is obscured by tree growth (Figure 8); • No crosswalk warning signs are present
to alert drivers to the crosswalks; • The yield-ahead sign for the eastbound approach has been placed very low on a no parking sign inside temporary fencing and is missing the "Yield
at Roundabout" supplemental plaque present on all other approaches (Figure 9); Addison Circle Roundabout Review 7 
FIGURE 3: The intended crossing location is the red pavercrosslMilks. 0( :. 􀁾􀁳are frequently crossing at the nose ofsplitter islands._ 2.6 Crash History Data Crash data was gathered
from the Addison Police Department (APD). Crash data consisted of both dispatch records and Texas Peace Officer's Accident Reports (ST-3). In addition to dispatch records and ST-3 reports,
the APD officer assigned to the area was interviewed. Dispatch records reveal 68 crashes in the area in a 45 month period, and ST3 reports were available for seven oftbe 49 dispatched
crashes in the most recent 29 month period. Crash history is discussed in further detail in the safety analysis segment oftbis report. Addison Circle Roundabout Review 8 
FIGURE 4: P tM kin sFadeda dWorn FIGURES: OBSCURE,D SIGNS .........,. Addison Circle Roundabout Review 9 
FIGURE 6: FIGURE 7: Obscured Guide Sign, Southbound FUTURE GROWTH WILL OBSCURE SIGN r r /Addison Circle Roundabout Review 10 
FIGURE 8: FIGURE 9: Addison Circle Roundabout Review 11 
3. GEOMETRIC LAYOUT EVALUATION 3.1 Original Design The original design of the roundabout was performed in 1996. The design plans were obtained from Town of Addison records and reviewed
to determine any significant differences between the design plans and what is currently in the field. The existing roundabout and associated signing and markings present currently in
the field do not differ significantly from what was intended on the design plans. 3.2 Geometric Evaluation Fundamental principles for the geometric design of roundabouts are detailed
in Chapter 6 ofthe FHW A publication Roundabouts: An Informational Guide. Additional guidance is from the research and practices developed in other countries with more roundabout experience
than the United States, particularly the United Kingdom and Australia. The Addison Circle roundabout was evaluated in accordance with these design guidelines and principles. This section
summarizes the fundamental geometric design principles and provides comments related to the Addison Circle roundabout. 3.2.1 Design Speed and Speed Consistency One ofthe most critical
design objectives is achieving appropriate vehicular speed through the roundabout. Roundabouts operate most safely when their geometry forces traffic to enter and circulate at slow and
relatively consistent speeds. To determine the speed of the vehicle at a roundabout, the fastest path allowed by the geometry is drawn. This is the smoothest, flattest path possible
for a single vehicle, in the absence of other traffic and ignoring all lane markings. The fastest path is drawn for a vehicle traversing through the entry, around the central island,
and out the exit. Figure 10 illustrates how the fastest vehicle path is constructed for a through movement at a typical double-lane roundabout. Once the fastest path is drawn, the minimum
radius ofeach curve along the path is measured. The corresponding design speed ofeach curve along the path is then calculated in accordance with the speed-curve equations in the standard
AASHTO reference manual A Policy on Geometric Design ofHighways and Streets. The recommended maximum design speed for typical single-and double-lane roundabouts in suburban environments
is 25 mph. In rural environments, it is often acceptable to allow design speeds up to 30 mph. It is most critical to achieve the target design speed at the roundabout entries. Exit speeds
may be greater than the 25 mph target; however, they should generally be kept low to maximize safety for pedestrians. Addison Circle Roundabout Review 12 
----FIGURE 10: Construction ofFastest Path through Double-Lane Roundabout (source: FHWA Roundabotlt Guide Exhibit 6-6 -In addition to achieving an appropriate design speed for the fastest
movements, the relative speeds between consecutive geometric elements comprising the path and conflicting traffic streams should be minimized. The fastest paths are drawn for all movements
at all approaches ofthe roundabout to determine these relative speeds. Figure 11 illnstrates the five critical path radii that must be checked at each approach. FIGURE 11: Vehicle Path
Radii FHWA Roundabout Guide Exhibit R, Addison Circle Roundabout Review 13 
I Achieving speed consistency reduces the likelihood ofloss-of-control crashes, enteringcirculating crashes, and single-vehicle crashes. It is advisable that the speed differentials
should be no greater than 12 mph, and preferably less than six mph. In other words, the difference between the design speeds ofany two consecutive curves along a path or between two
conflicting paths should less than 12 mph and preferably less than six mph. The fastest paths at the Addison Circle roundabout were sketched in accordance with the guidelines shown in
Figure 10. Table 2 summarizes the design speeds ofeach of the five critical radii at each approach at the west and east roundabouts, respectively. Entry speeds 25 mph or greater are
highlighted in bold. Figures 12 to 15 display the fastest path sketches for the Addison Circle roundabout. TABLE 2: R d b DeSlgn Speedsat Add'Ison C'Ire e Joun a out Parameter R4 RSApproach
Rl R2 R3 i 􀁾􀀠liS' 70' 200'Northbound 120' 135' ! Quorum Drive Speed 22 mph 22 mph 22 mph 16 mph 26 mph 125' 140' 70' 170'Eastbound ! Radius 90' Addison Circle 24 mph Speed 23 mph 18
mph 24 mph 16 mphi ! 120' 70' 160'Radius 160' 150'Ii Southbound ! Quorum Drive Speed 23 mph ! 22 mph ! 16 mph 23 mph 2Smpb 55'Radius 170'Westbound 105' 􀁾70' Addison Circle 14 mphSpeed
19 mph 16 mph26 mph At the Addison Circle roundabout, only the southbound and westbound approaches have design speeds greater than or equal to the target design speed of 25 mph. The
circulating design speed (R4) is 16 mph. The westbound right-turn design speed (RS) of 14 mph is the lowest speed within the roundabout. Overall, the consistency between consecutive
or conflicting curve radii is good for the Addison Circle roundabout. The majority of consecutive curves fall within the six mph desired maximum differential. The highest speed is the
northbound right-turn movement (RS). The 26 mph speed present on the northbound right-tum is also the only speed 12 mph or more above another speed on the roundabout. Minimal impact
on safety results from this speed differential though as the paths for these movements do not conflict. The greatest speed differential for crossing/overlapping paths is the eight mph
difference between the westbound R5 and northbound R3. This is less than the 12 mph differential identified above. Addison Circle Roundabout Review 14 
174<10 DALLAS PARKWAYFIGURE 12: SUITE 204 DALLAS, TEXAS 75287NORTHBOUND ENTRY -:'72-248-3006 fAX 972-248-3855 FASTEST PATH SKETCH PHOENiX -DALLAS 
FIGURE 13: EASTBOUND ENTRY FASTEST PATH SKETCH PHOENIX 􀁾􀀠DALLAS 
FIGURE 14: SOUTHBOUND ENTRY FASTEST PATH SKETCH rid 17440 DALLAS PARKWAY SUITE 204 _ -= DALLAS, TEXAS 75287r§l1!i!i 972-248-30D6 FA' 972-248-3855§1mIlInlGliiiilllit{; P'DENIX -DALLAS

FIGURE 15: WESTBOUND ENTRY FASTEST PATH SKETCH SUITE 204 Ir􀁾􀁾􀁪􀁬􀀱􀀷􀀢􀁏􀀠OALLAS PARKWAY ____ 􀁾􀀠DALLAS, TEXAS 75287 -===-= 972-248-3006 FAX 972-248-3855 􀁾􀁭I;IfiIGlillii'ilfliG
PHOENIX OALLAS 
3.2.2 ApproachAlignmenl Ideally, the centerline of the roundabout approaches should align with the center of the roundabout. However, it is acceptable for the approach to be slightly
offset to the left of the center point, since this alignment enhances the deflection ofthe entry path. Ifit is aligned too far to the left, the exiting traffic path will be more tangential
causing higher exit speeds. Ifthe alignment of the entry is offset to the right, the approach geometry may not provide enough deflection for the entering vehicles. Therefore, approach
alignments offset to the right of the roundabout center should be avoided. Figure 16 illustrates the preferred approach alignment for roundabouts in general. FIGURE 16: Approach Alignment
Guidelines (source: FHWA Roundabout Guide Exhibit 6-18 Alignment Offset Loft Radial AlIgnment A1!gnment Off"! Right 􀁾􀀭􀀭􀀩􀀠. ACCEPTABLE PREFERRED UNACCEPTABLE The alignment of all
four approaches to the Addison Circle roundabout is very close to the ideal radial alignment that is preferred for a roundabout. This helps contribute to the operational efficiency and
speed consistency of this roundabout. 3.2.3 Lane Balance To ensure consistency, the circulatory roadway should be as wide as the widest entry approach. Thus, at roundabouts with two-lane
entries, the circulatory roadway should be wide enough for two adjacent traffic streams (although these circulatory lanes may not necessarily be striped). Failure to provide such consistency
in the numbers of entry and circulatory lanes can severely hamper the capacity of a roundabout. Furthermore, it may reduce the roundabout's safety as it causes confusion for drivers
and can increase the likelihood for sideswipe crashes between adjacent entering traffic streams. At the Addison Circle roundabout, the northbound and southbound approaches are striped
for three-lane entries with widths of approximately 33 feet. However, the width ofthe circulatory roadway. is approximately 27 feet at the splitter islands, thus only wide enough for
two lanes. Field observations revealed that the majority of drivers are familiar with the roundabout and choose an entry-lane based on their desired turning movement. Drivers making
through or left-turn movements generally use the left-hand entry lane, and Addison Circle Roundabout Review 19 
drivers making right-tum movements choose the right-hand lane. Between the northbound entry and eastbound exit, and again between the southbound entry and westbound exit, there is adequate
circulatory roadway width for three cars to travel abreast ofeach other. In the rare event of a three vehicle entry, if the rightmost vehicle intends to proceed through or left, a conflict
develops when the vehicles reach the next splitter island and circulatory roadway width can no longer sustain three vehicles abreast. Thus, the roundabout effectively operates as a double-lane
roundabout. The three lane entry does not significantly increase the capacity of the Addison Circle roundabout, and due to the inconsistency between the number ofentry lanes and circulatory
lanes, may increase the likelihood of minor sideswipe crashes within the roundabout. Because ofthe familiarity and the overall courtesy ofmos! users, the roundabout is generally operating
safely. However, unfamiliar drivers can be caught off-guard by the three-lane entries with no formal lane-use designations. These drivers may find themselves in the right-hand lane,
for instance, intending to make a through movement. 3.2.4 Angle and Spacing Between Legs In addition to the alignment and design speed objectives, it is generally desirable to equally
space the distances and angles between the entries. The Addison Circle roundabout is well designed with respect to the angle and spacing between the legs. Three ofthe four legs are close
to one-quarter length around the circle and 90 degrees from each other. The separation between the northern and eastern legs is less than 90 degrees; however, the spacing is such that
no operational problems result for the skew angle. This contributes to the efficiency exhibited by the Addison Circle roundabout. 3.2.5 Path Overlap Path overlap exists at multi-lane
roundabouts when the natural paths of vehicles in two adjacent traffic lanes cross or overlap one another. It occurs most often at entries, when the geometry causes vehicles in in adjacent
lanes to naturally travel into the same lane ofthe circulatory roadway. It may also occur at exits, where the exit geometry tends to cause side-by-side circulating vehicles to exit into
the same lane. Figure 17 illustrates path overlap at a typical roundabout. Addison Circle Roundabout Review 20 
FIGURE 17: Path Overlap Example (source: FHWA Roundabout Guide Exhibit 6-45'---__-, 'il'I , I \ _t-\ --Path overlap ,,, " : ) _n_'t:-------. 􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀠Path overlap can be avoided
at entries by ensuring that the geometry orients the natural trajectory ofvehicles at the yield line into the appropriate circulatory lane. In other . words, vehicles in the left-hand
entry lane should be oriented toward the inside circulatory lane, while vehicles in the right-hand entry lane should be oriented toward the outer circulatory lane at the yield line.
At the Addison Circle roundabout, path overlap exists at the northbound and southbound entries due to the three-Lane entries. The three-lane entries lead to a two-lane circuLatory roadway,
resulting in path overlap as vehicles in the right two lanes must compete for the same space within the circulatory roadway should both drivers choose to proceed through the roundabout
and not take the first right tum available to them. As most drivers are familiar with the roundabouts, vehicles generally use only two entry lanes to avoid these path overlap conflicts.
However, as improvements are considered, they should address the path overlap issues and ensure that the entries and exits are designed to promote clear and safe movements for two lanes
of traffic through the roundabout geometry. 4. OPERATIONS/CAPACITY ANALYSIS 4.1 Introduction The procedure outlined in Roundabouts: An Informational Guide was used in evaluating the
capacity and operational performance of the Addison Circle roundabout. The methodology in the FHW A Guide is based on a combination ofthe British and German roundabout capacity models.
The FHWA Guide methodology incorporates Addison Circle Roundabout Review 21 
empirical data into its formulations and a maximum volume-to-capacity (VIC) ratio of 0.85 is targeted for roundabout design purposes. 4.2 Analysis Qf Traffic V Qlumes The existing intersection
traffic volumes during the weekday AM and PM peak hours were obtained from the tube counts described in the Data Collection section. Because an interior count was performed, the conflicting
volumes at each entry point could be determined indirectly. Roundabout operations have been evaluated for both the existing weekday AM and weekday PM peak hour traffic conditions. Roundabout
operations were also performed to evaluate the effects of altering the Quorum Drive entries to single lane operation. 4.3 FHWA Analysis MethQdQIQgy The FHWA publication Roundabouts:
An Informational Guide provides a methodology for calculating the capacity ofsingle-and double-lane roundabouts. According to the FHWA procedure, the maximum flow rate that can be accommodated
at a given roundabout entry depends on two factors: 1) the circulatory flow within the roundabout that conflicts with the entry flow; and 2) the geometric elements ofthe roundabout.
Even though two ofthe approaches ofthe roundabouts have three-lane entries, tbey were treated as two-lane entries in the FHWA analysis. This was done as a result of observed driver behavior,
in which the majority ofmotorists only utilize two ofthe three lanes for entering the roundabout. Table 3 surrnnarizes the results ofthe existing roundabout analysis based on the FHWA
methodology. No volume-to-capacity ratios greater than the 0.85 threshold are present under existing conditions. The full FHWA analysis results are included in the Appendix. TABLE 3:
Existing CQnditiQn FHWA OperatiQnal Summary Weekday AM Peak Hour Weekday PM Peak Hour Approach VIC Control Delay (sec/veh) ; 95th Percentile Queue (feet) VIC Control; Delay I (seelveh)
95" Percentile Queue (feet) Northbound 0,23 2.0 23 0.4 2.6 I 50 Southbound 0.17 1.9 15 0,16 2,0 15 Eastbound 0,13 i 4,0 10 0,12 ! 4,0 10 Westbound 0,12 3,8 10 0.18 4.0 18 Legend: VIC
= Volume-to-Capacity Ratio As shown in Table 3, all approaches are currently operating below the 0.85 VIC target threshold by a large margin. Field observations during the weekday AM
and PM peak hours confirmed that very little delay and queuing is present at the roundabout as Addison Circle Roundabout Review 22 
suggested in the FHWA analysis. On the rare occasion that the heavily platooned northbound flow queued to enter the roundabout, tbe queues dissipated quickly. Per discussions with Town
staff, the roundabout was analyzed assuming the Quorum Drive approaches were reduced to a single lane in advance ofthe roundabout, and that the roundabout was functioning as a single
lane roundabout The results for the single lane analysis are presented in Table 4. TABLE 4: S'mgleI Lane A􀁾􀁰􀁰􀁲􀁯􀁡􀁣h andRoundba out FHWAO)peratJonaISummary Weekday AM Peak Hour
Weekday PM Peak Hour Control 95" Control 95" Delay PercentileDelay Percentile , (sec/veb) Queue (feet) (seclveh) Queue (feet) Approach VIC VIC 0.47 15.1 : 24,Northbound 5.7 63 0.82 Southbound 0.34 4.9 0.35 5.3 4038 Eastbound 0.14 4.4 13 0.13 4.5
10 4.1Westbound 0.13 10 0.22 5.9 20 Legend: VIC -Volume-to-Capaclty Rallo As evidenced in Table 4, conversion to single lane operation will substantially impact peak hour operations
at the Addison Circle roundabout and should should not be pursued given the planned 3000+ unit expansion ofthe Addison Circle development. Geometries of the lane reduction, impacts of
the changes to parking, and the length of roadway necessary to implement a single lane approach properly all make the implementation ofa single lane approach scenario less than desirable.
Consideration in this analysis was given to the planned expansion of Spectrum Road to the east ofQuorum; however, minimal impact on the Addison Circle roundabout volumes is expected
from the expansion. Any diversions to Spectrum will likely be offset by volume increases in the area as the Addison Circle development expands. Through motorists traveling on Spectrum
Road will be presented with either stop control, or a traffic signal within the Addison Circle development once the Spectrum expansion is complete. Familiar motorists will likely continue
to choose the Quorum Drive routing through the roundabout for their north-south trips as this route will result in less delay. 5. SAFETY ANALYSIS 5.1 Collision Analysis Dispatch records
indicate that APD received 67 minor accident calls in the study area between 9/1811999 and 5/1212003. In addition, APD officers were initially dispatched to one accident that was initially
described as a major accident on Quorum Drive near the Addison Circle Roundabout Review 23 
roundabout during the same time period. Table 5 below documents the minor accident dispatch records. TABLES: Add'lSon porIce Department D'Ispatche hH'tras IS ory Time Period Crash Location
Crash Location Roundabout Approach' Circulatory Roadway' i 91J81J999-12I311J999 2 i I 11112000 12131/2000 12 4 r-11112001 -1213112001 9 6 111/2002 12131/2002 21 4 IIJ/2003 -511212003
8 1 ,1 I 1 Dispatch record indicated a block number near roundabout on either Quorum Dr. or Addison CiT, 2 Dispatch record indicated crash at Addison Cif/Quorum Dr. After examining dispatch
records, Lee Engineering physically examined the Peace Officer's Accident Reports (ST-3) maintained by the APD records division. ST-3s were available from January 1, 2001 through May
12, 2003 when the crash analysis was performed. ST-3 analysis revealed that ofthe 49 total crashes evident on dispatch logs between 11112001 and 511212003, only seven were of a nature
severe enough to warrant the completion ofan ST-3 accident report. Ofthe seven reported crashes for the 29 month period, two were the results of driving while intoxicated, and three
were not on the roundabout itself; thus, only two actual roundabout crashes were available for analysis. One of the two crashes that occurred in the roundabout occurred as a motorist
failed to yield entering the circle, while the other occurred when a vehicle ran off the road and struck a yield sign. The two DWI crashes and two additional reported crashes on the
approaches or circulatory roadway occurred between the hours of 12 AM and 3 AM on a Friday or Saturday. The lack ofa single reportable injury accident over the 29 month time period reports
was noteworthy. Dispatch analysis reveals that drivers are having crashes in and around the roundabout; however, very few are severe enough to warrant the APD completing an official
crash report. Dispatch records show no instances of an injury-accident within the roundabout or at the entry/exit points in the 45 month period covered by the available records. This
likely indicates that the occurrence of injury-accident within the roundabout is extremely low. Reduced crash severity is one ofthe key advantages ofa roundabout intersection configuration
over a typical signalized intersection, and the data available does indicate that all damage from crashes in the roundabout intersection is minimal. Discussions with Addison Police Department
officers assigned to the area revealed that the officers feel that the roundabout is very safe. The property damage only crashes reflected in the dispatch logs that do not result in
fonnal reporting are very minor and are often the result of improper maneuvers or failure to yield. The majority ofconflicts noted by the APD are concentrated at the northbound Quorum
Drive exit point on the Addison Circle Roundabout Review 24 
roundabout during the same time period. Table 5 below documents the minor accident dispatch records. TABLES: Add'ISon p r D D'o Ice epartment lspateherashH'lstOry , Crash Location Crash
Location Time Period Roundabout Approacb' Circulatory Roadway' 9/1811999 -12131/1999 2 1 11112000 -12/3112000 12 4 1/J1200 J -1213 11200I 9 6 41/112002 -1213112002 21 III 12003 -511212003
18 1 •DIspatch record mdlcated a block number near roundabout on elmer Quorum Dr. or Addlson Clf. 2 Dispatch record indicated crash at Addison CiT/Quorum Dr. After examining dispatch
records, Lee Engineering physically examined the Peace Officer's Accident Reports (ST-3) maintained by the APD records division, ST-3s were available from January 1,2001 through May
12,2003 when the crash analysis was performed. ST-3 analysis revealed that of the 49 total crashes evident on dispatch logs between 1/112001 and 5112/2003, only seven were ofa nature
severe enoug]1 to warrant the completion of an ST -3 accident report. Of the seven reported crashes for the 29 month period, two were the results of driving while intoxicated, and three
were not on the roundabout itself; thus, only two actual roundabout crashes were available for analysis. One of the two crashes that occurred in the roundabout occurred as a motorist
failed to yield entering the circle, while the other occurred when a vehicle ran off the road and struck a yield sign. The t1,'''o DWI crashes and two additional reported crashes on
the approaches or circulatory roadway occurred between the hours of 12 AM and 3 AM on a Friday or Saturday. The lack of a siugle reportable injury accident over the 29 month time period
reports was noteworthy. Dispatch analysis reveals that drivers are having crashes in and around the roundabout; however, very few are severe enoug]1 to warrant the APD completing an
official crash report. Dispatch records show no instances of an injury-accident within the roundabout or at the entry/exit points in the 45 month period covered by the available records.
This likely indicates that the occurrence of injury-accident within the roundabout is extremely low. Reduced crash severity is one of the key advantages ofa roundabout intersection configuration
over a typical signalized intersection, and the data available does indicate that all damage from crashes in the roundabout intersection is minimaL Discussions with Addison Police Department
officers assigned to the area revealed that the officers feel that the roundabout is very safe. The property damage only crashes reflected in the dispatch logs that do not result in
formal reporting are very minor and are oftim the result of improper maneuvers or failure to yield. The majority ofconflicts noted by the APD are concentrated at the northbound Quorum
Drive exit point on the Addison Circle Roundabout Review 24 
roundabout. With respect to single vehicle accidents, many are concentrated in the early morning hours ofthe weekend. 6. CONCLUSIONS AND RECOMMENDATIONS Based on this evaluation oftraffic
data, traffic operations, design features, and safety, the following conclusions and recommendations are made about the Addison Circle roundabout. 6.1 Geometries and Operations • The
Addison Circle roundabout geometry operates well as evidenced in the operational efficiency ofthe roundabout and the very low crash history. • Design speeds calculated through the fastest
path analysis are largely consistent with the design objectives ofthe modem roundabout. • The majority of drivers use the three-lane northbound and southbound entry points as two-lane
entries because of the inconsistency between the entry width and circulatory roadway width. • Minimal delays and queues were observed in field observations and were evident in FHW A
analysis ofthe roundabout. • Conversion to a single lane roundabout, single lane entries, or single lane approaches on Quorum was evaluated and should not be pursued as the area continues
to develop. 6.2 Striping and Marking Modifications • The following improvements are all referenced in Figure 18. • Remove pavement markings on northbound and southbound entries that
indicate a three-lane approach, Reinstall new markings for a two-lane entry to the roundabout. Ensure that markings align with desired position within the roundabout. • Remove all faded/worn
word markings "YIELD" from the pavement on the northbound and southbound approaches as they indicate a three-lane approach. Install new "YIELD" word markings that reflect the striping
for a two-lane entry. • Replace worn "YIELD" markings on the eastbound and westbound entries. • Broken white line inscribed circle markings should be reinstalled as shown in Figure 18
as they provide a visual cue as to the edge ofthe circulatory roadway. • Install white lane markings along center of circulatory roadway to guide traffic entering the roundabout from
the south into the proper position for the northbound exit. White lane markings should be of a 5'-15'-5' spacing pattern as shown in Figure 18. Install similar lane markings for southbound
through movement. 6.3 Signing Modifications • Relocate yield-ahead signs so that they are in front oftrees that currently obscure them or actively trim all tree growth that currently
obscures or threatens to obscure existing signage. • Trim excessive tree growth that currently obscures westbound yield sign and southbound guide sign. • Remove the four one-way signs
currently present on the center island, leaving the chevron warning signs in place. Addison Circle Roundabout Review 25 
• Consider replacing the existing green roundabout guide signs with Olle that indicates lane use, such as those shown in Figure 19. While the large guide sign may still be aesthetically
unpleasing, adding suggested lane use indications will alleviate some concerns that existing signage does not tell the motorist enough about how to drive the roundabout. 6.4 Pedestrian
Improvements • On curb radii and splitter islands between the crosswalk and circulating roadway, planter boxes or other landscaping treatments should be installed to better direct pedestrians
to the existing crosswalk facilities. These areas are represented by hatching in Figure 20. 6.5 Additional Recommendations • Due to the unique nature of roundabout operations, the Town
of Addison Public Works Department should request the Town of Addison Police Department to be more aggressive in their reporting ofcrashes in the vicinity of the Addison Circle roundabout.
A full fledged ST-3 is not required for crashes that result in under $1000 damage; however, these minor crashes where motorists frequently exchange information after an officer arrives
can be very beneficial in a safety analysis of the roundabout operations. Addison Public Works should request that APD notify them with a simple one or two paragraph synopsis of all
crashes that occur at roundabout entry/exits points or 011 the circulatory roadway regardless of whether or not an official ST-3 is filed. • The most common conflict evidenced during
observation, and in discussions with Town staff and Police Officers was improper lane use while exiting the roundabout to the north. In an effort to better educate motorists in the area,
a brief pamphlet describing proper roundabout usage could be prepared by Town staff and mailed to Addison residents in a utility bill and distributed by Post Properties staff to the
residents of Addison Circle itself. Addison Circle Roundabout Review 26 
FIGURE 18: iiiiiiif;iiil 17440 DALLAS PARllWAY SUITE 204POSSIBLE LANE MARKINGS TO REDUCE DALLAS. TExAS 75281 972-248-3006 FAX 􀀹􀀷􀀲􀀭􀀲􀀴􀁡􀁾􀀳􀁓􀁓􀁓CONFLICTS AT NB QUORUM EXIT 5-15-5
LANE LINE PHOENIX -CALLAS 
Quo ro m D r iv e Addison Circle Addison West Circle East 􀁾􀀽􀀽􀀽􀀽􀀽􀀽􀁾􀁾􀁾􀁾􀁾􀁾􀁾􀀽􀀽􀀽􀀽􀁾􀁾􀀠NORTHBOUND GUIDE SIGN I I J 1 ;, Addison East Circle Circle West SOUTHBOUND GUIDE
SIGN FIGURE 19: SAMPLE GUIDE SIGN WITH LANE USE SUITE 204Ir􀁾􀁧􀁩􀁬􀀧􀀱􀀴􀀴􀁏____ 􀁾􀀠DALLAS,DALLASTEXASPARKWAY75287 -972-248-3006 FAX 972-248-3855 􀁾􀁭􀁉􀁮􀁾􀁾􀁮􀁩􀁩􀀧􀁬􀀡􀁾􀁮􀁾􀀠",DENIX
-DALLAS 
iiiiiiiii'iiii 17440 DALLAS PARKWAYFIGURE 20: SUITE 204 DALLAS, tEXAS 75287ENCOURAGE CROSSWALK USE THROUGH 972-248-3006 FAX 􀀹􀀷􀀲􀀭􀀲􀀴􀀸􀁾􀀳􀀸􀀵􀀵􀀠PEDESTRIAN ACCESS RESTRICTIONS 􀁉􀁩􀁬􀁬􀁮􀁇􀁬􀁮􀁩
􀁬􀁾􀀮􀁾􀀠PHe,NIX -DALLAS 
APPENDIX Addison Circle Roundabout Review 30 
Project T1145.06 Location Addison Circle Scenario Peak Hour Analyst JPD Date 17-JufH)3 FHWA Double Lane Roundabout AllIlIlysls AM PEAK HOUR Summary of resutls: Approachientry NB S8 EB
we O....erall Entermg volume (pee) 545 384 130 126 Conflicting volume (pee) 18 166 415 396 Adjusted capacJty (pee} 2355 2292 1031l 1066 IVo!ume-llXapaclty ratio 0.23 0.17 OJ3 1:1.12
Control delay (sec::lveh) 2.0 1.9 4.0 3.8 2.4 Approach average queue {ven) 0.3 0.2 0.1 0.1 Approach 95%l!e queue (veh} 0.9 0.6 D.• OA FHWA DoubJe lane Roundabout Analysis PM PEAK HOUR
Summary of resutls: ApprGai:hIentry NB S8 EB we Ove",11 Entering votume (pee) 947 361 119 169 COnfllding volume (pee) 92 307 563 803 Adjusted capacity (pee) 2346 2195 1011 923 􀁉􀁖􀁑􀀡􀁵􀁭􀁥􀀭􀁴􀁾􀁰�
�􀁣􀁩􀁴􀁹􀀠ratiO 0040 0.16 0.12 0.18 Control delay (s.eclveh) 2.5 2.0 4.0 4.• 2.6 Approach average queue (veh) 0.7 0.2 0.1 0.2 Approach 95%118 queue (veh) 2.0 0.6 0.4 0.7 Roundabout
Spreadsheet v. 3.01,@2002, Kitlelson & Associates, Inc.. SINGLE lANE ANALYSIS Project 11145.06 location Addison Circle Sc:enatio Peak Hour Analyst JPD Date 17..JurH13 FHWA Single Lane
Roundabou1 Analysis AM PEAK HOUR Summary of resu!1s: ApproachIentry NB SB EB WB O....erall Entering volUme (pee) 545 384 130 126 Conflicting volume (pee) 75 160 475 396 AdjUsted capacity
(pee) 1169 1120 953 996 IVolume-tlXapacilY ratio 0.47 0.34 0.14 0.13 Cootrol delay (seelvehl 5.7 4.9 4.4 4.1 5,1 Approach average queue (vah) D•• 0.5 0.2 0.1 Approach 95%11e queua (\leh)
2.5 1.5 0.5 0.4 FHWA SIngle I...ane Roundabout Analysis PM PEAK HOUR Summary of results: Approacblentry N8 sa EB wa Overall Enteling volume (pee) 947 361 119 169 Conflicting vo[ume (pee)
Adjusted capacity (pee) 92 1161 307 '044 553 910 803 n4 Ivolume-to-eapacJty ratio Oll2 0,35 0,13 0,22 Control delay {secl'lah} 15.1 5.3 4.5 !i9 11.1 Approaeh average queue (veti) 4.0
0.5 0.2 0.3 Approach 95%lIe queue (vch) 9.7 1,5 0.4 0.• Roundabout Spreal1sheet v. :3.01, eo 2002, Klt1elson & Msociates, Inc, 
/IV!Ov 􀀡􀁦􀁦􀁩􀁾􀀠 ,J 􀀯􀁾􀀠';:r.. 􀀧􀁙􀀡􀁾􀀠􀁾􀀠, 
CITY MANAGER {b--riM 􀁾􀀠w-Li-vx-􀁾􀀠ai-lidI-􀁌􀁉􀀩􀀱􀁾􀀠􀁾􀁲􀀴􀀭􀀨􀁾/?"'-{ 
􀁲􀁯􀁡􀁤􀁾􀀠 managerby Ruth W. SMger, Editor-in-Chief Roundabout Designs That Work Intersection locations, rural or urban areas, and other criteria determjrietlle • best criteria to
use when designing roundabouts. R 1 oundabouts are especially useful to slow traffic and move it smoothly through city intersections. Usually these are single-roundabout designs. Dual·lane
roundabout. Islands at entries guide,too. 62 July 2004 Better Roads Double-roundabout interchanges have begun appearing along freeways as a substitute for traditional diamond-design
interchanges. The double roundabout eliminates traffic signals. some coots, and delays resulting from the signals. Roundabout size is another key factor in successful design -and generally
smaller is considered better. Setting goals Intersection designers pick modern roundabouts to help con· trol deiay" 'imd congestion. lm-. " proved safety is another goal, , since'about
half of injury-related '¢rashes and 20% of all fatality crashes happ'enafintersections. In 􀁳􀁯􀁭􀁥􀁣􀁡􀁾􀁥􀁳􀀠software helps prove that roundabouts would do the job better than more
conventional designs. In a study, Guidelines for Pre· liminary Selection of Optimum Interchange TYpe for Specific Locations, N.J. Garber and M.D. Fontaine compared diamond interchanges
with roundabouts at ramp terminals -but only in regard te traffic delays. British software, which helps' design roundabouts. predicts crashes and traffic flow, and is used to estimate
delay and queu· ing for single-island roundabouts. Texas Transportation Institute software, Passer, III, is used to determine diamond interchange cycle length, optimum signal timing,
and possible delays. The Federal Highway Administration's Corridor Simulation software looks at alternative intersection designs. 􀁒􀁯􀁵􀁮􀁾􀁡􀁢􀁯􀁵􀁴􀀠size.is another key factor in
successful 􀁤􀁥􀁳􀁩􀁾􀁮􀀮􀀠According tQa'report byFH· WKs Joe Bared and University of Maryland's Evange!os Kaiser, ' three specific cases for two-lane roundabouts and one case for a
single-lane roundabout were included in the study. Diamond, double-roundabout, and single-roundabout designs were examined. Not included in the FHWA study, but worth noting, is the New
York State Department of 
Transportation's software, RODEL, an interactive program to design roundabouts. Study findings During off-peak and weekends, scenarios including roundabouts save up to 30 seconds of
delay per vehicle, according to the FHWAstudy. Until intersection vehicle throughput passed 5,000 per hour, both double-and singleroundabout intersection designs offered fewer delays
than diamond designs. Using Maryland State Highway Administration traffic trends, the FHWA study projects that in a year a double roundabout (compared to a diamond design) could save
35,000 vehicle hours for a single intersection with a throughput of 30,000 vehicles per dsy. 'l'he study also shows increased safety with the use of roundabouts, partly due to the lower
speeds at which vehicles enter the intersection. Designs in place European roundabouts have a long history, and the United States is beginning to move in the same direction. Eric Teitelman,
P.E., city engineer for Nashua. New Hampshire says that the city's Broad Street roundabout offers many benefits over use of conventional intersections with traffic signals. signag"...
. . . .... '.. . . Pavemetit'arrows;' adapted mto .a fiShJ;J.Qpk:( les.lgTIl;.belp.prllyent .. c· collfusion for on-the-p.ayeinent .... 􀁳􀀧􀁜􀁧􀁲􀁬􀁡􀀡􀁬􀀢􀁾􀀬􀀧􀀠Better Roads July
2004 63 
city traffic engineer. Only 400 feet away is a major signalized intersection with 35,000 ADT. After six years of use, there have been no injury crashes (in· cluding vehicles, pedestrians,
and bicycles) on the roundabout. The roundabout gave easier acand poor side-street business access, says Mark Johnson, P.E., transportation engineer with the Wisconsin Department ofTransportation.
The roundabout improved busi· ness access and traffic flow, improved safety, and provided beau-Maintenance costs will be from $2,500 to $4,000 less per year than costs to maintain a
signalized intersection. cess to businesses previously affected by left. turn restrictions, and also provided better traffic flow and higher traffic capacity. In Wisconsin, a roundabout
at South Church Street in Watertown replaced a conventional intersection with heavy congestion tification opportunities. In Colorado, a roundabout at Interstate 70 and the Main-Vail
Diamond Interchange cost $3 mil· lion compared to $20 million for an improved conventional 􀁩􀁮􀁴􀁥􀁲􀁾􀀠section -when it was first built nine years ago. This roundabout reduced all
crashes for the intersection by about 50%. Injury crashes were reduced by about 80%. Traffic delays were also reduced and good business access was maintained. In Pittsburgh, a roundabout
project is underway at the intersection of Route 9 and York Road. Roundabout construction cost will be about $110,000. Maintenance costs will be from $2,500 to $4,000 less per year than
costs to maintain a signalized intersection. The design will slow traffic entering the roundabout to about 20 miles per hour, says Don Adams with Sear Brown. BR . . .240 pages, packed
with the best in testing equipment for asphalt, concrete and soil applications; including the latest innovations in testing procedures. Our equipment is built to ASTM and AASHTO standards,
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you need it and at a great price. For a free catalog call: 1.800.544.7220 or fax: 708.4560137. Free catalog: 1.800.544.7220􀁾􀀢􀀢􀀧􀁈􀁕􀁍􀁂􀁏􀁌􀁄􀁔IDwww.humboldtmfg.com.hmc@ehumbOldt.com
Circle 127 on reader card or go to wwwBellerlloads.com(1121.hlm Better Roads July 2004 65 
15900 FAX 􀀶􀀰􀀲􀀯􀀹􀀵􀀵􀁾􀀷􀀳􀀴􀀹􀀠Billing Group 001 Totals: Billing Group Subtolal: $7.510.02 􀁂􀁩􀁉􀀱􀁩􀁮􀁾􀀠Adi.·-Cost Plus to Max -$2.223.32 TOTAL AMOUNT DUE $5,286.70 Invoice Number:July
10,2003 Town ofAddison 16801 Westgrove Drive Addison. TX 75001·9010 Attn: Mr. Jim Pierce Re: JOb Tl145.06 Addison Circle Design Review Consulting Services Crom May 24, 2003 througb June
20, 2003 Billing Group: 001 Contract Maximum: Previous Billings Against Maximum: Current Billinga Against Maximum: Balance After This Invoice: Engineering Designer 49.50 hrs. @$75.00
!hr. Project Engineer 6.50hrs.@$100.00 !hr. Project Manager 19.00hrs.@$130.00 !hr. TOTAL LABOR Outside Services Outside Service/Subconsultants TOTAL OUTSIDE SERVICES $8.700.00 $3.413.30
$5.286.70 $0.00 $3,712.50 $650.00 $2,470.00 $6.832.50 $677.52 $677.52 Project Totals: Project Subtotal: $7.510.02 
Lee Enltineering. L.L.C. Invoice: 15900 Project: T1145.06 Julv 10. 2003 Page 2 of2 Fees: -$2.223.32 Billing Total: $5.286.70 *** Total Project Invoice Amount $5,286.70 Aged Receivables:
CURRENT 31·60 DAYS 61·90 DAYS 91·120 DAYS +120 DAYS $ 5.286.70 $ 0.00 $ 0.00 $ 0.00 $ 0.00 All iO'oices are due upon receipt. A late charge of 1.5% will be added to any unpaid balance
after 30 days. i) /::.. hr· 􀀮􀁰􀁾􀀠APprOV.d:__􀁾􀀢􀀯􀀬􀀢􀀧􀀭􀀧􀁬􀁟􀀢􀀧􀁾􀀽􀀽􀀽􀀢􀀺􀀺􀁾􀀽􀀭_____U .8'"-6-03 
FAX 9721248-3855 LETTER OF TRANSMITTAL TO; Jim Pierce, P.E. IDate: 07f28103 IJob No. T1145.06 i L iRE: Addison Circle Final Report I I Town ofAddison. 16801 Westgrove Road Addison, TX
7500 I WE ARE SENDING YOU; 1/Attached Under Separate Cover via -------the fullowing items; Drawing Prints Plans Samples Specifications Copy of letter Change order Copies Date NO. Description
5 07128103 Addison Circle Final Report. THESE ARE TRANSMITTED as checked below: For approval Approved as submitted Resubmit -copies fur approval 1/For your use Approved as noted Submit
-copies for distribution As requested Returned for corrections Return -copy for file For review and comment Other FORBIDS DUE Prints returned after loan to us Remarks: Please find enclosed
the five copies ofthe Final Addison Circle Operations, Design, and Sarety Review. All requested changes have been made in this document. The edge ofpavement on the southwestern comer
of the roundabout has been modified slightly to better reflect curb location. Based on our our discussion we reviewed the design plans and the aerial photography and modified our edge
of pavement line to best reflect the current location ofthe curb. Please caU lody Short at (972)248-3006 ifyou have any questions or comments. Copy to 1/􀁟􀁾___ 􀀭􀀺􀀺􀀺􀀭􀀭􀀭􀀭􀀺􀁾___-,---..,.
Signed _lo-.hn".-D_enh_ohn_I_ll.:..'E_I_T_______ Ifenclosures are not as noted, kindly notify us at once. 
602/955-7206 FAX 6021955-7349 Invoice Number: 15842 Town ofAddison 16801 Westgrove Drive Addison, TX 75001-9010 Attn: Mr. Jim Pierce Re: Job Tl145.06 Addison Circle Design Review Consulting
Services fromMay 08, 2003 through May 23, 2003 Billing Group: 001 Engineering Designer Project Manager Reimbursables Contract Maximum: Previous Billings Against Maximum: Current Billings
Against Maximum: Balance After This Invoice: 23.50 brs.@$75.00 !hr. JO.oobrs.@$130.00 !hr. TOTAL LABOR Copies Engineering Supplies Mileage TOTAL REIMBURSABLES TOTAL AMOUNT DUE $8,700.00
$0.00 $3.413.30 $5,286.70 $1,762.50 $1,300.00 $3.062.50 $32.48 $290.21 $28.11 $350.80 $3,413.30 Aged Receivables: CURRENT 31-60 DAYS 6[·90 DAYS 91-120 DAYS +120 DAYS $ 3.413.30 $ 0.00
$ 0.00 $ 0.00 $ 0.00 
􀀡􀁩􀀡􀀡􀀡􀁩􀁩􀁩􀁩􀀡􀁩􀁩􀁩􀁩􀁩􀁩􀀡􀁩􀀡􀀡􀀡􀁩􀀡􀁩􀁩􀁩􀁩􀀡􀀡􀁾􀀡􀀡􀀡􀀡􀀡􀁩􀁩􀀡􀁾􀀠® Public Works I Engineering 16801 Weslgrove. P.O. Box 9010 Addison, Texas 75001 Telephone: (972) 450-2871
• Fox: 1972) 450-2837 ,------􀁾􀀭􀁬􀁯􀀭􀁯􀁾􀀠I JOB NO.i DATE ! , ATTENTION 'RE Add15AV\ U('C...i-e.. .. , GENTLEMAN: WE ARE SENDING YOU J(Attached o Under separate cover via _... the
following items: o Shop Drawings o Prints o Plans 0 Samples 0 Specifications 􀁏􀁾___􀁾________o Copy of letter o Change order COPIES DATE NO. DESCRIPTION 1 11UIC.alA (,'w-it, 71.-, Idf,JiI>Lr-ti.
􀁾􀁾AflQj.4GI(.7 , ! • '"..._ ....THESE ARE TRANSMITTED as checked below: o For approval 0 Approved as submitted jl{For your use 0 Approved as noted o Resubmit 􀁟􀁾__copies for approval
o Submit copies for distribution o As requested o Returned for corrections o Return corrected prints o For review and comment 0 _____________________._____ o FOR BIDS DUE __________
1,,___ o PRINTS RETURNED AFTER LOAN TO US COPYTO _________________ SIGNED: 􀁾􀁪􀀢􀀮􀀡􀀺􀀮􀀮􀀮􀀼􀀱􀀮􀀮􀀬􀀮􀀮􀀺􀁾􀁟􀀽􀀺􀀽􀁟________ If enclosures are not as nOled. please nor:;::-:::.'
---------------------,-----------" 
􀀡􀁩􀀡􀀡􀁩􀀡􀁩􀁩􀀡􀀡􀀡􀀡􀁩􀀡􀀡􀀡􀁾􀁾􀀡􀁩􀀡􀀡􀀡􀁩􀁩􀀡􀁾.. Public Works I Engineering 16801 Westgrove • P.O. Box 9010 Addison, Texas 75001 Telephone: (972) 450·2871 • Fox: (972) 450·2837
DATE b'-f.:,-O"ZJ IJOBNO AmENT/ON RE: AckJis-RMC Irc..l-e.. GENTLEMAN: WE ARE SENDING YOU ji(Attached o Under separate cover via ______the following items: o Shop Drawings 0 Prints o
Plans 0 Samples 0 Specifications D ____􀁾 o Copy of letter 0 Change order ...._---COPIES DATE NO. DESCRIPTION I <.., . --._----_...._---J J)A o .c"",. )"'JU> f.'1A I'" ".,..., Vln 1V
J-􀁁􀀭􀁩􀁬􀀧􀁬􀁴􀁾􀁾􀀠t,n:..t-L D.t!>1411 􀁦􀁊􀀮􀁰􀀢􀁊􀀢􀀢􀀯􀁾􀁴􀀲􀁁􀁉􀁜􀀮􀀬􀁏􀀠A0/".! .+r.rl< 1 I1.M" l Sot '6 -r 􀁾􀀠\ : THESE ARE TRANSMITTED as checked below: ;:}For approval 0 Approved
as submitted lIJ'l..For your use 0 Approved as noted o Resubmit ____copies for approval o Submit copies for distribution o As requested o Retumed for corrections o Return corrected prints
o For review and comment 0 _____ o FOR BIDS DUE _________􀁾􀀱􀀹􀀬__ o PRINTS RETURNED AFTER LOAN TO US REMARKS _____________________________________________________ 􀁾___􀁾􀀠COPY TO
________________􀁾􀀠SIGNED: 􀁾􀁌􀀠If enclosures are not as noted, please notr;,t:::: 
I ."'17440DALlASPAAKWAY , SUITE 204 DALLAS, TEXAS 75287 ,9721248.3006 FAX 9721248-3855 May 1, 2003 Mr, {lID C. Pierce, P.E. Assistant City Engineer Town of Addison 16801 Westgrove Drive
Addison, Texas 75001-9010 Re: Addison Circle Design Review and Operational Analysis Dear Mr, Pierce: Lee Engineering (LEE) is pleased to submit this letter ofagreement to perform traffic
engineering services for the Town ofAddison, Peryour request wehave prepared the following scope ofservices to perform a thorough review of the design features and current operating
characteristics of the roundabout known as the Addison Circle located at the intersection ofQuorum Drive and Addison Circle. The anticipated product ofthe effort will be a letter report
documenting the results ofthe review. SCOPE OF SERVICES The Scope of Service outlined below illustrates our approach to this project: Task 1 Data Collection -LEE will gather and review
available studies, reports and graphics prepared as part ofthe design ofthe Addison Circle. The existing signing and markings on each approach and along the circulating roadway will
be inventoried and photographed. A recent aerial photograph ofthe roundabout will also be acquired. We will also collect 24hour traffic counts on each approach and departure from the
circle as well as at one location on the circulating roadway on a typical weekday. Peak period traffic operations will be observed. All crash data available for the roundabout and for
each approach to the roundabout will be gathered from the Addison Police Department. Task 2 Design Review -LEE will begin our review of the roundabout design features by comparing design
plans with inventoried roundabout features and aerial photographs. Design features such as approach widths, circulating roadway widths, signing, and pavements markings will be compared
with recommended practices from the FHWA publication, Roundabouts: An Informational Guideand the new Federal Manual of Uniform Traffic Control Devices. Compliance with design practices from other states with extensive 
experience designing and operation roundabouts will also be reviewed, As part ofthe design review, we will also identifY the shortest path through the roundabout from each approach.
The design speeds along each ofthese paths will be calculated, The design speeds will be compared to identifY any significant expected discrepancies in speeds between vehicles entering
the roundabout from each approach, Based on this review we will identifY any recommended modifications or enhancements to the existing signing and markings at the roundabout that may
help guide motorists through the roundabout. We will also identifY any significant design deficiencies ofthe roundabout. Task 3 Operational Analysis -LEE will perform capacity analyses
for the peak periods at the roundabout These analyses will focus on each merge point around the roundabout. Based on these analyses we will identifY any significant modifications to
the roundabout that are needed to enhance the operating characteristics or increase the capacity of the roundabout. Task 4 Safety Analysis -LEE will review crash records for the roundabout.
The types, locations, frequencies, and rates of crashes will be summarized. The records will also be reviewed to identifY the cited causes ofthe crashes, Based on this review we will
identifY any significant modifications to the roundabout that are needed to enhance the safety of the roundabout Task 5 Documentation -LEE will prepare a brief draft report summarizing
our findings and recommendations as they relate to the Addison Circle, This report will be submitted to the City staffforreview and comment A final report will be prepared based on these
comments. SCHEDULE AND FEE The draft report identified in Task 5 will be completed within four weeks ofreceiving authorization to proceed with this study, The fee for our services will
be billed on an hourly basis according to the attached terms and conditions and will not exceed $8,700 without your approvaL Ifyou have any questions, please contact me at (972) 248-3006.
We appreciate the opportunity to provide these services and look forward to working with you on this project. Please sign and return a copy ofthis letter as a notice to proceed, Sincerely,
Accepted ,iII!!:􀀿􀀺􀀺􀀺􀀮􀀮􀁾􀀺􀀺􀁾􀀳􀀠Vice President Date 
Lee Engineering Terms and Conditions April 15, 2002 Additional services as authorized by you will be performed at the following rates: Principal $165.00/per hour Project Manager $130.00/per
hour Project Engineer $100.00/per hour Sr. Engineering Designer $ 90.00/per hour Engineering Designer $ 75.00/per hour Technician $ 45.00/per hour Administrative Assistant $ 60.00/per
hour Secretarial $ SO.OO/per hour Highway travel $0.36S/mile Meals, lodging, air fares, out-of-pocket costs Reproduction $O.lO/copy TERMS AND CONDITIONS: 1. Invoices will be submitted
monthly. 2. Invoices are due and payable when received. 3. Interest at the rate of 1.5% per month will be applied to invoices not paid within 30 days ofinitial billing date. 4. We reserve
the right to cease work on delinquent accounts. S. Contracting party is responsible for paying all fees and expenses associated with all activities related to an engagement. Credit will
be given for payments received directly from clients ofthe contracting party or from others. 6. The retainer fee will be credited against fee. 7. In addition to invoices rendered and
interest thereon, contracting party agrees to pay any and all legal fees and costs incurred in collecting overdue accounts. 8. Rates are subject to change annually. Work performed in
subsequent years will be charged at the adjusted rates. 9. Extra copies ofreports will be billed at $10.00 per copy. C;VooyIOI'FlCEIS!lIndard rare2002.wpd 
17440 DALlAS PAAKV\IAY I "1IIIIIIII SUITE 204 ,..,: DAU.AS, TEXAS 75287 i 972/248-3006 FAX 9721248-3855 , ! May 1, 2003 Mr. run C. Pierce, P.E. Assistant City Engineer Town of Addison
16801 We&tgrove Drive Addison, Texas 75001-9010 Re: Addison Circle Design Review and Operational Analysis Dear Mr. Pierce: Lee Engineering (LEE) is pleased to submit this letter ofagreement
to perform traffic engineering services for the Town ofAddison. Peryour request we have prepared the following scope ofservices to perform a thorough review of the design features and
current operating characteristics of the roundabout known as the Addison Circle located at the intersection ofQuorum Drive and Addison Circle. The anticipated product ofthe effort will
be a letter report documenting the results ofthe reVIew. SCOPE OF SERVICES The Scope of Service outlined below illustrates our approach to this project: Task 1 Data Collection -LEE will
gather and review available studies, reports and graphics prepared as part ofthe design ofthe ofthe Addison Circle. The existing signing and markings on each approach and along the circulating
roadway will be inventoried and photographed. A recent aerial photograph ofthe roundabout will also be acquired. We will also collect 24hour traffic counts on each approach and departure
from the circle as well as at one location on the circulating roadway on a typical weekday. Peak period traffic operations will be observed. All crash data available for the roundabout
and for each approach to the roundabout will be gathered from the Addison Police Department. Task 2 Design Review -LEE will begin our review ofthe roundabout design features by comparing
design plans with inventoried roundabout features and aerial photographs. Design features such as approach widths, circulating roadway widths, signing, and pavements markings will be
compared with recommended practices from the FHW A publication, Roundabouts: An Informational Guide and the new Federal Manual of Uniform Traffic Control Devices. Compliance with design
practices from other states with extensive 
experience designing and operation roundabouts will also be reviewed. All part ofthe design review, we will also identify the shortest path through the roundabout from each approach.
The design speeds along each of these paths will be calculated. The design speeds will be compared to identify any significant expected discrepancies in speeds between vehicles entering
the roundabout from each approach. Based on this review we will identify any recommended modifications or enhancements to the existing signing and markings at the roundabout that may
help gnide motorists through the roundabout. We will also identify any significant design deficiencies ofthe roundabout. Task 3 Operational Analysis -LEE will perform capacity analyses
for the peak periods at the roundabout. These analyses will focus on each merge point around the roundabout. Based on these analyses we will identify any significant modifications to
the roundabout that are needed to enhance the operating characteristics or increase the capacity of the roundabout. Task 4 Safety Analysis -LEE will review crash records for the roundabout.
The types, locations, frequencies, and rates of crashes will be summarized. The records will also be reviewed to identify the cited causes ofthe crashes. Based on this review we will
identify any significant modifications to the roundabout that are needed to enhance the safety of the roundabout. Task 5 Documentation -LEE will prepare a brief draft report summarizing
our findings and recommendations as they relate to the Addison Circle. This report will be submitted to the City,staff for review and comment. A final report will be prepared based on
these comments. SCHEDULE AND FEE The draft report identified in Task 5 will be completed within four weeks ofreceiving authorization to proceed with this study. The fee for our services
will be billed on an hourly basis according to the attached terms and conditions and will not exceed $8,700 without your approval. Ifyou have any questions, please contact me at (972)
248-3006. We We appreciate the opportunity to provide these services and look forward to working with you on this project. Please sign and return a copy ofthis letter as a notice to
proceed. Sincerely, Accepted ,21ftVice President Date 
Lee Engineering Terms and Conditions April 15, 2002 Additional services as authorized by you will be performed at the following rates: Principal $165.00Jper hour Project Manager $ 130.00Jper
hour Project Engineer S100.00Jper hour Sr. Engineering Designer $ 90.00/per hour Engineering Designer $ 75.00/per hour Technician $ 45.00/per hour Administrative Assistant $ 60.00/perhour
Secretarial $ 50.00/per hour Highway travel $O.365/mile Meals, lodging, air fares, out-of-pocket costs Reproduction $O.10/copy TERMS AND CONDITIONS: 1. Invoices will be submitted monthly.
2. Invoices are due and payable when received. 3. Interest at the rate of 1.5% per month will be applied to invoices not paid within 30 days ofinitial billing date. 4. We reserve the
right to cease work on delinquent accounts. 5. Contracting party is responsible for paying all fees and expenses associated with all activities related to an engagement. Credit will
be given for payments received directly from clients ofthe contracting party or from others. 6. The retainer fee will be credited against fee. 7. In addition to invoices rendered and
interest thereon, contracting party agrees to pay any and all legal fees and costs incurred in collecting overdue accounts. 8. Rates are subject to change annually. Workperformed in
subsequent years will be charged at the adjusted rates. 9. Extra copies ofreports will be billed at $10.00 per copy. C:\JodyIOFFlCElstandard mte2002.wpd 
􀁲􀁩􀁩􀁩􀁩􀁩􀁩􀁩􀁩􀁩􀁩􀁩􀁩􀁾􀁩􀁬􀀱􀀷􀀴􀀴􀀰􀀠DAllAS PAAI'ONAY SUITE 204 DALLAS, TEXAS 75267 􀀹􀀷􀀲􀀱􀀲􀀴􀀸􀁾􀀳􀀰􀀰􀀶􀀠FAX 9721246-.3855 "-_-==::JLi:i: EnGlnEE=tlnG May 1, 2003 Mr. Tun
C. Pierce, P.E. Assistant City Engineer Town of Addison 16801 WestgroveDrive Addison, Texas 75001-9010 Re: Addison Circle Design Review and Operational Analysis Dear Mr. Pierce: Lee
Engineering (LEE) is pleased to submit this letter ofagreement to perform traffic engineering services for the Town ofAddison. Per yourrequest wehave prepared the fonowing scope ofservices
to perform a thorough review of the design fuatures and current operating characteristics of the roundabout known as the Addison Circle located at the intersection ofQuorum Drive and
Addison Circle. The anticipated product ofthe effort will be a letter report documenting the results of the reVIew. SCOPE OF SERVICES The Scope of Service outlined below illustrates
our approach to this project: Task 1 Data Collection -LEE will gather and review available studies, reports and graphics prepared as part ofthe design ofthe Addison Circle. The existing
signing and markings on each approach and along the circulating roadway will be inventoried and photographed. A recent aerial photograph ofthe roundabout will also be acquired. We will
also conect 24hour traffic counts on each approach and departure from the circle as well as at one location on the circulating roadway on a typical weekday. Peak period traffic operations
will be observed. All crash data available for the roundabout and for each approach to the roundabout will be gathered from the Addison Police Department. Task 2 Design Review -LEE will
begin our review ofthe roundabout design reatures by comparing design plans with inventoried roundabout features and aerial photographs. Design features such as approach widths, circulating
roadway widths, signing, and pavements markings will be compared with recommended practices from the FHW A publication, Roundabouts: An Informational Guide and the new Federal Manual
of Uniform Traffic Control Devices. Compliance with design practices from other states with extensive 
experience designing and operation roundabouts will also be reviewed. As part ofthe design review, we will also identifY the shortest path through the roundabout from each approach.
The design speeds along each ofthese paths will be calculated. The design speeds will be compared to identuy any significant expected discrepancies in speeds between vehicles entering
the roundabout from each approach. Based on this review we will identifY any recommended modifications or enhancements to the existing signing and markings at the roundabout that may
help guide motorists through the roundabout. We will also identuy any significant design deficiencies ofthe roundabout. Task 3 Operational Analysis -LEE will perform capacity analyses
for the peak periods at the roundabout. These analyses will focus on each merge point around the roundabout. Based on these analyses we will identuy any significant modifications to
the roundabout that are needed to enhance the operating characteristics or increase the capacity of the roundabout. Task" Safety Analysis -LEE will review crash records for the roundabout.
The types, locations, frequencies, and rates of crashes will be summarized. The records will also be reviewed to identuy the cited causes ofthe crashes. Based on this review we will
identifY any significant modifications to the roundabout that are needed to enhance the safety of the roundabout. Task 5 Documentation -LEE will prepare a brief draft report summarizing
our findings and recommendations as they relate to the Addison Circle. This report will be submitted to the City,stafffor review and comment. A final report will be prepared based on
these comments. SCHEDULE AND FEE The draft report identified in Task 5 will be completed within four weeks ofreceiving authorization to proceed with this study. The fee for our services
will be billed on an hourly basis according to the attached terms and conditions and will not exceed $8,700 without your approval. Ifyou have any questions, please contact me at (972)
248-3006. We appreciate the opportunity to provide these services and look forward to working with you on this project. Please sign and return a copy ofthis letter as a notice to proceed.
Sincerely, Accepted ,121!:tVice President Date 
Lee Engineering Terms and Conditions Aprjl15, 2002 Additional services as anthorized by you will be performed at the following rates: Principal $16S.00/per hour Project Manager $130.00/per
hour Project Engineer $100.00/per hour Sr. Engineering Designer $ 9O.00/per hour Engineering Designer $ 7S.00/per hour Technician $ 4S.00/perhour Administrative Assistant $ 60.00/per
hour Secretarial $ SO.OO/per hour Highway travel $0.36S/mile Meals, lodging, air fares, out-of-pocket costs Reproduction $0.10/copy TERMS AND CONDmONS: 1. Invoices will be submitted
monthly. 2. Invoices are due and payable when received. 3. Interest at the rate of LS% per month will be applied to invoices not paid within 30 days ofinitial billing date. 4. We reserve
the right to cease work on delinquent accoonts. S. Contracting party is responsible for paying all fees and expenses associated with all activities related to an engagement. Credit will
be given for payments received directly from clients ofthe contracting party or from others. 6. 6. The retainer fee will be credited against fee. 7. In addition to invoices rendered
and interest thereon, contracting party agrees to pay any and all legal fees and costs incurred in collecting overdue accounts. 8. Rates are subject to change annually. W orkperformed
in subsequent years will be charged at the adjusted rates. 9. Extra copies ofreports will be billed at $10.00 per copy. C:\Jody\OFFICl!\standard rate2002.wpd 
Addison Circle • Repaim Y'U!ld in bright. reflective color on pavement at entries. • Add an Exitftom RightLane Only sign under yield signs at entries (on same poles). • Paim lane markings
for right vs. left lane division. • Paint combination exitJstraight arrows on pavement in right lane at exits. • Paint left lane with straight arrows. • Paint solid white line around
center bricks. '1-Il{--CY'?::' + 􀁾􀀱􀀧􀀱􀁉􀁌􀀠􀁾􀁲􀁬􀀱􀁥􀁾􀁬􀁳􀀠fr7lpl'£eJ 􀁾􀁾􀁾􀀮􀁴􀁬􀁊􀀮􀁊􀁉􀁾􀀠&rd'--t􀁾􀁾􀀫􀁾􀁾􀀿􀁫􀁲'172 -:2.lf8"-􀁾􀀷51 
PROJECT OF THE YEAR: STRUCTURES MORE THAN $10 MILLION The Centre of Elgin Managing Agency: City of Elgin, Illinois Primary Contractor: Gilbane Building Co. Primary Consultant: Williams
Architects Nominated By: APWA Chicago Metro Chapter ll1e Centre of Elgin located in the core of Elgin's revitalized downtown Cultural District is the 􀁾􀁡􀁲􀁧􀁥􀁳􀁴􀀠􀁭􀁵􀁮􀁪􀁃􀁩􀁰􀁡􀁬􀁬􀁹􀁾􀁯􀁷􀁮􀁥�
�􀀠family recreation center in the natlon. The project consists of a new, 398·car parking structure, a 184,712 gsf Recreation Center, and roadway and streetscape improvements surrounding
the site. The City of Elgin's commitment to public recreation, co-generational community activities and urban revitalization is evident throughout this project, The multi*level design
of the Recreational Center is sensitive to the surrounding urban context with a design that seamlessly integrates the natural topography of the site and compliments the dynamics of interior
activity. The first level features a secure preschool wing and four themcd classrooms, childcare, outdoor play area, leisure pools, eight-lane competition pool, therapy pool, triple
court gymnasium, arts and crafts, racquetball courts. multipurpose banquet room, meeting rooms, teaching kitchef4 seniors center, 35-foot climbing \valt lounges with a cafe, and a wellness
center. Visitors are welcomed to the second level activity space featuring a "club" atmosphere health and fitness, three-lane running track with views to the gymnasium and indoor pools,
enclosed pedestrian bridge to a multi·level parking structure, teen center, dance and aerobics, and administratlve offices. Because of the owner's expressed desire (0 include the best
possible materials and quality iu the construction of the Centre, the contractor developed a comprehensive quality plan to ensure aU materiais and workmanship met the requIrements contained
in the contract documents. This quality plan induded first inspectIons of materials delivered to the project for the first time to ensure the selected materials were being used and met
the requirements of the submittals. Severdl mock ups were constructed to work out jnstallation "bugs" and serve as the quaUty standard for the actual installation. Mockups were made
of the exterior walls, architectural concrete, precise panels with integrally cast brick veneer, colored concrete (pool deck), architectural pressed conM Crete sidewalks, and various
architectural finishes. Quality deficiencies noted ,during construction were noted on a "Rolli ng Completion List" and distributed to trade contractors at the weekly superintendent's
meeting to ensure non-conforming items were corrected before they could be con· cealed by later work and before substantial completion of the buHdlng(compHaUon of the architect's punchlist.
The process was embraced by the contractors as they recognized the benefits of a smaller punchlist and fewer mobilizations to complete their work. The project accomplished the City of
Elgin's goals set forth in their master plan, and contributed to the economic revival revival of downtown Elgin, July 2003 APWA Reporter 41 
PROJECT OF THE YEAR: TRANSPORTATION LESS THAN $2 MILLION 110th Street and Lamar Avenue Roundabout Improvements Managing Agency: City of Overland Park, Kansas Primary Contractor: Pyramid
Contractors, Inc. Primary Consultant: Olsson Associates Nominated By: APWA Kansas City Metro Chapter The llOth Street and Lamar Avenue Roundabout Improvement Project is the first two-lane
modern roundabout in the City of Overland Park, Kamas. Being located adjacent to the newly-constructed Overland Park Hotel and Convention Center Complex, this project had very high visibility.
[t was paramount that the project be completed and open to traffic prior to the opeuw iug of the Convention Center facility. The project required substantial cooperation and coordination
with the contractor of the Convention Center due to the construction activities along the common aH'as of 110th Street and Lamar Avenue. The pavement in the roundabout, including the
flared approaches between the circulating lanes and the entry nose of the spUtter islands, is 240 mm of concrete placed on 120 mm of drainable aggregate base course and 200 mm of fly
ash treated base, The tangent approaches prior to the splitter islands are constructed of 255 mm of asphaltic concrete on 200 mm of fly ash treated base. An underdrain pipe system was
installed to convey subsurface water from under the pavement to an enclosed storm drainage system consisting of curb inlets to remove surface water runoff. The project also included
600 mm wide concrete curb and gutter with 100 mm curb height, 1.5 m sidewalk and wheelchair ramps constmcted of 100 mm and ISO mm thick concrete respectively, 150 mm thkk concrete drive
entrances, and concrete curbing for splitter islands and central island. The spUtter islands and central island are constructed with concrete paver stones or limestone pavers on a concrete
base with a raised concrete edge curb to retain the soH in the landscaped planting areas. The landscaping in the central island con􀁳􀁌􀁾􀁬􀁳􀀠of two large earthen berms behind two decorative
retaining walls. The retaining t\'aUs are constructed of structurally reinforced concrete with limestone facing and raised bronze lettering atta(:i1ed to' the face. The plantings are
a variety of annual flowers, perennial wild flowers and ornamental grasses, An irrigation system with quick hose couplers was Installed to supply water to the landscape planting areas.
In addition to a streetlightlng system for roadway lighting, Jow voltage aesthetic lighting \"as constructed in the central island with varying color filters to accent the planting materials,
Proper pavement markings and permanent signing Were installed to provIde lhe appropriate gUidance to the lraveling public. The prOject was completed ahead of schedule, within budgel,
and with no lost time accidents in spite of utility conflicts, coordination issues, and material delivery problems, 42 APWA Reporter July 2003 
.-<.' road managerby Ruth W. Stidger, Editor-in-Chief Can America Handle Roundabouts? Designs and applications show that we're beginning to follow Europe's example by using roundabouts
to speed traffic and prevent intersection crashes .. Forty states now use or are experimenting with roundabouts. According to the Seattle TImes, there are more than 600 in the United
States today. But, don't confuse them Conversion to a roundabout reduced crashes to zero. 28 May 2003 Better Roads with traffic circles, the experts say. Roundabouts, properly de· signed,
reduce crashes 50 to 90% when compared to two-and fourway sCop control or signalized in· tersections, says Michael Wall· work, P.E. Roundabouts avoid problems with old· design traffic
circles too. When crashes do occur, Wallwork, a roundabout designer) says, severity is greatly reduced. The reason, according to this en· gineer, often called Mr. Roundabout, is that
normal intersections have 32 vehicle-te·vehicle conflict points. Roundabouts have only eight vehicle-to-vehicle conflict points. Pedestrian safety is improved, too. Normal intersections
have 24 vehicle-to-pedestrian conflict pcints; roundabouts have only eight. Design matters Many agencies confuse roundabouts with traffic circles and are hesitant to try them. The designs
are quite different. A traffic circle is often very large. traffic enters and exits at a high speed, and complex entry and exit points can lead to more crashes rather than less. Modern
roundabouts, mostly developed in the United Kingdom from the 60s on ward. provide many advantages over these old, outmoded traffic circle designs. Roundabout design reduces circle size
and slows vehicle entry and exit speeds. Each roundabout has a central island, 15 feet or larger in diameter. Each roundabout has a central island, 15 feet or larger in diameter. The
island may be round, square, or some other shape. Each entry/exit point has a splitter island that is triangular. This keeps drivers hum entering the exit area and gives pedestrians
a safe haven as they cross. Vehicles enter and exit by turning right at a slow speed of 12 to 
fully talks about how 'Brown' allowed him to get rid of his warehouses. Manufacturing inventory turnover ratios increased by 20% during the 1990's, a reflection of decreased cycle times
and improved efficiency at the factory leveL That means supplies and materials in transit at the front end of the process arriving in time to meet production schedules. It means finished
goods in transit at the back end of the process arriving in time to meet sales demand. JIT depends on reliable and predictable freight movement. NAFTA has spurred a significant rise
in incoming trucks from both Canada and Mexico. Canadian border truck crossings grew 22% to just over 7 million in 2000 from 1977; Mexican border truck crossings grew 30% to 4.5 million
in the same period. Internet business in the U.S. hit $524 billion in 1999, according to a University ofThxas study. Esti· mates from ActivMedia say 2002 could have generat· ed $1.2
trillion of business via the Internet VirtuaIJy all of this business relies on our highway system in whole or part to deliver goods to customers. These changes have put more pressure,
and more cargo, on our highway system. Some of this represents a shift from other modes. Also, problems Or heavy con· gestion in one particular mode often shift freight to other modes,
highways in particular. AASHTO estimates that minimal investment and no growth in the freight rail industry between nOw and 2020 would shift almost 900-million tons of freight and 3I·billion
truck miles onto the highways_ The costs over 20 years would be staggering -$326 billion for shippers; $492 bilIion in added travel time, operating, and accident costs for higbway users;
$21 billion in added maintenance costs for highway departmerts. Sufficient capacity in all freigbt modes air, wate,·, rail, and highway -and in the links that connect them. are vital
to futul'O growth. Added highway ca· pacity is the lynch pin component because of the significant role highways and trucks play in the overall movement of freight. BR Unkage and capacily
o! transportation modes are becoming increas· ing!y important in the fight against congestion. especially in moving freight. The 20·mile, $2.4-billion Alameda Corridor project shown
in an aerial view, celebrated "substantial completion" last year. The intermodal project will create a faster, more efficient way to move freight in the southern California area by connecting
the ports of lJls Angeles and Long Beach to the transcontinental rail network in downtown Los Angeles. The project also will improve traffic flow and ease congestion in the area il eliminates
or minimizes conflicts are 200 ai-grade railroad crossings. A Signature feature of the project is a 10-mile, 33-foot-cteep freight train trench (see inset photo) in the mid-corridor
section. The project includes substantial bJidge construction (29 trench crossings alone) and road work (widening, repaving, and signaling). Financing was a unique mixture of bond revenues,
grants, and lOOns. Better Roads May 2003 27 
How Roundabouts Reduce Vehicle Conflicts • 32 Vehicle • SVehlcle tovenicle to vehicle conmctsconflicls o 24 Vehicle o 8 Vehicle to pedestrianto pedestrian conflicts conflicts 25 miles
per hour, depending on the type of street, Local streets should have cen, tral islands of about 15-foot diam, etcI', Wallwork says. CollectoI' road roundabout islands can be 30 to 40
feel. Arterial road central islands begin at 60 feel. Freeway or major intersection islands are 120 to 180 feet. Design for use A Web site sponsored by Lounsbury and Associates, www,
alaskaroundabouts,com, gives roundabout myths and facts, with speciaLfocus on design and use, Hilton Head, South Carolina roundabout reduced crashes by more than 50%, One myth, the roundabout
design company reports, is that roundabouts are difficult to maneuver, In fact, using a roundabout is much the same as making a right turn on red. At a traffic signal, a right-turning
drivel' stops at the stop bar, looks for conflicting traffic coming from the left, chooses an acceptable gap in the traffic flow, and then turns right onto the cross street, At a modern
roundabout, the oncoming driver approaches the yield line, looks for conflicting traffic coming from the left, chooses an acceptable gap in the traffic flow, and then enters the roundabout
with a right turn at the yield sign, Once inside the roundabout, a driver continues circling counterclockwise until reaching the desired exit. Exit maneuvers are also righttUrns. Modern roundabouts work bet· tel' if drivers sigl}al their intention to turn, Roundabouts keep traffic moving) since vehicles aren't stopped for several minutes waiting for a
signal to change, The costs Roundabouts cost less than signalized intersections to build and they don't need electricity or sig· nal parts replacement. When the power goes out, no-one
needs to worry about nonfunctlOnality of the traffic control measure, How much can roundabouta save? In Anchorage, maintaining a signal costs about $15,000 per year, With at least four
sigrials at each intersection, this means a savings of at least $60,000 per year per intersection. The Alaska Department of Transportation reports that it expects to save about $1 million
in reduced con.,truction costs and associated lighting costs by building two teardrop-shaped roundabouts at Dowling Road and the New Seward Highway in Anchorage, Safety Roundabouts improve
safety, A study conducted by the Ryerson Polytachnic University, the Insurance Institute for Highway Safety, and the University of Maine found that changing from a signalized intersection
to a round· about decreased crashes 39% and Better Roads May 2003 29 
-\ ,road manager Utah is one of the leaders with more than 40 roundabouts in use and more on the drawing board. decreased injury.producing crashes by 76%. Fatalities fell by 90%. Delays
in traffic were reduced by up to 75%. A National Cooperative Highway Research Program study found that single-lane roundabouts are the safest. These cut total crashes by 51% and injuryproducing
crashes by 73%. Michael Wallwork cites some specific sites. In a two-lane South Carolina roundabout carrying up to 2,500 vebicles per hour, crashes were reduced by 81%, Injury crashes
were eliminated, At a Clearwater, l"lorida roundabout, all crashes severe enough to be reported were eliminated, Roundabouts in use Almost everybody's doing it building roundabouts,
Utah is one of the leaders with more than 40 roundabouts ill use and more 011 the drawing board. Some of these were implemented te help keep traffic moving when Salt Lake CIty hosted
the Olympic Games. The Alaska DOT makes good use of roundabouts, too. especially in larger urhan at'cas such as 􀁁􀁮􀁾􀀠chOI·age. New York, Flol'ida, Col· orado. Hawaii, Texas, Kansas,
Vermont, South Carolina, Maryland, Delaware, Washington) Montana, and Illinois DOTs are some of the other leaders. Beach entrance roundabout cut crashes to zero even tl!ough traffic
increased 40%, Center island provides beautification as well as increased safety. Michael Wallwork says the greatest roundabout ever built in the U,S. carries up to 58,000 vehi· cles
per day and 8,000 pedestrians each day. It's located in Clearwater, Florida. At the large, two-lane roundabout, mlnor property crashes The Alas!;,,,; OflT rnakHS 􀁩􀁜􀁾􀁜􀀩􀁦􀁈􀁪􀀠use
of roundabouts, too) 􀁡􀁳􀁰􀁥􀁣􀁪􀁡􀁾􀁾􀁹􀀠1n :argar Hrban areas such as through. As traffic increased in the area, so did accident rates, Since the intersection was on a curve in the
road, blind spots in· tensified the problems, The DOT used Lounsbury and Associates to design a roundabout to replace the conventional inter· Anci1ol'<'lge. have still occurred, but
no reo portable crashes, Prior to the roundabout, there were about 35 reported crashes per year. Many of these were injury crashes. There have been no pedestrian or bicycle crashes in
the roundabout despite an average of four a year before the roundabout was built. In Maryland, accident data collected before and after the Lisbon Roundabout in Howard County was built
shows a 74% reduction in annual accidents and a 91% reduction in annual injury accidents, Alaska's DOT projects include the Southport ROtlndabout. It reo placed an accident-prone intersection
where drivers hahitually sped 􀁾􀁥􀁣􀁴􀁩􀁯􀁮􀀬􀀠The final design used tapers at the entrances on Southport Drive and an enlarged central island to deflect traffic. A higher curb at the
truck apron prevented snow 􀁡􀁮􀁤􀁾􀁩􀁣􀁥􀁾􀀠from compromising the value of the central island during the winter, Exit radii were increased for tJ'uck mobility and to help balance speed,
In Kingston, New York an old traffic circle with a diameter of 600 feet was replaced with a 200· foot roundabout. Accident rates dl'opped markedly and traffic delays were decreased,
BR 
page 1 or 1 Jim Pierce From: Chris Terry Sent: Tuesday, April 03, 2001 2:19 PM To: Michael Murphy; Don Franklin; Jim Pierce Subject: FW: Roundabouts Reduce Injury Crashes By 76 Percent
FYI-See, I knew they were safe! Chris -----Original Message----From: Bill Shipp Sent: Tuesday, April 03, 20011:27 PM To: Ron Whitehead; Chris Terry; Lea Dunn Subject: FW: Roundabouts
Reduce Injury Crashes By 76 Percent -----Original Message----From: HCBtex@aol.com [mailto:HCBtex@aol.com] Sent: Tuesday, April 03, 200112:15 PM To: cmoran@ci.addison.tx.us Cc: bshipP@ci.addison.tx.us
Subject: Roundabouts Reduce Injury Crashes By 76 Percent Carmen, thought you might find this of interest. Brad Bradbury from American Journal of Public Health: April 2001 Highlights
Roundabouts Reduce Injury Crashes By 76 Percent Compared to intersections with traffic lights and stop signs, roundabouts were found to reduce automobile accidents by 38 percent and
crashes involving injury by 76 percent. Fatal and incapacitating crashes fell by some 90 percent. Twenty-four intersections in eight states were converted to modern roundabouts between
1992 and 1997. The authors conclude that roundabouts were safer because cars slow down when entering them, and they reduce problems such as drivers making left turns against opposing
or oncoming traffic and front-to-rear accidents such as where a lead vehicle stops at a traffic signal. [From: "Crash and Injury Reduction Following Installation of Roundabouts in the
United States." Contact: Richard Retting, MS, Insurance Institute for Highway Safety.] 4/3/01 
r _ •􀁾􀀭􀀲􀀴􀀭􀀲􀁥􀀰􀁂􀀠10,26PM FROM 􀀧􀁾􀁎􀁔􀀠BY: CARDNEA TRANSPORTATION SYSTnIS.; 817473 7075; AUG.24·00 i:45PM; PAGE 1 ;' P08J-4fFaxNote ' 7671 I"'"" 8·1. $' 􀁉􀁾􀁾􀀠To : 11. .t::
i From rs I c. ...00., Co, 􀀬􀁾􀀬􀁾􀀠􀁾􀀮􀀠FUr Fex. , TO: <a S. 01': Town of Addison' "AX NO.:' ,972) 45(}.7043, RB: Addison Circle Districtrriansportationlssue$ t .; FROM: Gary D. Jost
, ), DATE: Au,gust 24. 2000' r TOTAL lfUMBBK OF PAGBS (ia.cI..... sheet): ' ' thJa co;rer 8 Bill, Here i$ the first draft or the memorandum to addleN the current transportation issues
in thlfAddison Circle District. I have madellOme recommen<iati(1)s but, most are 􀁩􀁮􀁴􀁥􀁮􀁾to create di$CUssions on solutions to meet short and long term needs. Give me a eaJl ifyOu
want to get togethJ to discu&s. Thanks. GaryD.Jost ,. ' ' , , 
,8-2<1-2000 10, 26PM FROM . 􀀧􀁳􀁾􀁎􀁔􀀠BY: GAIlDN.ER TRANSPORTATION SYSTEMS,; 81:7473 7075; AUG-24-00 1:45PU; PAGE 2 .' MEMORANDUM' TO: MI". Michael Murphy, 􀁐􀀮􀁾􀀮􀀠Town of Addison
FROM: Gary D. Jost, P.E. 􀁾􀀠DATE: August 24. 2000 SUBJECT: Addison Circle Transportation Issues -Dralt " The success of the Addison Circle Development has identified several new transportation
related issues related to the lnovement ofpeople and goods in and al"ound the existing and future development.. Recognizing the need to . comprehensively address these issues. to create
a transportation System that serves the needs of its citizens, the Town orAddison has retained the services of Gardner Systems to provide analysis and recommendations to meet both the
existing and long-term transportation 􀁮􀁾􀁾of the area.. This memorandum identifies 􀁾􀁥current 􀁴􀁲􀁡􀁮􀁳􀁰􀁯􀁲􀁴􀁡􀁴􀁩􀁾􀀠issues facing the Addison Circle area.. Alternatives are
identified ihat could, either individually or in combination, provide solutions to these 􀁩􀁳􀁳􀁾􀁳􀀮􀀠Those alternatives that are felt best provide the 'opportunity to meet the transportation
goals of.the Town are recommended £01" further analysis or implementation. GOALS The Town ofAddison ha.s established the following goals related to the transportation system serving
the Addison Circle District: • Provide a we and e11icicnt transpOrtation sy$tem . • Serve the residents and buainesses ofthe district • SUpport the District's aesthetics • Provide an
acceptable level ofmobility in.:around, and through the; district ,' The current tran15portation related issues facing the Town ofAddison in the Addison Circle District include the following:'
. .1. . 7011 Sr. JoIrrvr Dr,.., 􀁍􀁑􀁾􀀧􀀱􀀴􀀮􀀠TJ(76/M]. 􀁉􀁾􀀠• 1'"_: (B17j477-Jf)f)2 • Fa;r: (811) -11.1-7075 • 􀁾􀀬􀁟􀀠
P,3 . 'SENT BY; GARDNElI TRANSPORTATION SYSTEUS. j 817473 7075.; AUG·24·00 1:45PM; PAGE 3 'i :' , . • Valet Parking • Speed on Quorum Drive • Delivery wmoles • surface parking It is
difficult to dillcullfl II(Ilutions to any of I!hese iswes individually. Each ill related to the other and to achieving the goals ofthe transportation system, A total solution to any
single isSue could ha'n! negative impacts on the others. Recommendations contained in this'memorandum are intended to provide a collective solution to these issue.. BACKGROUnD The Addison
Circle District IACD) is centered on the modem roundabout constructed at the inteJ-l!eCtion ofQuorum Drive and A<!dison C.irc1e. Quorum Drive provides the mlVor accelS to the Distriot.
Addison circle provide!! circulation within the district. The futUre 􀁾􀁮􀁳􀁴􀁲􀀩􀀮􀁩􀁣􀁴􀁩􀁯􀁮􀀠at: SpectrUm Drive between Arapaho Road and Airport will provide additional access to
the District. ROADWAY J'UlIfCTIONAUTY Roadway planning bas bistor1Caliy classified roads based on their abilit;y to carry . traIlio. The classifications (freeway; mlVOr" arterial, minor
atteriaI.. COUectM, residential, etc.) typically have attached to them certain design standards 6uch as design speed, number oflanes, accesa control, etc. The standams are intended to
eafely accommodate thevolume of vehicular traffic predicted on a particular roadway 􀁾􀁬􀁡􀁳􀁳􀁩􀀶􀁣􀁡􀁴􀁩􀀮􀁯􀁮􀀮􀀠. . Quorum Orive is classified as a mmor arterial !tUheTown "OfAddison..This
four lane divided arterial eJttcn.dB from the South Quorum Drive area northward through the Addison Circle Districtto WeBtciove Drive. The rnad_y is relatively straight with few driveways
and median openings. The posted speed limit in the Addison Circle District is 30 miles per hour,(mph) 􀁡􀁉􀁾􀁵􀁧􀁨observations during . the PM peak hour eonclude that most drivCts exCeed
the posted· speed limit. Drivers (with noted exceptions) typically drive the .speed at whiCh they feel mrnst comfortable given roadway eonditions. The'conditions on QI.lOTUm Drive on
either side ofthe ACD promote a apeed IP'Htcr than the posted speed limit. Without 
􀀸􀀭􀀲􀁾􀀭􀀲􀀰􀀰􀀰􀀠10,27PM FROM AUG·24·00 1:4A; PAGE 4/8SENT BY: GARONER TRANSPORTATION SYSTEUS. i 817473 70751 .' 􀁣􀁾to the 􀁲􀁯􀁡􀁤􀁷􀁾conditions at high. levels of􀁥􀁮􀁲􀁯􀁾􀁥􀁮􀁴􀀬􀀠vehicular
speed on Quorum Drive will contis;lue to pose a safetyproblem within the ACD. • 1. ' The development of the ACD introduces a l1jeW element in the roadway planning· process; the need
to consider roadway funcJions other than the movement of vehicular traff"u;. This new elementdoes not reduce the nc:cd to meet t:ramc demands on arterial nelworks; itmerely 􀁭􀁾􀁵􀁣􀀺􀁣􀁳the
need to. consider the proposed functionalit;y ofa 􀁲􀁯􀁡􀁣􀁬􀁾􀀮􀀠Rosdway furu:tioi:lli include, but are not limited to the following: . • Movement ofvehicular traffic • SUpport roadside
retail . • Serve high volumes ofpedestrian tr'affid Properly planned, roadways can serve any OII1c at the rIJDetions extremely well. However, it becolIies difficult to se;rve more than
􀁾􀁥primary function. For example, it is d.iti1CUlt to provide for the movement movement othigh volumes ofvehicular traffic along an arterial and atthe same 􀁴􀁩􀁭􀁾􀀠promote loc::al
roadside retail and their need for. on-street parking. When this oceura, confticts often negatively impact both futictions. . . Such is the case oIiQuorum Drive. The ACP haa created
an urban environment along Quorum Drive with.roadside bl,tsinesscs. on street parkins, and high pedestrian activiW; This is now creating coriflicts with Quorum Drive's original function
ofmoving vehicular tmffic. .. , Addison Circle was planned and con&tructed with the prima:ry function ofaerving the retail and residential U8Cf$ along ita 􀁲􀁯􀁵􀁾􀀮􀀠With It's bas low
􀁤􀁾speeds, on stre\:Jt parking. and pedestrian amenities; it s.crves this primary function ve.ry well. Conditions along Addison Circle 􀁡􀁾vCIy conducive to stopping and backing vehicles,
de1ivelY vehiclea, and pedestrian aetivit¥. The 1'unCtionaJiW ofSpectrum Drive is still iii the planning B.S. The initial sepents of Spectrum. thai: have boon con&tiucted tend to idenW,y
spectrum's prima:ry function as serving road.elde bueineilae8. However, there will be pressure . created by the continued dfI'Ye1opment of the:NOrth'DaD.as 􀁔􀁯􀀡􀁬􀁾Conidor for . Spectrum's
primary function to be the 􀁾􀁴ofvehicular traffic. T)le prima:sy function ofSpectnun Drive shoulo determined with fIltther ana.lysi$ and implemented through the deeiCn offut.w'e segmenU!.
. . i The solutions to the c:urrent traneportation 􀁩􀁾In the ACD presented in this memo are based, in part em the primary function of the roadwaYl!i aerving the . . . 
FROM 1-'.0 'teNT BY: GARDNER TRANSPORTATION SYSTEMS,; 817473 707&; AUG-24·00 1:46PM; PAGE 5/8 .' t 􀁤􀁥􀁶􀁥􀀱􀁯􀁰􀁭􀁥􀁮􀁴􀁾􀀠,It is recommended that the T-own'of AddiJ30n identify.'the
primaly functionality ofeach ofthe roadways in,the·ACD and develop design standards to promote the functionality ofeach,unetiona!-􀁾􀁩􀁦􀁩􀁣􀁡􀁴􀁬􀁯􀁮􀀮􀀠' , ' QUORUM DRlVE Ali nok!a
above. Quorum Drive $Uff'er$ fron\ coDfJiets between two primary functions as it transitions from it's currentprimazy furwtion to move vehicular (IrafIic to a new primary fUnction to
serve the loc:a1IQS.d8l.de businesses. ,This • transition will take place overa period oftbhe as 􀁾ACD 􀁣􀁯􀁮􀁴􀁩􀁮􀁵􀁥􀁾􀀠to develop along Quorum Drive. The conflictii moat Prominent
in the speed of vehicular ttaflic on Quorum. ' , , Itshould be noU!d that Quorum will never be abJe to abed itS function ruII part of the thoroughfare &y'8tem to move wbj.cular trame.
It is assumed in this memorandum that this Will become a secoridary function and design standards for QuoruM Drive win rel1ect a new priJna.r1 function for Quorum Drive; Sl.lpport ofthe
load roadside business. ' -Given the current design cha%acteristics ofQUorum Drive north and south of the ACD. aehicving a lowcr average ;speed will be difficult. The installation oftraffic
signals has long been a 􀁳􀁯􀁬􀁵􀁾􀁮􀀠to controUing speeds. ,but :studies,have 1Jhown that traffic lrignals (especially UnWarranted 􀁯􀁮􀁾have little or no impact ofoverall roadway speeds.
In fact, some studies suggest that operating speeds. between traflic IJisnals actually increase after the 􀁩􀁮􀁾􀁴􀁩􀁯􀁮ofa signal. , Addison Circle serves to lower speeds atong1QUorum
Qrive. However, this is a $pot reduction ofspeed and the circle has _ or no impacton speeds beyond its immediate boundaries. .. Jiggle bars are intended to alert the driWlr til condition;s
ahead that require slower operating speeds. These are 1ypically used priorto wDbooths where driwn. must slow significantly (sometimes from freeway speeds to a COMplete stop). , " Speed
Humps are typicaIly deployed in 􀁾lots and residential areas where . slow speeds need to be maintained. Speed llumps on public streets have been metwith mixed reactions. The cxistil'lg
aruU'uture conditions aJong Quotum DriVe do not lend theMlSClve:J to the imltaDation ofspeed. humpl'i as a means to control travel speeds. 􀁾􀀠. 
P.6 8-24-:2000 10.29PM FROM PAGE $/8seNT BY: GARDNER TIWlllPQRTATI<»I SYSTEMS,; 817473 7075; AtlG-M·CO 1:471'11; Enforcement or posted speed limite i.'&, 􀁭􀁾of􀁃􀁏􀁉􀁬􀁾13PC(!d" but
only during dmes when enfcm:ement is in place.! However .. ft"C!IqUeDt enfon:ement does tend to loww .peeds, as d.rlve:rs become 􀁮􀁷􀁾of the enforcement cfi'orts. , Lower speeds on
Quorum Drive wiiJ require:a combination of several initiatives. The following are recommended to immedi$ly impact travel speeds along Quorum Drive: ; 1. Increase enforcementof the Posted·speed
limit. Ttua should'be done ofa regular basis. " 2. Increase tl1e size and visibiUt;y of 􀁳􀁰􀁥􀁾limit 􀁳􀁾􀁳on Quorum Drive north and South ofAddi$On Circle. . 3. Installjiggle bars
north and eouth ofAddillOn Circle to alert drivers to chansing traffk: conditions. : 4. Alert Drivers to the fact that 􀁥􀁮􀁾􀁴ofthe &peed limit is going to increase. One means to accomplish
tIna is through the use of:a spred trailer. The trailer oontains a radar u,.it that 􀁩􀁤􀁥􀁮􀁮􀁾the act1.Jal speed of' the vehicle and displays'the apeed. tCI the driver directly below
the posted speed limit. The majority ofparking , for buSinesses in the ' ACD is in .tructured parking facilities throughout the District. Limited 􀁯􀁾􀀭􀁳􀁴􀁲􀁥􀁥􀁴Parking is available
but cannot accommodate the demand for parking created by the destination restaurants that have located in the ACD. Although slgnagt, to the parking facilities appears' adequateand waUdng
distances are wen within desirable limits. valet parking is needed to meet the 1,l.ccd8 m;the restaurant patrons. .: , Valct parking i. t;ppically done in pri",,-te 􀁾􀁩10te ncxtto the
entrance ofthe restaurant or fa<:illty. Very eeldom is valet parkingdone from pubUc streel., To meet its primaIy criteria fJlmited walking disitanee) valet parking in the ACD will have
to be implemented within.the public riiht-of-way. Valet parkiDc on public streeb introduces new criteria that must be.meet in the valet parking openttion, including the following: •
Provide safe enteringand eilQitng oftbC vc!hicle acljaCent 1:0 moving ttaMc • DQ nOl impact roadw'a¥ operations, 􀁩􀁱􀁃􀁬􀁾adja.c:cnt streets. • Maintain identifiable 􀁾􀀸ofvalet 􀁰􀁡􀁲􀁫􀁩􀁩􀁬􀁧􀀬􀁯
􀁰􀁥􀁲􀁡􀁴􀁩􀁾􀀮􀀠• Provide adeqUate lighting for night operadon. 
FROM 1".7 , . SENT BV: GARDNER TlIANSPDRTATION 􀁓􀁖􀀤􀁔􀁅􀁾􀀮􀀻􀀠81-7473 7075, AIlG·24·00 1 :48P/,I; PAGE 718 􀁾􀀠 .: . 􀁾GatdnerSystems ".,.􀁔􀁾􀁓􀀩􀀧􀁉􀁴􀁉􀁉􀀡􀁉􀁴􀁾􀀠The locatioq
of the valet parking should be ialong roadways whOlJe current prima.ty function is to support the 10caJ buSine&ses. In the ACD this would include only Addison Circle. As stated 􀁥􀁡􀁲􀁬􀁪􀁥􀁲􀁾􀀠curr
ent tmffic operations on Quorum Drive will not allow the criteria idejnt:ificd 􀁡􀁢􀁯􀁶􀁾􀀠to me.met. . . Recommendations related to valet parking 􀁾the.,,-CD include the 􀁲􀁯􀁾􀁷􀁩􀁮􀁧􀀺􀀠1.
Proride one central operator for aU "alet parking iJl the District. This will eliminate the need to searCh for indiVidUal restaurant valet services. 2. Locate the valet operations on.Addison
p:iicle-.Drive 􀁾far away from the Circle as possible. .. ' 3. Require that queues ofvehicles waiting {Or valet parking do not encroach into the vimbility zone surrounding the Circle
(approximately 100 reet on aU approaches/depart\1res from the clrcle:), . 4. Do not allow valet parkinaon Quorum Drive. 5. The proposed.valet 􀁰􀁡􀁲􀁾operator 􀁾􀁵􀁉􀁤subzmt a 􀁾􀁰􀁯􀁳􀁥􀁤opcration&
pIan to the Town forappro.val prior to starting operation. 6. Provide adequate directional eignmg directing Dl9Wrist8 to valet parking locations· : 7. Distinctly identifY the boundaries
for valet parking operation.. DeliVery vehicles ·are not afforded the oppOrb,mitY.. for rear de1ivenes to the businesses in the ACD; Utc:reCOI"C IMDC accommodation for front door deliveries
must be made. Enforcement of poJiclc:s, regulations, or laws associated with thc delivery otgood:!! are difficult to enforce given the UIll.1ally lShort-term. parking ooeds for a.delivery
vehicle at.arty particular loeatioll. The fonowing recommendations :res:ardinS delivery vehicles· are provided for consideration: , . . . 1. Do not aUow delivery vehicles to park on
Quorum D.r1ve except in dei!llgnated parking spaces. ; 2. Do not allow delivay vehicles to park in the visibility zone surrounding Addison Circle:. ,. 3. 3. Do 􀁾allow delivery vet.ucle
to park With the valet parking Qf.eae (during valet parkingopcrationJ. .. . 4. Restrict 􀀨􀁷􀁨􀁾􀁥􀁶􀁥􀁲Possible) deliveries to oW-peak hours. S. PI.lb1i&h for diatn'bution to suppliers
a niap showing Boooptabic parking locations and times for deliveries in the i\CO. . .. . 
P.!:!8-24-2000 10, 30PM FROM PAGIl 8/8AUG-24-ab 1:48PM;. S!tlT BY: GARDNER ilIANSPORTATION SYSTEUS,l 817413 1015j I . " , , 6. Enlist the assistance of local 􀁭􀁥􀁲􀁣􀁨􀁡􀁮􀁴􀁾􀀠in the
􀁣􀁮􀁦􀁯􀁾􀁣􀁮􀁴ofdeJivety vehicle 􀁾􀁴􀁩􀁯􀁮􀁳􀀮􀀠. . SURFACE PAJ.UD:RG Surface parking is an important clement ofthe ACD. Its purpose i8 to provide vety convenient. short-term parking
for 􀁢􀁵􀁾􀁥􀁳􀁳􀁥􀁳􀁾the Di8trict. Having adeqUate on-streetparking to meet the nCeds or the area businesses is tied. solely to the abillt;Y to provide short-term parking (high tum.9vcr)
spaces rather than convenient long-term parking (or empJOYeetl and n:siclenw. This can onJ.v be accomplished through enfon:ementofthe PFsted parking limits. , COl'fCW810lfS , . The recommendation
contained. in thii memorandum 􀁾􀀮the some 01 the C\UTent lnmsportation related mues facing:the Addison Circle District. Continued planning and dermition'of the primary funcnonal requirements
of the roadways in and around the diatrict and de-ielopment of dellign aQilndards to meet these functional requirements will provide the baai8 for meetipg the future needs ofthe District.
' . : , . , .' , ! 
September 1, 2000 Ms. Cindy Harris Post Properties 5040 Addison Circle, Suite 300 Addison, TX 75001 Dear Cindy; As you are aware, we have been searching for solutions to some of the
challenges both Post and the Town are having with traffic management in Addison Circle. The most immediate challenges have been: -residents' moving vans and routine delivery vans parking
in the public streets to make deliveries, -complaints from Avanti Euro Bistro about its inability to provide valet parking from the curb in front of the restaurant. As we have expressed
to you, both of these challenges are particulariy frustrating to us because we strongly encouraged Columbus Realty Trust to provide off-street spaces for loading/unloading in the first
phases. We also made the parking situation abundantly clear to the Avanti Euro Bistro owner before he opened his restaurant. We even encouraged him not to take the space because we believed
his parking needs were not consistent with the design of the district. In your letter of August 13, 2000, you OUtlined a proposal for a comprehensive valet service for the district and
a loading/unloading area on Quorum Drive. We shared your proposal with Gary Jost of the Gardner Group, our consulting traffic engineer. We also asked Gary to take a comprehensive look
at traffic, parking, and signage in Addison Circle. Gary's report is enclosed. We have considered the various aspects of your proposal. We agree that a district-wide valet service is
the most effective wey to provide valet parking in the district. However, we cannot agree to all of the locations you have proposed for the valet stands. The Town is responsible for
protecting the safety ofthe driving public, and we cannot put that safety at risk by allowing any valet service to operate off of Quorum Drive. In addition, we cannot allow any valet
service within 100 feet of all approaches to the Circle. 
Letter to Cindy Harris Page 2 September 1, 2000 Our proposals for dealing with the challenges of parking and deliveries in Addison Circle are as follows: -As previously stated, we will
not allow any valet service off of Quorum Drive or within 100 feet of the approaches to the Circle. However, we will allow valet parking in locations that can comply with those restrictions.
We will require that Post Properties be the sole operator of a valet service, and that the City license the service. We are exploring the details of a licensing ordinance at this time,
and will require the valet operator to obtain a license before commencing operation. We will require a master valet/parking plan for the district be submitted prior to issuance of the
license. -We will allow Post to designate three of the parallel spaces on Quorum Drive for loading/unloading only. -We will encourage our officers to use more discretion in allowing
short-term deliveries and the temporary blocking of roadways or fire lanes for moving vans and other delivery trucks (furniture etc.). -We will increase speed limit enforcement on Quorum
Drive in order to reduce speeds in the area. We will also add advisory signage encouraging drivers to slow down when entering the Addison Circle area. We are also exploring technologies
(such as pavement grooving or changes in texture) that will get the attention of drivers entering the Circle area. We are thrilled with the success of Addison Circle and realize that
is normal to go through these "growing pains· while the district matures. We hope these steps will help your retailers resolve their parking and delivery challenges while still assuring
the safety of the residents, customers, and visitors to Addison Circle. Sincerely Ron Whitehead City Manager 
,I.E:NT S'y: GARDNER TRANSPORTATION SVSTEMS, i 8174737075; AUG·2.\.OO 1;45PM; PAGE 1 , 􀁐􀀰􀀸􀀡􀁾Fax Note 7$71 􀁾􀁴􀁊􀁾􀀷􀀮􀀠S'" 􀁉􀀻􀁾􀁾􀀠To' k: \t:i£ From (S. (" 'CoJli)ep<, Co. -PiIoIfU
􀁾􀀬􀀠Fax., Fax. , Mr Bill Shipp <a S. TO: OF: Town of Addison ;PAX RO.: -(972) 450.,.7043 BE: Addison Ci.tc1e Districtrrr8nsportation Issues ;, ; mOil: Gag D. Jost , OATS: August 24,
2000 I' TOTAL IfUl'tIBBR OF PAGES (b1clU'n. this co;rer 8 ...eet); , Bill. Here is the first draft of the memOTalldum to address the current transportation issues in the-Addison Ciri::.le
District. J have made-I;()me recommendations but, most are 􀁩􀁮􀁴􀁥􀁮􀁾to create discussions on 6OIutions tv meet short and long term needs. O_ive me a call ifyOu want to get togethd.
to discu&tl. Thanks. OaryD. Jost 􀁬􀁾􀁫􀀠ht/v 􀁾􀀺􀁃􀀠􀁾􀀨􀀠􀁾􀁾􀁅􀁡􀀧􀀭􀀭􀀾􀀠:s l(;1'4. 1f1/J:;"JdwVr1Yf.NiIIIIfIM,lX'fIM1, II$.f .YoJa:(ItI1}-m_ .1'"" (IlI7}-I1J.'/()1J 􀀮􀁾􀁟􀀠-I

8-24-2000 Hih 26PM FROM AUG-24-00 1:45PM; PAGE 2S2NT 􀁂􀁾􀀺􀀠aARO»!R TRANSPORTATION SYSTEMS,; &11413 1015; " MEMORANDUM TO: MI". Michael Murphy, 􀁐􀀮􀁾􀀮􀀠DRAFT Town ofAddison FROM:
Gary D. Jost, P.E. 􀁾􀀠DATE: August24,2000 SVJJ.JBC'l't Addison Circle Transportation lSiues • Draft The success of the Addison Cirole Development has identified several new tran$pOrtatWn
related issues related to the 􀁾􀁯􀁶􀁥􀁭􀁥􀁮􀁴of people and goods in and around the existing and future 􀁤􀁥􀁶􀁥􀀱􀁯􀁰􀁭􀁥􀁮􀁾􀀮􀀠Recognizing the need to comprebensively address these
issues, to mate a transportation System that serves the needs ofits cilizelUJ. the Town ofAddison has retained the services of Gardner Systen18 to provide analysis and recommendations
to meet both the existingand tong-term transportation 􀁾􀀮of the area.,• This memorandum identities 􀁾􀁥current tmnsportation issues facing the Addison Circle.m:a. Alllmlatives are identified
that could, either individually or in combination, provide solUtions to these isSIJCs. Those Those alternatives that are felt best provide theopportuni1¥ to meet the transportation goals
oftbe Town are recorrunendcd for further analysis or implementation. ;' '; The Town of Addison haa established the following goals related to the tran$port8,tion system serving the Addison
Circle District: • Provide a sate and d1icient transpOrtation sy$tem , • Serve the residents and bulineues of the district • SUppon the District's aesthetics • Provide an acceptable
level ofmoblli.1¥ in.:around, and through 􀁾dillmet " The current transportation re1&ted issues faCing the Town orAddison in the Addison Circle District include the ronowina:' . '. 
8-2<1.-2000 10,27PM FROM 􀁾􀁴􀀧􀁉􀁔􀀠BV: GARDNER 􀁔􀁒􀁁􀁾􀁓􀁐􀁏􀁒􀁔􀁁􀁔􀁉􀁏􀁎􀀠SYSTEMS,; 817473 7075.; AUG-24·00 1:45PM; PAGE 3 • Valet Parking • Speed on Quorum Drive • Deliv!:iY vehicles
• surface parking It is difficult to discuss solutions to any of (hese issues individually. Each is related to the other and to achieving the goals of the transportation system_ A total
solution to any single isSue could ha'R negative impacts on the others_ Recommendations contained in this memorandum are intended to provide a collective solution to these iS8uee. BACBG1lOURD
The Addison Circle DisUict (ACD) is centered on the modem roundabout constructed at the iutereection ofQuorum Drive and A<klison CiIcle. Quorum Drive provides the 􀁭􀁾􀁯􀁲aceolls to
the. District. Aqdison Circle providtl2l circulation within the district. The future construction ofSpectrum Drive between Arapaho Road and Airport will provide additional access to
the District. ROADWAY FUJfCTIOXALlTY Roadway planning bas historiCaliy classified roadsbased on their ability to carry . traffic. The classiftcationa (freeway. major arterial, minor arterial. oolleetnr, residential, etc.) typically have atta<:hed to them certain de.sign
standards such as desisn speed, number oflanes, acee1l8 control, etc. The sumdaros are intended to safely aceommodate thc volume of vehicular trafflC' predicted on a particular roadway
classification. Quorum I;rive is ciasBified as a mfnor arterial in the Town ofAddison. This four lane divided arterial extends from the South Quorum Drive area northward through the
Addison Circle District to Westcfovc Drive. The roadway is relatively straight with few driveways and median openings. The 􀁰􀁯􀁳􀁾speed limit in the Addison Circle District is 30 miles
per hour, (mph) altl;!ough obeetvations during the PM peak hour conelude that most drivers aeeed the posted· &peed limit. Drivers (with 􀁮􀁯􀁾exceptions) t;ypieally drive the .specd
Itt whiCh they feel most eotufortable given 􀁲􀁯􀁡􀁤􀁾conditions. The ·conditions on Quorwn Drive on either either side of the ACD promote a :speed greater than the posted 8p\!ed limit.
Without 
8-2d-2000 10,27PM FROM PAGE 4/9SENT BV: GARDNER TRANSPORTATION SVSTEIIS. i 81'1'4'1'3 TOT5, changes to the roadway conditions or higher level.e ofenforcement. vehicular speed on Quorum:
Drive will contis:)ue to POle a safety problem within the ACD., The development ofthe ACD introduces Ii 􀁾element in the roadway planning p=ss; the need to consider roadway funcjions
other than the movement of vehicular tramc. This new element doe. not reduce the need to meet tra1ru:: demands on arterial nelwom; it merely introduces the need to, consider the proposed
functionality of II. roadway. Road.lyay functions include, but are not limited to the following: • Movement ofvebicWar traffic • Support roadside retail • Serve high volumes ofped.olltrian
􀁾􀀠Properly planned, roadways can serve any OIIle ofthe f!U1c:Uons extremely well. However, it becomes diDicu1t to 􀁾tnore than 9lle primary function. For example, it is difficult to
provic1e for the tno\llement of high volumes ofvehicular tramc along an arterial and at the same time promote local roadside retail and their need for on-street parking. When this ooeura,
conflicts often negatively impact both fUtictions. . Sueh is the case on' <luorum Drive. The ACD bas created an urban environment along Quorum Drive with.roadside b\lsines5es. on street
parkins. and high pedestrian activity; This is now c:n:ating cori,t'licts with Quorum 􀁄􀁲􀁩􀁶􀁥􀁾􀀠original function ofmoving vehicUlar tndfic. . Addison Circle was pl.enned and constructed
with the primaIy function of serving the retail and residential users along its route. With 1t's has low design speeds, on 􀁳􀁾􀁴parking. and pedestrian amenities; it serves this primaty
function very wcU. Conditions along Addison Circle are veiy conducive to stopping and backing vehicles, delivery vebiclea. and ped.o8trian aCtivity. The funCtionality orSpectn:Im Drive
is still bi the plannil13 ••s. The initial lilepent.9 ofSpectn.un that have been CDnlltructed tend to identifY spectrum's primary function as 8el'YiDg road8ide bueineases. However, there
will be pressure cn:atcd by the continued development ofthe,NOrth'Dana, Tollway Camdot for Spectrum's primaJy function to be the tnoVeJ!Dmt ofvebieular traffic. The primary function
ofSpectnun Dme sboWc detennined with further analysis and implesnentcd through the dC8l8n of future segment$. , ; The 801utions to the CUlTCnt transportation 􀁾􀀤􀁕􀁥􀁇􀀠ill the ACD
presented in this memo arc based, in part on the primary function orthe roadwayS serving the , . 
8-24-2000 10,28PM FROM "'.0 SENT BV: GAIIONER TRANSPO/ITA1'lDN SVSTEMS,; 817473 707S; PAGE 5/8 .. , dew:l.opment; .It is recommended that the T<nm 'of AddililOll identify :the primary
functionalit;y ofeach of the roadways in.the"Ace and dOYelop design standards to promote the functionality of each 􀀮􀁦􀁵􀁮􀁣􀁴􀁩􀀮􀁯􀁾􀀠clauification. quORUM DRlVB M noted above. Quorwn
Orive $Ufters 􀁦􀁾􀀮confliots between two primary functions as it transitions from. it's currentprimal:y function to move vehicular traffic to a new primary function to serve t4e local
n:ladside businesses. This transition will take place over a period oftime as the" ACD 􀁣􀁯􀁮􀁴􀁩􀁮􀁾to develop along Quorum Drive. The contlietis most Prominent in the speed of vehicular
tratlic on Quorum. . . , It should be noted that Quorum will never be able to shed itS function os pert of the thoroughfare system to moYe vehicular traffic. It is assumed in this memorandum
that this Will become a. secODcWy function and design standards for Quorum Drive wiU reDect a new prim,;,uifunction for Quorum Drive. support ofthe local road&ide business. . Given the
current design characteristics of QUorum Orlve north and south of the ACO, achieving a lower average $peed will be difficult. The installation ofttaflic 􀁾􀀧􀀸has long been a solution
to controlling speeds, .but :studies have shown that traffic signal$ (especially unwlIlTanted. onc;s) have little or no impact of oventll road._y speeds. In faet, some studies. suggest
that operating speeds between tra.fIk: signals actually increase after the intltallation ofa signal. . . 'Addi$Qn Circle serves to tower speedsatongQnorum 1)rM:. However, this is a 􀁾􀁴reduction
of speed and the circle bas 􀁾or no impacton speeds beyond its immediate boundaries. . Jiggle bare IU'e intended to alert the driver to conditions ahead that require slower operating
speeds. These are typieally used prior to t;onbooths where drivers must slow sisnificantly (sometimes from freeway speeds to a complete stop). Speed Humps are 􀁾deployed in 􀁾lots and
residential areas where I'llow speeds med to be maintained. Speed. !lumps on pub1ic streets have been met with mixed reactiOil$. The existing aruf future coMmons mons Quorum Drive do
not lend themselves to the inatalJatiOll ofspeed humps a$ a means to control travel speeds. 
r. 􀁾􀀠8-24-200<1 1<I , :&If-'M rKWM SENT M': GAAON!I\ TRANSPORTATION SYSTEMS, i S17473 7075; AUG·24·00 1:47PUj PAGE e/8 Enforcement or posted speed limits is'S, 􀁾􀀤or 􀁣􀁯􀁮􀁾􀀱􀁕􀁮􀁧;speed",.,
but only d\1ring times when enforcement is in plaQe;i However, 􀁦􀁾􀁴􀁥􀁮􀁦􀁯􀁾􀁮􀁴docs tend to lower 5peeds, as drivers becomo 􀁡􀁷􀁾of the enforcement efforts. Lower speeds on Quorum
Drive wID require:a combination of several initiatives. The following are recommended to immedia.j;ely impact travel speeds along Quorum Drive: 1. mcrea!le enforcement orthe Posted.
speed limit. This aboutdbe done ofa regular basis. . 2. Increase Iile size and visibiU1;Y of 􀁳􀁰􀁥􀁾limit signs on Quorum Drive north and SQutb of Addison Cuele. . a. InGtail jigsle
bars north and IlCUth ofAddieon C.in:1c to 111m drivers to changing tramc conditions. • 4. Alert Drivers to the fact that 􀁥􀁮􀁦􀁯􀁾􀁴ofthe speed limit is going to increase. One moans
to accomplish this is through the use of. a 􀁳􀁾􀀠trailer. The traileT contains a radar unit unit that 􀁩􀁤􀁥􀁮􀁴􀁩􀁦􀁴􀁾􀀠the actual speed of the vehicle and displays·the speed to·
the drivet' direciJy below the posted speed limit. VALET PAltKDlG 1'he majority ofparking for buSinesses in the ACD is in structured parking facilities throughout the District. Limited
􀁾􀀭􀁳􀁴􀁲􀁥􀁥􀁴􀀠parking is available but cannot accommodate the demand for PllI'king created by the destination restaurants that have .located in the ACD. Although signage. to the
parking fa.cilities 8ppeiUIi adequate and 1I"&lking distances are wen within deW:ablc limit(!!, valet piUking is needed to meet tho need8 of;thc restaurant patrons.'. . valet parking
is 􀁾done in private Parlcinglots riex,tt() the entrance ofthe restaurant or facility. Very "Idem is valet parking done £rom pubUe streel6. To meet its prlmaIy criteria (limited walking
disitanee) valet parking in the ACD will have to be implemented within ,the public right-of-way. Valet parking on public streets introduces new criteria that must be:meet in the valet
parking opllrtltion. including the follDwing: • Provide eate entering ami exidns of􀁾􀁶􀁾􀁥adjaeen,t to moving traffic • Do not impact roaClWay operations, 􀁾􀁣􀁊􀁵􀁣􀁴􀁩􀁮􀁓adjllCtmt
streets. • Maintain identifiable boundaries ohalet parkiilg.operation. • Provide adeqUate lighting fOr night operation. 
.... ,8-2<1-2000 Hih29PM FROM SENT BY; OARDNER TRANSPORTATION SYSTEMS. ; 81·1413 101Si AUB·24.QO 1:48PM; PAIlE 7/8 . 􀁾GardnerSystems .....,. 􀁾􀁓􀁹􀁡􀀯􀁉􀁉􀁭􀀻􀁾􀀠The 􀁬􀁯􀁣􀁡􀁾of the
valet parking $hould be iaIong roadways whose 􀁣􀁵􀁲􀁲􀁾􀁮􀁴􀀠primaIy function is to support the local bu8inesses. In the ACD this 'WOuld include only Addison Circle. As stated carl,el:.
current t:raIfic operations on Quorum Drive w'l1l not allow the criteria idc:jntificd above to me .met. Recommendations related to valet parking 􀁾the 􀁾􀁃􀁄include the foUowing:. .:
. 1. Provide one central operator for all valet parking ip. the District. This will eliminate the need to :searCh for indiVidUal restaurant valet services. 2. Locate the valet opetations
on.Addison pkcIe 􀀮􀁄􀁲􀁩􀁾􀀠EU! far away from the Circle as possible. .. ' 3. Require that queues ofvehicles waiting for valet parking do not encroach into the 'risibility zone SUITOunding
the Circle (apptwimately 100 teet on all approaches/departut"es from the circle), . 4. Do not allow valet P$rldng on Quorum Drive. 5. The proposed.valet parkil!l operator shOuld submit
a proposed operations plan to the Town 􀁲􀁯􀁲􀁡􀁾􀁡􀁬prior to starting operation. 6. Provide adequate directional signing 􀁾􀁴􀁩􀁮􀁧motbrista to valet parkinglocatioDB· . 7. Diatinct1y
identifY the boUndaries for valet piI'king Operation.. DBLlVBRY VBIJI'CLBS Dellvery vehicles ·are not afforded the oppOrtunity for rear deJiveriK to the bw;incsses in the ACD; 1.hc:s:efore
some accommodation Cor front door deliveries must be made. Enforcement or policies, regulations, or laws associab::d with the delivery of goods are difticult to enforce given the usually
mort-term parking needs for a delivery vehicle at any particular location. . The following =mmendations :regard.illg delivery vehicles· are provided for consideration: . , 1. Do not
allow delivery vebicles to park 011 Quorum Drive except in designated parking spaces. :' 2. Do not allow delivery vehicles to park in the 'visibility zone wrrounding Addison Circle.
. 3. Do not allow delivery vtihicle to park With the valet parking areas (during valet parking opc:;.ration,. ' 4. Restrict. (whenever Possible) deliveries to off-peak hours. 5. Publish
for distribution to suppHe:rs a Diap showing Roceptable parking locations and times Cor deliveries in the ACD. . .' I I 7IPJ Sf. J../Jf'tw. M....p.1d. nr7fJQf1. W • YOI", (lJ1'I) 4'17!JIlfJ1
• f't1Jt: 18m 4'I'·7(J1!J • 􀁉􀁾􀀢6 . , 
8-24-2000 10,30PM 􀁾􀁋􀁕􀁍􀀠AUG-24-0ll I :41rFMj PAG! 8/8SENT GV: GARDNER TRANSPORTATION SVSTEl.IS.; 811473 7075; 6. Enlist the ass.i$tance of local 􀁭􀁥􀁲􀁣􀁨􀁡􀁮􀁴􀁾􀀠in the enforcement
ofdelivery vehicle regulations. SURFACE P.ARKlNG Surface parking is an important element ofthe ACD. Its purpose is to pruvide very convenient. short-term parking fur businesse$ 􀁾the
District. Having adequate on-street parking tD meet the needs of the area businesses is tied solely to the abilitY to provide short-term parking (hicb turnover) SJ*:C8 rather than convenient
long-term parking Cot employcelil and residents. This can only be accomplished through enfon:ement of the PP&ted pQrking limits. COReLUSlONS The recommendation contained in this memorandum
address the some ofthe current mmBpOrtation related issues Ca.clng'the Addison Citcle Dietrict_ Continued planning and definition ofthe primary w.nctional requirements ofthe roadways
in and around the district and 􀁤􀁾􀁬􀁯􀁰􀁭􀁥􀁮􀁴ofdesign standards to meet these fu.netional requirements will provide the bMw for meetipg the future needs ofthe District. ' , i 11)8St
􀁾TniwI. MamfoITd, r..r 761l1$3, USA • Yofu: (1117) 4'l1-!poz ;/>..,,: (BJ7) 47S.?trI.f • 􀁾􀀬􀀮􀀬􀀮􀀺7 
• • FROM POST PROPERTIES INC. 972t770-5129 (TUE) 08 15' 00 09: nO/ST. 09: IlOINO. 3560713420 P POST WEST DEVELOPMENT .DIVlS[ON FAX: 972.774.336(; 􀁐􀁾􀁓􀁔􀀠 PROPERTIES FAX COVER. SHEET
DATh August 15, 2000 􀁾􀁏􀁍􀀺􀀠Cindy Harris (972) 851·l218 RE: Addison Circle Valet Patkirtg • PLEASE OXSTRIBUl'E TO: PHONE FAX C=en Mol'lUl (972) 450-7043 ORIGINAL: PAGES: 7 SETrlNG,
5040 "ddlsl1n Circle. Suite JIJIJ.' Addlso". Te:raJ 7$01J1 If there iI. problcm with t/lb tr.....iIt.., pl.... C.olUl Paula Hick. @'71.S51-Ut7 
• • FROM POST PROPERTIES INC. 972+770-5129 (TUE) 08. 15' GO 09: 0liST. 09: aOINo. 3560713420 P 2 􀁰􀁾􀀠 PROPERTIES August 13, 'l.O()o Ms. Connon Mot'lU1 Town of Addi,on j300 Belrline
Roilll Addi.on, Texas 7S001 lk Addi.on Circle Valet Parking Dear Cannon. for Ihe last ,",veral months we bl>ve beell discu>sing the addit10n orvalet parkin'g servic •• to Addison Cirole
Phll$e 11. POSt has be.n a 'trong propo.ent of 􀀮􀁸􀁰􀁡􀁮􀁤􀁩􀁮􀁾the valet ,eTVice for the benefit of the retail patro/lli and Iheresid""b ofAddison Cirllle. Bccause of the urban design
ofAddison Cirel. as well as the up.cale quality of,o"l)ral oflhe retail businesses, valet parking service has 􀁢􀁥􀀮􀁾􀀠in demand for ,ome tim •. In the gr.a!er Dallas area. all upsoal.restaurants
off.r valet ,ervito regardI..,. o(the convenience and ioI;ation oflh. parking. Additionally. Poot believe. that offerillg valet 􀁾􀁩􀁯􀁥10 our residenlll and office guem would be a valuable
amen1[J1 within the neighborhood. Addison Circle is beeoming a popul.,. pl.ce to to e.t and shop as wen the home to over 3,000 residents and employees. Currently, valet parking sorvioe
i> offered only by Antonio's ",s!.lurant. rbi. service i. managed by Antonio', Imd has been critici?.ed ill die past for its inefficient operation ofmat service. As a result ofth. concern.
by tlte Town ofAddi."., Po.r consulted with DeShazo, Tang and A..otiates, Inc. (D<Shazo) '0 dererminelhe vial1ility o(expanding valet parking ..",ices in Addison Circl•. DeShazo provided
the traffic <lIgin..r;ng cODsulting services during the inilial planning and &:sign of Addison Circle. Alter studying thecW'Tent environment. !IllalYllin8 the ....il.ble parking and
evalUilting the !!'affi. ci«ulalion system, DeShazo', report contluded !bat val", parking would improve the effici"'!! usc ofUJe parking gmge:o. (Exhibit 1) Post rEcognizes the Town's
concern. about potential inadequate parking in the gill'",e as well as waniing!O encouroge residentS and visitors to walk in the ncighbomood. Ho""",.r, tho use of val", parking parking
in Ibe neighbomood would provide a mllch-needed ameniry and enbance !be efficiency ofthe available parking ill the 􀁰􀁳􀁲􀁬􀀼􀁩􀁮􀁧􀁾􀀮􀀠After carefUl study ofthe neillls ofour retailers
and the benefit> to the patrons and ",.idents ofthe diitriet, as well ..the ulliqu. traffic conditions in 􀁭􀁾neighborhood, we have come up with a proposed plan thaI we believe to be
workable. PoSt pLans 10 hire and manage a professional valet service for the endre district. Valet mnds would b. provided in severa! locations tbrotlgbollt Ibe district at convelliont
locations IIId at timC$ ofhighes. demand for Ibe.•erviee. A description o(the plan and locationohalet .!.lnds on a map i. attached. . . The valet MNiee could provide several beneflu
... nOled below mOle efficient use of!be parking ''''''8es prestigious image for Addison Circle and 1ll; retailcstabJishmonts valet parking attendatlts would servo as ..AmbassadoJlP
in the arca, providing directiOtUl IIrt<I in,formaxlon about the an:a Increase Ibe ,.",ice ttl all patrot1> and residents ofthe di,trict P'};'I Pmlltmi(:..􀁾􀀠In(:. 5040 J\ddi",,, Circl.
I S"ire 31)Q I Jldd,,"". T,...... 􀀷􀁾􀀨􀀩􀁉􀀠 Pbo"" 972.85U200 I I'a, 􀁱􀀮􀀷􀀲􀀮􀀷􀀷􀀫􀀮􀁾􀁾􀁴􀀻􀀨􀁪􀀠 ww'W,po'tpru,wri'ies,coJn 
• • FROM POST PROPERTIES INC. 972+770-5129 (TUE) 08. \5' 00 09: 0liST. 09: OOINO 3560713420 P 3 Ms. c.:men Mol'lll1 August JJ, zOOO 􀁐􀁾􀁧􀀮􀁚􀀠The plan C\tquires Ibal some parallel
parl<ing space••Iong Quorwrt be convm¢d to v.I.t parking only 31th. hour$ W service is in use.' Delivery !tuck.'! could SilO utilize til:..spa(cs at con-peak Ir!I.ffic tim.s to 'remove
goodslpockagn from ttuck.'!out ofthe main driving lanes ofQuorul)t Road. The serVice could 􀁢􀁾􀀠easily expanded as die district grows without disrupting traffic.' . Post would like
[0 implement thi, service ... soon as possible. Our implementation Stra!e3}' would inclUde a public ow""",.,. program, "",,;nlng an experienced atld fJl'ore'5ionai valet service and
working wllh various Town ofAddison agenties 00 the details atId tlming orth. service. As .lways, we appreciate the ongoing effons afyourself and Ron to work through the myriad ofisslle'!
!hat .ffi<:t this vibralll and urban neighborhood iliat we all have Worked $0 hard to c",aIe. I look forward to y<>W' comml!llb .bOUl the valet parking service and • tlmeline fbr implementation;
aur retail managemCrtt group and mY5<llf are available ar your ""nvcnieoco II:) dlscu'$ this issue In further detail. • CLndy Harris Vi"" President -Development Cc: Art Lomenick ClUherine
Howen Lori Fall 
• • FROM POST PROPERTIES INC, 972+770-5129 (TUEl08, 15' 00 09:02/ST 09:00/NO, 3560713420 P 4 ADDISON CIRCLE vALET PARKING OBJECTIVE: PROVIDE QUALITY VALET SERVICE, TIlROUGH 0$ COMPANY,
TQ ACCOMMODATE VISITORS TO ADDISON CD!.CLE, nus WlLL IMPROVE Il!E LEVEL OF SERVICE TO ADDISON CD!.CLE VISrr:ORS, ALLOW FOR l)/l0Rl: EI'l'ICIE'NT USE. Of TIm PA!UaNG GARAGES, 'AND HELP
CRE.ATE A SAFER PEDESTlUAN ENYW.ONMSNT 'DATE' lMMBDIATELY MANAGED BY, POST PROpERn£S VALET COMPM"Y: A REPUTABLE fIRM CURRENTLY DOING BUSINl!SS IN TIm DALLAS ARli". TIm COMPANY WILL HAVE
ADEQUATE STAFFING, INSURANCE 􀁾􀀢􀀧􀀧􀁄􀀠VERJFIBD RECOMMEl'o'DATIONS, VALET STAFF WILL BE REQUIRED TO HAVE COMPANY UNlFOR.!'iS, PROFESSlOOAL AFPEARANCE AND POSITIVE. AmnmE , . LOCATION:
INITIALLY TWO, WITH A MAXIMUM OF FOUR LOCAnONS (SEE TIlE ATTACHED MAP) 1) QUORUM DRIVE NORm BOUND, WITH PARKING IN DECK N -011· lA) ADDISON CIRCLE EAST BOUND, WITH PARKING IN DECK N
2) QUORUM DRlVE SOUTH BOUND, WITH PARKING IN PECK II .DII2A) ADDISOI'! CIRCLE WEST BOUND, WITH PARKING IN DECK II 3) ADDISON CIRCLE EASTBOUND, WITHPARKINGINDECKQ 4) QUORUM DRIVE NORm
BOtJl','D, WITH PARKJNG IN TO BE BUlLT DECK POR PHASE LV. DAYS OF WEEK TIMES OF DAY VALlIT STAh'DS WILL BE ATTENDED DUlUNG nm FOLLOWING HOURS; ACTUALLY USAGE MAY VllRY DEPENDING ON DEMAND.
l'REQUENcY WOULD BE NO MORl: OFTEN 1HAN SET FORm BELOW: MONDAY THROUGH FRIDAY LUNCH: 11:00 AM TO 2:00 PM MONDAYTHROUGHWEDNESDA'f DIl'<"NSR: 5:00 PM TO 10:00 PM THlJRSDAYTIlROUGH SATURDAY
DINNER: 5:00 PM TO 12:00 PM ADDITIONAL REQUIREMENTS: TEMPORARY VALlIT STANDS AND lI.ELATl!D 8!QNAQB WILL BE PLACED AT PASSENGER DROP LOCATIONS SpECJFIljD ABOV!!. TWO PARKING SPACES ON
I!l1'H!lt SIDE OF QUORUM WILL BE CONVERTED TO VALlIT ONLY (AND LOADING ONtY DURING NON VALET HOU'RS). 
FRO),! POST PROPERTlES INC 972+770-::29 􀀻􀀷􀁾􀀺􀀺􀀱􀀠03.15' 00 09:02/STQ9;OO/NO.3560713420 P 5 I '1 'I 1/'1' II!W1IIIIIjI"'III/IIII"I I ltd :1111: iIIlo; .I111! ' [f'lttl 11:'1 1[[,'
I, 111t!11! "11"!l!d ;11111 ,pdiH:1IIH ,: n! I '. --'-, .. , I 1 , eI· I· 
FROM POST PROPE3TIES IXC, mmO-5129 nUE)I]8, 15' 00 09:03/8T. 09: oDINa, 3560713420 p 6 DeSbazo, Tang &: 􀁁􀂻􀁯􀁾􀁡􀁴􀁥􀁳􀀬􀀠Inc. Eng;m:en + 1'1_ 0\00 􀁟􀁊􀁾􀁾􀀮􀁡􀀮􀀳􀁊􀁻􀀩􀀠v.nu, TX
􀀧􀁾􀁬􀁏􀀥􀁁􀁭􀀠%14/1484740 .. FAX:1-41711-10.'J7 ..".,,1, 􀁟􀁾.... TECHNICAL MEMORANDUM TO: Cindy Hams -Post Properties ,FROM: DeShazo, Tang&: Assodate:!, Inc. DATE: July 15, 􀁾􀁭􀀠RE!
Traffle ,Circu,\atiOtl anal';ukiAg Impact Assessment ofProposed Avuti Kestau:tanf in Addi80n Orde -l'haBe 2. (DT&A No. 99101) BACKGROUND This memoraIldum is provided to adcl.r<!ss DeShazo,
TSI'Ig &. AssoQal5, Inc.', (DTM) review of the proposal to adc\ an 8,000-squate-fo,ot Avanti rE$taUiant In Block N of AddisonCi.rde Ph/Ise 2. Under the Addison Cirde zoning ordinance,
the 􀀱􀁬􀀧􀁬􀁉􀁬􀁘􀁩􀁭􀁾area , for a single restaurant is S,ooo SF; therefore, a code variarto:e is required. DT&A's evaluation of this proposal COIlSist;,; "f two 􀁣􀁯􀁭􀁰􀁯􀁮􀁥􀁮􀁾􀀠txaffic
circulation and parking space alIa.:st;ioo, Each itemis addressed In the following sections. TRAFFIC CIRCULATION The local street layout of Addis01l Circle is cotnposed of a tI!dBngula:r
street grid generally with north/south and eastf_t streels; The msfn east/west roadway, also' known B9 Addison Cln:h<, contafns a ,tnodetn roundabouf and a pede91x1an esplanade. Though
􀁴􀁨􀁾􀀠elements are largely traffic: cahning Ieatl1rE$, they also create e:l<CeD.ent opp01'h.®tle$ for traf& circulation and I1Kixculation. As In most business disl:rirts, the ,tight
street grid also ta9litates el<CeIlertt traffic: access and citcU.lation. 11:1""", roadway c:hatacteristics,suppori the original concept of ground floor commerdal. uses in Addison .
􀁃􀁕􀁤􀁾􀀠. In order to enhance parking In conjunct:lon With :efall p.resence In Addison Circ!.e, an expanded valet :servi.o:e has been proposed. 1he kx:alion of valet statiOflS could
have 5OIl\I'! Impact on traffic circulation if poorly planned. HOWevlilr, in conjunction with staff from R!KL, DT&:A has identified several locations that would be suitable for val..t
.. A:naly'isfor'J'roposed At/anti RestAurant itt Aildiwn Circ/J! Page I 
FROM POSi PROPERTiES INC. 972+770-5129 (rUE) 08. IS' 00 09: 03/ST. 09: 􀁾􀁏􀀯􀁎􀁏􀀮􀀠3560713420 P 7 \ DeS/vJ;:c, Trng & A'50ci4tes, {nc. July 15, 1999 parking $lntions in Phase 2. The
selection of the station lrxanons <:onsid<mi !he 􀁳􀁾􀀠width$ and the l<lwl of through-tcaf.fic for the on-etreet locations. r0 faellit,"''' efficient traffic circulationpatlrnls, the
installation of guide signs that d.iJ:ect motoxjsts to' valet parking and self-PMkint; is highly recomm<el:lded..A 􀀨􀁥􀁣􀁯􀁭􀁭􀁾􀁤􀁥􀁤􀀠$lgtl 􀁰􀁷􀀺􀁾􀁴􀀠stIategy is also presented
in illustrations provided by RTKL with the lmpl!i!ll"letllalion'Qf these measu.res, the <:onstrudion of an 8,OOO-SF restau,rant has no impact upon the efficiency of traffic circulation.
PARKING ALLOCATION In the design stage of Addison CJr<:le -P/ulse 2, DrAA pel'formed a coroprehen5ive shared parking analysis for the proposed PhIlse 2 uses. Included in the 􀁤􀁥􀁶􀁥􀁬􀁯􀁰􀁭􀁾􀁴􀀠pro
gram was an el<CeS$ of /!,OOQ SF of spaCE! for teltaur.mt WE!S. Since parking was allocated on a per-square-foot basis for re:otalU'iUlls (li\!I opposed to the actual nUlMer of IeStau.ranI!l),
the number of parking :Spa<:e5 plaJ:uled fer PTutst 2 is not inlpacted by the size of individual nstauranls but rather the gran "luare footage ofnstaurant use. The ' provision of a single,
8,OOO-SF restaurant (as 􀁯􀁰􀁰􀁯􀁾􀁤􀀠to two, 4,000-SF restaurants, or a S,OOQ.SF and a 3,OOO-SF restaurant,. etc:.) does not create my sigrtificant impac:ts to the parking space supply
originally approved in the shared parking analysis. Ii:l fact, RTKL has validated the parking supply calculations for the \lSeS in Phase 2. In lite or&A ,bared parking analysis, no credil$
were made to ackn<:>wledge the efficiency of valet parkirtg. In other words, a conservative efficimcy factor more indicalive of self-parking wa:; incoqoorated into the calculations.
The use of valet parking will attualIy improve parking spru;e eJfidency due to higher overall utility and discipline ofan experienced valet service provider. CONCLUSIONS Based upon traffic
􀁣􀁩􀁲􀁣􀁕􀀮􀁬􀁡􀁾􀁯􀁮􀀠IUId parkirtg space allocation, DT&:A notes no l>igrtdicant negative impacts Q,ociated With the construction of a Iiingle, 8,00Q..Sf' restal.l1'llnt 􀀶􀁰􀁡􀁾􀁥􀀠in
Bhx:k N of Addison Circle Phase 2. The p£Ovision of parking guide signs and an expansion of valet parking &el"vices is l1i!ConunetIded to improve overall parking condition,.. HerewitlT,
DT&:A can support the proposed VlJri.mce request for the Avanti resta!l1"U1t END '.Arw.lysisJar Proposed Atlilnti RtstilUnmt in AtJdillon Cin:1e Page 2 
08/1710U 􀀱􀀴􀀺􀀴􀁾􀀠PARSDNS TRANSPORTATION GROUP INC. 5485 Belt Line Road, Suite 199, Oall••, TOlt.s 75240 {972} 991-1900 {972} 49().9261 fa. MEMORANDUM To: Carmen Moran, Director ofDevelopment
Services City ofAddison, Texas FROM: Parsons Transportation Group DATE: August: 20, 1999 RE: Valet Parking in the Addison Urban Center, Addison, Texas; 653509.01000 We have reviewed
the plans ofvalet station locations and offer the attached comments. In general, we recommend valet parking be prohibited on narrow or two-lane (one lane in each direction) public streets
or areas without sufficient vehicle queuing area off oftravel lanes. The following identifies potential solutions to existing valet service operations: Block"N" Background The valet
station is located 50-60 feet east ofQuorum on the westbound approachofAddison Circle. The roadway cross-section within this area is 26' (face-to-face of curb) and is striped to allow
one 13' travel lane ineach direction. With one lane of travel, this location temporarily blocks westbound access to Quorum and creates an unsafe condition with people accessing vehicles
in close proximityto the traffic circle. Additionally, trolley service may be disrupted (in terms of maintaining a timetable) in that valet queues may prevent trolleys from passing to
maintain travel routes. Finally, under this sclleme, valet parkers are required to circulate around the entire block to access parking structure "N'. Potential Solution To maintain valet
service, this station should be relocated to eitherthe M-2 North mew or the eastern side ofthe Addison CirclelM-2 North intersection. Relocation to the M-2N mew, reduces vehicle queuing
on Addison Circle. reduces potential pedestrianlvehicuIar conflicts and provides direct access to the parking structure. The setback is temporary blockage to access ofthe parking structure
due to two-way travel within 24' ofpavement area. Alternatively, relocation ofthe valet stand to the eastern side of the Addison CirclelM-2N mew would provide over 150' (7 vehicles)
oftemporary vehicle storage area, maintain a short distance to the parking structure and eliminate the need to circulate around the block to access parking. Inthis alternative. a departure
valet station would be located on the M-2N mew. With 18' of pavement area, this alternative would allow for one 8' queue lane and 10' drive lane. The setback to this (:») PARSONS 1 
PARSONS TRANSPORTATION GROUP INI:. 6485 aalt tine Road. SuH. 199. Dan••• Tax •• 75240 (972J 991-1900 {972J 490-9261 fax alternative is the potential oftemporarily blocking on-street
parking. Additionally, such station may also require the use ofparking space forvaletpodiumloperations because'ofthe presence ofsidewaIk furniture. Block "0" Background This station
is located justwest ofM-2 South on Addison Circle. Approximately 80 feet separate M2S from the west main leg of Addison Circle connecting to Quorum. Based on the tree planting scheme,
the valet station is located 30 feet from M-2S leaving 50 feet of queuing area for valet service drop-off. The roadway pavement in this area is 25 feet back to back ofcurb. A drop-off
zone of 50' provides space for 2-3 vehicles prior to encroaching on the main leg of Addison Circle. With only one lane available, disruption offlow at this point could cause a residual
effect back to the Quorum Circle. Potential Solution To maintain valet service, this station should be relocated to either the M-2 South mew or the western side ofthe Addison Circle/Spectrum
intersection. Operations for each would be similar to those identified in Block UN". Block"Q" This valet station is located off ofAddison Circle and appears to be adequately situated.
Bloek"B" Background This valet station is located east ofthe Witt Place! Addison Circle intersection. The distance from this intersection to the Quorum traffic circle is about 125 feet.
The roadway cross-section within this area is 26' (face-to-face ofcurb) and is striped to allow one 13' travel Jane in each direction. With one lane of travel, this location temporarily
blocks westbound travel and creates an unsafe condition with vehicle queues extending (back) into the traffic circle merge area. Potential Solution To maintain valet service, this station
should be relocated to either in the Witt Place mew or to the on-street parking area (southbound Quorurn)onthe east side ofBlock "B". Relocation ofthe station to Witt Place should be
placed adjacent to the entry of the parking structure to allow a sufficient queuing area within the mew itself. Relocation within the mew may temporary block to access the parking structure
due to minimal pavement area. Relocation to Quorum would eliminate on-street parking spaces. (::a) PARSaNS 2 
I='ARSDNS TRANSI='DRTATIDN GRDUI=' INC. 5486 eolt Uno Rood. Suite 199. D.n••• T.... 75240 19721991·1900 (972)490-9261 fo. Trolley OperatioDli The maintenanceofvalet stations within the area do not appearto impact trolley operations because , ofthe minimum number ofstops, the minimum amount ofdistance between stops, and the presence ofone-way
streets. To preserve the capacity of the thoroughfare network within the urban center, trolleys should be prohibited from dwelling at a stop location to maintain a travel time schedule.
Trip Generation A comparison oftrip generation ofexisting retajllrestaurant to Block "Q" retaiJJrestaurant uses was performed to gauge the impact that these uses may have on valet services.
The implementation of Block "Q" will increase PM peak hour trip activity by 45% (additional 93 vehicles). Under the assumption ofthe same desire for valet services, the impacts to area
circulation could potentially double to that currently existing. Data offorecasted traffic reveal volumes on Quorum increasing to 25,000 vehicles daily. Traffic volumes on Spectrum are
projected to reach 14,000 daily uponfull completion ofthe roadway. With this level ofvolume, it may be necessary to discontinue on-street valet service due to the increased potential
for vehicular/pedestrian conflicts. PTGwi1l be undertaking a traffic count update for 90 locations withinAddisoo in late August Upon completion ofthis data collection effort, aoalysis
ofvalet activities should be further evaluated. Conclusion Itis recommended that valet parking stations be prohibited on narrow or two-lane (one lane in each direction) public streets
or areas without sufficient vehicle queuing area off oftravel lanes. Valet parking activities should not be permitted in areas where vehicle queues could cause a residual disruption
to operations in the Quorum traffic circle. The relocation ofvalet services as identified above should be considered. Such relocations may provide temporary relief ofcirculation problems
currently experienced withinthe area. However, consistent monitoring of1hese activities should be implemented to ensure no unsafe pedestrian or driving situations arise. To assist motorists
with the location ofsuch services, a public awareness program through individual retaiJJrestaurant establishments or signage system demarking valet service locations should also be coDSidered.
l;:') PARSONS 3