. I ! I I ! i ! I I i I ( I /
ATTACHMENT B RESOLUTION NO. R99-039 A RESOLUTION BY THE CITY COUNCIL OF THE TOWN OF ADDISON, TEXAS, APPROVING THE TECHNICALLY PREFERRED ALIGNMENT FOR ARAPAHO ROAD PHASE 111111. WHEREAS,
the Town desires to further extend Arapaho Road from Addison Road west to Marsh Lane; and WHEREAS. an engineering report entitled Alignment study for Proposed Arepaho Road ExtenSion,
dated January 1999, was prepared for the Town; and WHEREAS, the Study proposes a Technically Preferred Alignment for Arapaho Road Phase 1If111; and WHEREAS. a depiction of the Technically
Proposed Alignment is attached to this Resolution; now, therefore, BE IT RESOLVED BY THE CITY COUNCIL OF THE TOWN OF ADDISON, TEXAS: THAT, the City Council does hereby approve the Technical!vlPreferr
ed Alignment for Argpaho Road Phase 111111. '! OFFICE OF THE CITY SECRETARY R99-039
ATTACHMENT B DULY PASSED BY THE CITY COUNCIL OF THE TOWN OF ADDISON. TEXAS. this the 27th day of April. 1999. 􀁾􀀭 Mayor ATTEST; 􀁃􀀯􀀧􀀯􀁢􀁾􀁜􀀨 City Secretary ..I OFFICE OF THE CITY
SECRETARY R99-039
------ATTACHMENT B 1 I ! I ).5 􀀯􀁾􀀠 \:1 il " 1 Midcourt Rd Wiley Post Rd 0.,\ Roil -Belt line Rd 801\".y D< ..... ! £ Vote Voley L... d Rd "... 􀁾􀀠 􀁐􀁒􀁏􀁾􀁏􀁓􀁅􀁄􀀠ARAPAHO ROAD
EXTENSION PROPOSED ARAPAHO ROAO PHASE I ARAPAHO ROAD EXTENSION ( UNDER CONSTRUCTION ) FFICE OF THE CITY SECRETARY R99-039 
RESOLUTION NO. R99-039 A RESOLUTION BY THE CITY COUNCIL OF THE TOWN OF ADDISON, TEXAS, APPROVING THE TECHNICALLY PREFERRED ALIGNMENT FOR ARAPAHO ROAD PHASE 111111. WHEREAS, the Town
desires to further extend Arapaho Road from Addison Road west to Marsh Lane; and WHEREAS, an engineering report entitled Alignment Study for Proposed Arapaho Road Extension, dated January
1999, was prepared for the Town; and WHEREAS, the Study proposes a Technically Preferred Alignment for Arapaho Road Phase 11/111; and WHEREAS, a depiction of the Technically Proposed
Alignment is attached to this Resolution; now, therefore, BE IT RESOLVED BY THE CITY COUNCIL OF THE TOWN OF ADDISON, TEXAS: THAT, the City Council does hereby approve the 􀁔􀁥􀁣􀁨􀁮􀁩􀁣􀁾􀁹􀀠Preferre
d Alignment for A'fapaho Road Phase 11/111. OFFICE OF THE CITY SECRETARY R99-039 
DULY PASSED BY THE CITY COUNCIL OF THE TOWN OF ADDISON, TEXAS, this the 27th day of April, 1999. Mayor ATTEST: 􀁾)'/bJ2l:4\{ City Secretary OFFICE OF THE CITY SECRETARY R99-039 
-----I 1 If on s Rd Keller Spri',,;n;;'.sl-______􀀬􀁟􀁾􀁟􀁉􀀠 80jin len Or Midcourl Rd 􀁾􀀠 Wiley Post Rd <D 􀁾􀀠 􀁪􀁾􀀡􀀧􀁾􀀠 􀀠__􀁊􀁌􀁾􀁾􀁾____􀁲􀀭􀀭􀁩􀀭􀀭􀀭􀀭􀀭􀀭􀁾 Lindberg Dr Dart
Roil ...... _ .... __ _ __ ;;iI'" Centurion W Belt line Rd Beltway 0, Dome Rd River Or Ve,d , Volley Ln PROPOSED ARAPAHO ROAD EXTENSION PROPOSED ARAPAHO ROAD PHASE I ( UNDER CONSTRUCTION
) ARAPAHO ROAD EXTENSION OFFICE OF THE CITY SECRETARY R99-039 
OFFICIAL ACTIONS OF THE ADDISON CITY COUNCIL April 27, 1999 7:30 p.m. -Council Chambers 5300 Belt Line Road Present: Mayor Beckert, Councilmembers Dolan, Halpern, Klein, Mallory, Sudduth
Absent: Councilmember Watson Item #R1 -Consideration of Old Business. The following employees were introduced to the Council: Tony Shanley (Police), Wes Ashcraft (Utilities), and Michele
Covino (City Manager's Office). Items 2b and 2c were removed from the consent agenda and considered separately. Item #R2 -Consent Agenda. #2a -Approval ofthe Minutes for the April 13,
1999, Council Meeting. (Approved) #2d -Award a bid in the amount of $23,067.20 to Palm, Inc. for miscellaneous landscape renovations. (Approved) #2e -Approval of purchase in the amount
of $62,943.76 to HGAC for a 1999 truck mounted sewer cleaner. (Approved) #2f -Consideration of a Resolution authorizing the City Manager to submit applications to the North Central Texas
Council of Governmen}s (NCTCOG) for funding for the Belt LinefTollway Single Point Urban Interchallile and Tollway SouthboundJo Northbound U-turn at Arapaho Road projects. (R99-038)
1 #29 -AWard a bid in the amount of $21,995 to Doric Building Corporation for remodeling of restrooms at Central Fire Station and Fire Station #2. (Approved) Councilmember Halpern moved
to approve the above listed items. Council member Dolan seconded. The motion carried. Voting Aye: Beckert. Dolan, Halpern, Klein, Mallory, Sudduth Voting Nay: None Absent: Watson OFFICE
OF THE CITY SECRETARY 4-27-99
􀁾 􀁾􀀠Consideration of a Resolution to amend the Code of Ordinances giving the City Manager or a designated representative the authority to approve service of alcoholic beverages in
parks. Councilmember Sudduth moved to approve Resolution No. R99-036 giving the City Manager or a deSignated representative the authority to approve service of alcoholic beverages in
parks within established guidelines. Councilmember Halpern seconded. The motion carried. Voting Aye: Beckert, Dolan, Halpern, Klein, Mallory, Sudduth Voting Nay: None Absent: Watson
#2c -Consideration of a Resolution approving a reservation policy for the Les Lacs park pavilion. Councilmember Klein moved to approve Resolution No. R99-037 approving a reservation
policy for the Les Lacs park pavilion, subject to changing the provision that portable toilets be removed within 48 hours of an event. Councilmember Halpern seconded. The motion carried.
Voting Aye: Beckert, Dolan, Halpern, Klein, Mallory, Sudduth Voting Nay: None Absent: Watson Item #R3 -Consideration of a Resolution approving the Technically Preferred Alignment for
Arapaho Road Phase 111111. The Mayor asked for comments from the floor. Gary Crouch and Joe Dingman spoke in opposition to the Technically Preferred Alignment for Arapaho Road Phase
I 1111 !. 1 Councilmemj)er Halpern moved to approve Resolution No. R99-039 approving the Technicmly Preferred Alignment for Arapaho Road Phase 111111. Councilmember Klein seconded. The
motion carried. Voting Aye: Beckert, Dolan, Halpern, Klein, Mallory, Sudduth Voting Nay: None Absent: Watson Item #R4 -PUBLIC HEARING and consideration of an Ordinance amending Ordinance
No. 099-006 approving the development plans for 315 multi-family units, located on 3.92 acres in the Addison Circle development, on the north side of Morris Avenue, between Quorum Drive
and Addison Road, on application from Post Properties. OFFICE OF THE CITY SECRETARY 4-27-99
TOWNOF. ADDISON FAX#: 214-􀁾􀁇􀀢􀀷􀀲􀀠-2344Date: 3/28/t?2 No. of pages (including cover): _6__ PUBLIC WORKS· .. SIEVE 􀁃􀁬􀁦􀁶􀁔􀁃􀁦􀁦􀁬􀀻􀀱􀁾􀂷􀁦􀀠 From: .Micbael E; Murpby,P.E. Director
of Public Works· 2836 Phone: 􀀹􀀷􀀲􀀯􀀴􀀵􀀰􀀭􀁾􀀠 Fax: 972/450-2837 16801 Westgrove P.O. Box 9010 Addison, TX 75001-9010 
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in mail oPer your request Comments: PUBLIC WORKS From: James C. Pierce,Jr.,P.E.,DEE Assistant City Engineer Phone: 972/450-2879 FAX: 972/450-2837 ,\ 16801 Westgrove t:tl):5-􀁐􀀮􀁏􀁾􀁂􀁯􀁸􀀠144
rl:,//.Addison, TX 75001 o Call me 
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001 *******-**** -COMM.JOURNAL-************-DATE 11-26-1997 ****** T!ME 04:04PM ** P.l MODE TRANSMISSION 􀁓􀁔􀁁􀁒􀁔􀁾􀀱􀀱􀀭􀀲􀀶􀀠04:01PM NO. COM SPEED NO STAT! ON NAME/PAGES TELEPHONE
􀁉􀁾􀁏􀀮􀀠 OK II; 99724181620 005 -Addison Sue Ctr -Upstairs***************************************C FAX-200 V2.17)*-972 450 2834-************ .,. 
I I ALIGNMENT STUDY REPORT I I FOR I PROPOSED ARAPAHO ROAD EXTENSION I .Prepared for the I TOWN OF ADDISON I I I I ADDisoN I I I Prepared By . I HNTB Corporation I GBW Engineers, Inc.
I Jack Hatchell &Associates I JANUARY 1999 I 
ALIGNMENT STUDY REPORT ARAPAHO ROAD EXTENSION for the I TOWN OF ADDISON 􀁾􀀠I .. j I Prepared by: HNTB Corporation GBW Engineers, Inc. Jack Hatchell & Associates January, 1999 , .. --:-'It-:."
O"F "􀀷􀀢 􀁾􀀢 􀁾􀀢􀁜􀁾 ...........􀁾􀀭􀁴􀀺􀀬􀁾 ;.,.*· .,*1' 1',s-I, 􀁜􀀮􀁾 If!'*-s'L •••••••••••••••••••􀁜􀀢􀀼􀀧􀁾􀁾􀀮􀀮􀁾􀀠 j! RUCE R. GRANTHAM l! 􀁾􀀭..............................
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Table o.fContents Alignment Study Report Arapaho Road Extension EXECUTIVE SUMMARY 4 1 INTRODUCTION 8 2 ALTERNATIVE ALIGNMENTS 9 2.1 Centurion Way Alignment 9 2.2 Divided Roadway Alignment
10 2.3 DART Railroad Alignment 10 2.4 Traffic Analysis 11 2.4.1 Projected Traffic Volumes 2.4.2 Evaluation ofTraffic Volumes 2.5 Options Studied for DART Railroad Alignment 13 2.5.1
Option 1 -Overpass at Midway Road with EntrylExit Ramps on the North Side of Proposed Arapaho Road 2.5.2 Option 2 -Underpass at Midway Road with EntrylExit Ramps on the North Side ofProposed
Arapaho Road 2.5.3 Option 3 -Overpass at Midway Road Without Ramps 2.5.4 Option 4 -Underpass at Midway Road Without Ramps 2.5.5 Option 5 -Overpass Without Ramps, No Taking of Charter
Furniture Warehouse 2.5.6 Option 6 -Underpass Without Ramps, No Taking ofCharter Furnitore Warehouse 2.6 Evaluation ofDART Railroad Alignment Options l 14 3 TECJIlIfCALL Y PREFERRED
ALTERNATIVE 17 3.1 Coordination Issues 17 3.1.1 DWUEasement 3.1.2 Railroad Crossing 3.1.3 Realty Realty Road Section 3.1.4 Construction Sequencing 3.1.5 Overpass Aesthetics 3.1.6 Right-of-way
and Building Acquisition 3.2 Project Phasing 18 3.2.1 Phase 1 -Marsh Lane to Surveyor Boulevard 3.2.2 Phase 2 -Surveyor Boulevard to Addison Road 3.3 Cost Estimates 19 98·094 2 February
1999 
Table o,(Contents (cont'd) LIST OF EXHlBITS Exhibit A ExhibitB ExhibitC ExhibitD ExhibitE Exhibit F Centurion Way Alignment Divided Roadway Alignment DART Railroad Alignment Enhanced
Photograph -Midway Overpass Technically Preferred Alignment (map pocket) Right-of-way Strip Map (map pocket) .,. 98-094 3 Febru31)' 1999 
Executive Summary In February of 1998. the Town of Addison retained a team of consultants, lead by HNTB Corporation, to study an extension ofArapaho Road as a four lane roadway from
Addison Road west to Marsh Lane. The purpose of the Arapaho Road extension is to relieve traffic congestion on roadways in the project vicinity, particularly on Belt Line Road, the primary
east-west thoroughfure. The project team conducted a traffic study which showed that an Arapaho Road extension would reduce traffic volnmes on Belt Line Road and Midway Road. The traffic
study also indicated that the section ofArapaho Road east of Midway Road should be constructed as a four-lane divided facility based on projected traffic volnmes. West ofMidway Road,
Arapaho Road can be constructed as a four-lane undivided roadway ifno entry or exit ramps are installed. The proposed extension, which is approximately 7,800 feet in length, includes
intersections at Addison Road, Midway Road, Surveyor Boulevard, Commerce Street and Marsh Lane. Presently, the section ofArapaho Road from just west ofthe North Dallas Tollway to Addison
Road is under construction. From Addison Road to Marsh Lane, the project corridor must fit between Belt Line Road to the south and the Dallas Area Rapid Transit (DAR1) owned railroad
to the north. At the east end, the roadway must be a continuation of the portion of Arapaho Road which is presently under construction, and at the west end it must align with existing
Realty Road on the Farmers Branch side ofMarsh Lane. Within this corridor, the project team analyzed the following three general alignments for the Arapaho Road extension. • Centurion
Way alignment • Divided Roadway alignment • DARUailroad alignment "! Exhibits A, B and C within Section 2 of the report show these alignments. Due to the constraints presented by the
intersections at either end ofthe project, an electrical substation on the west side ofSurveyor Boulevard, existing buildings in the project corridor and the DART railroad, there is
no viable alternative to the alignment sections east ofMidway Road and west ofSurveyor Boulevard. Although the Centurion Way alignment benefits from the use ofan existing right-of-way,
it requires the purchase ofthe Charter Furniture property. In addition, at the west end ofCenturion Way where the street turns 90 degrees to the south and becomes Runyon Road. this alignment
divides the Mini Warehouse facility in two and requires the removal ofa significant portion ofthe buildings on that property. 98·094 4 February 1999 
Executive Summary (cont'd) The divided roadway alignment requires the purchase ofCharter Furniture and a smaller portion of the Mini Warehouse propertY than the Centurion Way alignment.
This alignment also results in less convenient access for vehicles entering or exiting the buildings along Centurion Way, which currently carries two-way traffic. If, as part of this
alignment, an underpass or overpass were constructed at Midway Road, access to the buildings closest to Midway would be severely impacted. The DART railroad alignment allows Centurion
Way to remain in place as a service road for the adjacent buildings. Furthennore, no purchase ofthe Charter Furniture building is required, and only a comer ofthe Mini Warehouse property
is impacted. Given the potential access and cost benefits associated with the DART railroad alignment, a more in-depth evaluation of its viability was conducted. The analysis ofthe DART
railroad alignment primarily focuses on the intersection at Midway Road. Sonthbound traffic queues currently extend on Midway Road from Belt Line Road to north ofthe DART railroad during
much of the day. Consequently, an at-grade crossing of Arapaho Road at Midway Road may not be feasible without providing dual-coordination ofthe traffic signals aiong Midway and Belt
Line Roads. The grade separated options, with or without ramps, all reduce traffic on Belt Line and Midway Roads with one exception. Ifentry/exit ramps are included at Midway Road on
the south side of Arapaho Road, then traffic on Midway Road is increased between proposed Arapaho Road and Belt Line Road. As a result, the following six horizontal and vertical alignment
options at the Midway Road intersection were eval uated . • Option 1 -Overpass at Midway Road with EntrylExit Ramps on the North Side ofProposed Arapaho Road • Option 2 -Underpass at
Midway Road with EntrylExit RaJ,:lps on the North Side of Proposed Arapaho Road .. • Option l-Overpass at Midway Road Without Ramps (similar alignment to Option 2) • Option 4 -Underpass
at Midway Midway Road Without Ramps (similar alignment to Option 2) • Option 5 -Overpass Without Ramps, No Taking of Charter Furniture Warehouse • Option 6 -Underpass Without Ramps,
No Taking ofCharter Furniture Warehouse Due to extensive utility relocations in a tight construction corridor, the viability of Option 6 is questionable at this point. Ifthe Town wanted
to pursue this option, further coordination would be necessary with DART and DWU prior to developing an Opinion ofProbable Cost. Three overpass and three underpass options were evaluated,
and in each case the corresponding underpass option was more expensive. An underpass may be more visualIy appealing than an overpass, however, the narrowing ofMidway Road to facilitate
construction would increase traffic delays during the 12 months ofconstruction. Given the increased project cost and the impact on 98.094 5 FebtuaIy 1999 
Executive Summary (cont'd) Midway Road traffic during construction associated with the underpass options, an overpass is preferred. Overpass Option I requires the purchase ofthe Charter
Furniture and MNBA boildings in order to make the entry ramp onto Arapaho Road safe at the merge point. Overpass Option 3, like Option 5, has no ramps, however, it woold reqoire the
purchase ofthe Charter Furniture boilding. Ofthe three overpass options, Option 5 is the only one which does not require the purchase ofeither the Charter Furniture or MNBA boildings.
Option 5 places the edge ofthe overpass structure 10 feet from the MNBA huilding and 15 feet from the Charter Furniture building, with a two-and-a-half-foot sidewalk for emergency access
on both sides ofthe overpass. In addition, it woold reqoire DWU of accept 20 feet for maintenance oftheir 60-inch water line. Given the escalating cost ofreal estate and the traffic
impacts, neither the additional constroction area associated with Option 3 nor the ramps associated with Option 1 appear to justify the reqoired property purchases. Therefore, it is
our recommendation that Option 5, an overpass withoot ramps at Midway Road and no building takes at this location, be selected as the Technically Preferred Alternative. The following
issoes will need to resolved to facilitate constroction ofthe Technically Prefecred Alignment. • Use the southern 10 feet ofa 30-footDWU easement which is contigoous with the DART railroad
right-of-way and contains a 60-inch transmission main. • Gain pelTOission from Union Pacific to cross the railroad wye spur. • Design constroction sequencing plans for the affected intersections
at Addison Road, Midway Road, Surveyor Boolevard, Commerce Street and Marsh Lane. • Consider measures to improve the aesthetics ofthe Midway Read overpass in order to integrate the strocture
with the neighborhood. "' • Evaluale extending the column supports from Midway Road to the west end ofthe MNBA'building in order to maintain visibility of Charter Furniture for southbound
motorists on Midway Road and to facilitate covered parking under the roadway deck for both properties. • Proceed with the acqoisition ofright-oi-way and the property remainders which
are deemed unusable. The Town ofAddison may wish to consider phasing the construction ofthe Technically Preferred Alignment. This section describes two separate phases ofconstruction.
• Phase I -Marsh Lane to Surveyor Boolevard The expansion ofexisting Realty Road east ofMarsh Lane and the extension ofRealty Road 98'()94 6 February 1999 
Executive Summary (cont'd) from the 90° bend at Commerce Street east to Surveyor Boulevard could be constructed separately from the balance ofthe project. This would provide a direct
four·lane connection from Marsh Lane to Surveyor Boulevard for east-and west-bound traffic. Realty Road would be widened from a 4 I-foot wide two-lane roadway to a 45-foot four lane
undivided roadway within its existing limits. The estimated construction cost for this pbase, including right-ofway, is $ 4,093,344.00. • Phase 2 -Surveyor Boulevard to Addison Road
The overpass at Midway Road dictates that the roadway be constructed from Addison Road to Surveyor Boulevard as one phase. This is by far the most costly and time-consuming pbase to
complete. It includes coordination with Union Pacific to obtain a crossing ofthe wye spur and Dallas Water Utilities to obtain use of 10 feet oftheir 30-foot easement. The estimated
construction cost for this phase, including right-of-way, is $ 13,098,120.00. The combined estimated construction cost for the Arapaho Road extension, including both phases, is $ 17,191,464.00.
98·094 7 Februaty 1999 
Section 1 Introduction In Februaxy of 1998, the Town of Addison retained a team of consultants, lead by HNTB Corporation, to study an extension ofArapaho Road as a four lane roadway
from Addison Road west to Marsh Lane. The purpose of the Arapaho Road extension is to relieve traffic congestion on roadways in the project vicinity, particularly on Belt Line Road,
the primary east-west thoroughfure through the Town ofAddison. The proposed extension, which is approximately 7,800 feet in length, will include intersections at Addison Road, Midway
Road, Surveyor Boulevard, Commerce Street and Marsh Lane. Presently, the section ofArapaho Road from just west ofthe North Dallas Tollway to Addison Road is under construction. HNTB's
scope ofservices includes alignment studies, determination ofright-of-way needs, meetings with property owners, and the preparation ofright-of-way documents for the extension ofArapaho
Road. The scope ofservices is divided into two phases, Data Acquisition and Conceptual Design (phase I), and Preliminary Design (Phase 2). This report, which is the culmination of Phase
1, describes the consulting team's process of evaluating alignments with the Town's engineering staff in order to select a Technically Preferred Altemative for presentation to the Town
CounciL In addition to explaining the reasons why the Technically Preferred Alternative was selected, this report describes the agency coordination, property purchase, construction phasing,
traffic and cost issues associated with it. Both undivided and divided pavement sections have been evaluated for the four lane roadway. Once the Town Council has approved an alignment,
HNTB will proceed with Phase 2 which includes sufficient preliminary engineering to identify all major utility relocations, right-of-way and easement requirements, and constructibility
issues. Coordination wit!:; affected utility companies and property owners is included in this phase. Upon completion ofPhise 2, a final presentation of the Technicall:lifPreferred Alignment
will be be made to the Town CounciL '1 98·094 8 February 1999 
Section 2 Alternative Alignments From Addison Road to Matsh Lane, 'the project corridor must fit between Belt Line Road to the south and the Dallas Area Rapid Transit (DART) owned railroad
to the north. At the east end, 'the roadway must be a continuation of the portion of Arapaho Road which is presently under construction, and at 'the west end it must align with existing
Realty Road on the Farmers Branch side ofMarsh Lane. Within this corridor, the project team analyzed three general alignments for the Arapaho Road extension. 2.1 Centurion Way AIipment
The Centurion Way alignment, which had been identified at a conceptual level in a previous study, makes two at-grade crossings of a Union Pacific raiJroad wye spur just west of Addison
Road. It then extends easterly between the DART railroad on the north side and several buildings on the south side, including Iceoplex, Motel 6, Homewood Suites and Super 6. After this
alignment crosses Midway Road, it angles toward the southeast as it passes through 'the Charter Furniture Building before bending back to the east along the existing Centurion Way right-of-way.
At the end of Centurion Way, this alignment passes 'through a Mini Warehouse facility on the east side ofSurveyor Boulevard. On the west side of Surveyor Boulevard, it passes 'through
a light commercial building before crossing a concrete lined channel behind Addison Bank and an open field east ofRealty Road. The alignment then follows Realty Road to 'the Marsh Lane
intersection. (See Exhibit A). Due to the constraints presented by'the intersections at either end ofthe project, an electricalsubstation on the west side ofSurveyor Boulevard, existing buildings in the project corridor and 'the DART railroad, there are very rew viable alternatives to the alignment sections
east of Midway Road and west of Surveyor Boulevard. Between Jiidway Road and Surveyor Boulevyd, this alignment uses the existing 60-foot wide Centurion Way right-of-way which currentlY
contains a 41-foot wide pavement section measured from the back ofcurb. Although this alignment benefits from 'the use of an existing right-of-way, it requires the purchase of'the Charter
Furniture property. In addition, at the west end ofCenturion Way where the street turns 90 degrees to the south and becomes Runyon Road, this alignment divides the Mini Warehouse facility
in two and requires the removal ofa significant portion of the buildings on this property. Both the north and south sides of Centurion Way are fully developed with building and parking
improvements which extend out close to 'the existing right-of-way. The narrowest portion of this alignment is between the MNBA building on the north side and the ATC building on the
south side where only 103 reet exists between these two buildings. There is not room for a four-lane divided roadway between 'these buildings. 98'()94 9 Februaty 1999 
-----, l I I LL Keller S rillgS Rd .... C 􀁾􀀠 1 􀀯􀁾 \'"" II Boyil'lqton Of Midcourl Rd Wiley Post Rd 􀁾􀀠 1':' 􀁾􀁾􀀬􀀭􀁊􀀭􀁲􀀭􀁟􀀯􀀢 􀀿􀀵􀁾􀀠 if> lindberg Dr Belt Une Rd 6ei\woy Dr
River Dr 􀁾􀀠1 '" 􀁾􀀠 <>:1"? :><, '--_--\..:Kc::el::-:ler Sprin s 􀁾􀀠 ',." 􀁾􀀠 D"0 0 "" _"'"J , o THJt;l RM ! Langland Rd 􀁾􀀠 '" .!il = <.3 PROPOSED ARAPAHO ROAD EXTENSION PROPOSED
ARAPAHO ROAD PHASE I ARAPAHO ROAD EXTENSION ( UNDER CONSTRUCTION ) EXHIBIT 'A' CENTURION WAY ALIGNMENT 1 
Alternative Alignments (cont'd) The minimum pavement width for a four lane divided roadway is 45 feet measured to the back of curb. The extra four feet of pavement widening would add
to the impact on the businesses along Centurion Way which would have to gain access to and from a much busier thoroughfare. 2.2 Divided Roadway Alienment The divided roadway varies significantly
from the Centurion Way alignment between Midway Road and Surveyor Boulevard. With this alignment, the roadway splits immediately west ofMidway Road into two lanes oftraffic in each direction.
(See Exhibit B). The two eastbound lanes follow the Centurion Way alignment described in Section 2.1. The two westbound lanes are located next to the DART railroad from Midway Road to
the Mini Warehouse facility. The westbound lanes then curve toward the southeast as they cut through a comer of the Mini Warehouses before merging with the eastbound lanes just east
of Surveyor Boulevard. The divided roadway alignment requires the purchase of Charter Furniture and a smaller portion ofthe Mini Warehouse property than the Centurion Way alignment.
This alignment also provides less convenient access for vehicles entering or exiting the buildings onto a 000way roadway rather than existing Centurion Way, which currently carries two-way
traffic. Should access to westbound Arapaho Road be permitted along the divided roadway, motorists may attempt to cut through private parking lots to avoid circuity oftravel. Ifan underpass
or overpass were constructed at Midway Road, access to the buildings closest to Midway would be more severely impacted. 2.3 After an evaluation ofthe negative impacts to the developments
fong Centurion Way, it was determ.i.n,ed that this alignment was not desirable . ., DART Railroad Alilnment ! The DART railroad alignment varies significantly from the Centurion Way
alignment between Midway Road and Surveyor Boulevard. This alignment, which generally follows the westbound lanes of the divided roadway, is located next to the DART railroad from from
Midway Road to the Mini Warehouses where it curves toward the southeast across a comer of the Mini Warehouse property. It then crosses Surveyor Boulevard at an angle before curving back
toward the east in order to match existing Realty Road. (See Exhibit C). This alignment allows Centurion Way to remain in place as a service road for the adjacent buildings. Furthermore,
the roadway can be configured such that no purchase ofthe Charter Furuiture building is required, and only a comer of the Mini Warehouse property is impacted. 98·094 10 February 1999

-----\ ! I J rio s Rd 􀁉􀁾􀀠 \'"" Bol'ngloo Df__->...\ Midcourt Rd i1! 􀁾􀀠 􀁲􀀭􀀭􀀭􀀭􀁜􀁾􀀠 ::;; Wiley Posl Rd Bell Line Rd ,--_+K.:::e.ller 􀁓􀁰􀁲􀁩􀁮􀁾􀁳'-------1 E 􀁾􀀠 o E 2 o 􀁾􀀠
o Beltway Or Rivet Dr g " 􀁌􀁟􀀭􀀫􀀭􀁟􀁾􀁊􀀠 PROPOSED ARAPAHO ROAD EXTENSION PROPOSED ARAPAHO ROAD PHASE I ARAPAHO ROAD EXTENSION ( UNDER CONSTRUCTION ) EXHIBIT 'B' DIVIDED ROADWAY ALIGNMENT

-----1 , . , ) 1 1, 1 I I I n "7" "0 1 c 􀁾􀀠 􀀯􀁾0 \"" BOylrl ion Of Midcourl Rd '? Wiley Post Rd 1D 􀁾􀀠 􀁴􀁾􀀱__􀁾􀁾__􀁾􀁾 􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀁾􀀠 Jl : Lindberg Or Dart Rail --Bell Line
Rd Beltway Or Rivet Dt T-'" Keller Sprin s co 􀁾􀀠 􀁾􀁉􀀠 "0 0 􀁾􀁲., 5 TH"'" "mOO '"\ Langland Rd 􀁾􀀠 􀁾􀀠 "n0o \ .<!! <-􀁾􀀠 PROPOSED ARAPAHO ROAD EXTENSION ARAPAHO ROAD PHASE I (
UNDER CONSTRUCTION ) PROPOSED ARAPAHO ROAD EXTENSION EXHIBIT 'c' DART RAILROAD ALIGNMENT . I 
Alternative Alignments (cont'd) The narrowest portion ofthe alignment is between the MNBA building and the DART rightof-way where 81 feet is available. Although there are no franchise
utilities to contend with, a 60-inch Dallas Water Utility (DWU) transmission main is located in a 30-foot easement adjacent to the railroad. A concrete-lined channel is also located
along this alignment between Midway Road and the Town ofAddison water tower. Given the potential access and cost benefits associated with the DART railroad alignment, a more in-depth
evaluation ofits viability was conducted. 2.4 Traffic Analysis At this point in the study, the project team reviewed traffic assignments for the year 2020 which were prepared by the
North Central Texas Council (NTCOG) ofGovernments for five alternatives for the Arapaho Road Extension. Two ofthese alternatives included entry and exit ramps at Midway Road, one with
entry/exit ramps on the north side only and a second with entry/exit ramps on the south side only. These alternatives are described below. xviii) ''No Build" Alternative -what is the
impact on adjacent streets ifArapaho Road is not extended? ii) "At-Grade" Alternative -Arapaho Road extended with the Midway Road intersection at grade. iii) "Grade-Separated" Alternative
-Arapaho Road extended with a grade separation at Midway Road without entry/exit ramps. iv) "Ramps on the North Side" Alternative -Arapaho 􀁾􀁡􀁤􀀠extended with a grade jeparation at
Midway Road and entry/exit ramps on the north side ofArapaho Road. 1 v) "Ramps on the South Side" Alternative -Arapaho Road extended with a grade separation at Midway Road and entry/exit
ramps on the south side ofArapaho Road. 2.4.1 Projected Traffic Volumes The following table presents a summary ofprojected traffic impacts for the extension of Arapaho Road on Belt Line
Road and Midway Road assuming that the Keller Springs tunnel is in service. 98·094 11 February 1999 
Alternative Alignments (cont'd) 􀁾􀁃􀁖􀁏􀁌􀁕􀁍􀁅􀁃􀁏􀁍􀁐􀁁􀁲􀁵􀁓􀁏􀁎􀀠 (PROJEcrED DAlLY TIlAFFIc VOLUMES JlY YEAR 2020) GRADE SEPARATED GRADE SEPARATED NoBUILD ATGRADE GRADE SEPARATED
WITH RAMPS ON NORTHSIDE WITH RAMPS ON SOlJTI[SIDE ARAPAHO ROAD Addison to Midway Midway to Surveyor 24,000 6,000 13,000 13,000 18,000 17,000 28,000 17,000 BELT LINE ROAD Addison to Midway
Midway to Surveyor 58,000 47,000 53,000 46,000 54,000 42,000 46,000 42,000 50,000 45,000 MIDWAY ROAD North ofArapaho South ofArapaho South ofBelt Line 52,000 58,000 36,000 57,000 52,000
44,000 44,000 46,000 44,000 50,000 47,000 32,000 60,000 52,000 2.4.2 Evaluation ofTraffic Volumes The existing congestion on Belt Line Road and Midway Road supports an extension ofArapaho
Road. Traffic already backs up on Midway Road from Belt Line Road to north ofthe DART railroad much ofthe day; consequently, an at-grade crossing of Arapaho Road at Midway Road may not
be feasible without providing dualcoordination of the traffic signals along Midway and Belt Belt Line Roads. The grade separated scenarios, with or without ramps, all reduce traffic
on Belt Line and Midway Roads with the exception ofthe section ofMidfay Road between proposed ...A.. rapaho Road and Belt Line Road with ramps on the stutb side . For the grade separated
scenario without ramps, year 2020 volumes on Belt Line Road are projected to be approximately 5,000 vehicles per day (vpd) less with Arapaho Road extended. Volumes on Midway Road are
projected to be reduced by 8,000 to 12,000 vpd. Arapaho Road is projected to carry 13,000 vpd from Addison Road to Marsh Lane ifno entry or exit ramps are installed at Midway Road. According
to the projected traffic volumes, the extention of Arapaho Road can be constructed as a fuur-Iane undivided roadway ifno entry or exit ramps are installed at Midway Road. It should be
noted that even though these traffic studies contain a large margin for error, they do serve to support the grade separated configuration with no ramps at Midway Road. 98·094 12 Feb!U3I)'
U3I)' 1999 
Alternative Alignments (cont'd) 2.5 Options Studied for DART Railroad Alipment After the project team selected the DART Railroad alignment for a more detailed analysis, the following
six horizontal and vertical alignment options were considered. 2.5.1 Option 1 -Overpass at Midway Road with EntrylExit Ramps on the North Side ofProposed Arapaho Road Option I requires
the purchase of the Charter Furniture and MNBA buildings in order to construct a four-lane undivided roadway andprovide a safe merge length for the westbound entry ramp on the north
side ofproposed Arapaho Road. Permission would be required with this option to construct the entry and exit ramps within the DWU easement, however, these ramps would be constructed at
grade. 2.5.2 Option 2 -Underpass at Midway Road with EntrylExit Ramps on the North Side ofProposed Arapaho Road Like Option I, Option 2 requires the purchase ofthe Charter Furniture
and MNBA buildings, and the use ofthe DWU easement for the at-grade entry and exit ramps. In addition, the the probable construction sequence for an underpass would require the removal
of one half ofMidway Road at a time. As a result, Midway Road would have to be realigned and narrowed to two lanes through the construction zone. Four lanes oftraffic could be provided
by installing temporary pavement on the outside of each segment. The underpass construction could affect Midway Road in this manner for up to a year. 2.5.3 Option 3 -Overpass at Midway
Road Without Ratps ilPtion 3 follows an alignment similar to Option I through the Charter Furniture building, however, without ramps, no taking ofthe MNBA is required. This option provides
more working space between proposed Arapaho Road and the DART railroad on both sides of Midway Road. No roadway improvements would be required in the DWU easement. 2.5.4 Option 4 -Underpass
at Midway Road Without Ramps Option 4 follows the same alignment as the overpass without ramps (Option 3) through the Charter Furniture building. It also presents the same construction
sequencing sequencing challenges as the underpass option with ramps (Option 2) at Midway Road. 98·094 13 February 1999 
Alternative Alignments (cont'd) 2.5.5 Option 5 -Overpass Without Ramps, No Taking of Charter Furniture Warehouse Option 5 places the north right-of-way line 20-feet offthe DART right-of-way
from Midway Road to the Mini Warehouse property. This requires the use ofthe southern 10 feet ofthe 30-foot DWU easement but does not require taking either the Charter Furniture or the
MNBA buildings. Furthermore, this option places the edge of the overpass structure approximately 10 feet from the MNBA building. The existing concrete-lined channel next to the DWU water
main would need to be replaced with double 9'x5' box culverts under the overpass structure. 2.5.6 Option 6 -Underpass Without Ramps, No Taking of Charter Furniture Warehouse Option 6
follows the same aligrunent as the overpass without taking the Charter Furniture building, however, it presents the same construction sequencing challenges as the other underpass options.
In addition, this option would require the installation ofbox culverts on the north side ofthe railroad to replace the concrete-lined charmel presently on the south side. Ifa minimal
separation were to be provided from the box culverts to an existing l2-inch sanitary sewer line, the edge of the boxes would be approximately five feet from several existing buildings.
In addition, multiple drainage and utility relocations would be required under the railroad tracks at Midway Road, and the box culverts would need to cross back under the railroad further
to the west. 2.6 Evaluation ofDART Railroad Alignment Options I Horizontal and vertical aligrunents, a10ngwith Opinions ofProb'tble Cost, were prepared for 􀁏􀁰􀁴􀁩􀁯􀁾􀁬􀀠through 5.
These costs are included in a matrix ofissues related to these options, in addition to Option 6, at the end ofthis section. Due to extensive utility relocations in a tight construction
corridor, the viability of Option 6 is questionable at this point. Ifthe Town wanted to pursue this option, further coordination would be necessary with DART andDWU prior to developing
an Opinion ofProbable Cost. Theprimary goal expressed by Town ofAddison staffforthis project is to relieve congestion on Belt Line Road. All the options will provide some relief to Belt
Line Road. Three overpass and three underpass options were evaluated, and in each case the corresponding underpass option was more expensive. Although no cost was prepared for Option
6, it is certain that the extensive utility relocations required would result in its cost exceeding that ofOption 5. An underpass may be more visually appealing than an overpass, however,
the narrowing ofMidway Road would increase traffic delays during the 12 months 98·094 14 February 1999 
Alternative Alignments (cont'd) ofconstruction. Although an underpass would create less noise impact, only five commercial buildings are located within the overpass limits on both sides
of the railroad, including Charter Furniture. As a result of the increased project cost and the impact on Midway Road traffic during construction associated with the underpass options,
an overpass is preferred. Overpass Option 1 requires the purchase ofthe Charter Furniture and MNBA buildings in order to make the entry ramp onto Arapaho Road safe at the merge point.
Overpass Option 3, like Option 5, has no ramps, however, it would require the purchase of the Charter Furniture building. Ofthe three overpass options, Option 5 is the only one which
does not require the purchase ofeitherthe Charter Furniture orMNBA buildings. Option 5 places the edge ofthe overpass structure 10 feet from the MNBA building and 15 feet from the Charter
Furniture building, with a two-and-a-half-foot sidewalk for emergency access on both sides ofthe ofthe overpass. In addition, itwould require DWU to accept 20 feet for maintenance oftheir
60-inch water line. Given the escalating cost of real estate and the traffic impacts, neither the additional construction area associated with Option 3 nor the ramps associated with
Option 1 appear to justifY the required property purchases. Therefore, it is our recommendation that Option 5, an overpass without ramps at Midway Road and no building takes at this
location, be selected as the Technically Preferred Alternative. 98"()94 15 Februruy 1999 
ARAPAHO ROAD ALIGNMENT OPTIONS Midway Road Section -Matrix of Issues DESCRIPTION OF ISSUE OPTION 1 ..,.... Overpass with ramps on north side OPTION 2 Undarpass with ramps on north side
OPTION 3 Overpass without ramps OPTION 4 Underpass without ramps OPTION 5 Overpass without ramps; without buildinQ taks OPTION 6 Underpass without ramps; without buildinQ take Angnment
Description Separated from railroad right-of-way Same as 1 Same as 1 Same as 1 Adjecent to railroad right-oj-way Same as 5 Charter furnitura building take Yas Yes Yes Yes No No MBNA
building take Ifor ramp safety) Yes Yes No No No No Relocate DW water lina No No No No No Yes Noise Yes No Yes No Yas No Realign Midway for canstruction saquence 14 lanes) No Yes No
Yas No Yes Sump storm sewer No Yes No Yes No Yes Move box culvert to north side of R/R; other utility relocations No ....... No No No No Yes Opinion of Probeble Cost lwith 20% contingency)
---$20,160,648 -......_......._-......._$20,678,292 _ ....... _-_.. _m,760,712 -_....... __......$20,631,576 -_.....__......__....._$17,191,464 L__ ....... _ .... _._. _. NIA --. 9&-094
16 February 1999 
Section 3 Technically Preferred Alternative The Technically Preferred Alternative (TPA), as shown in the Exhibit D map pocket, follows the DART railroad alignment and Option 5 between
Midway Road and Surveyor Boulevard which avoids taking either the Charter Furniture or the MNBA buildings. This section discusses some of the issues and costs associated with the TP
A. 3.1 Coordination Issues 3.1.1 DWU Easement The TPA will requIre the use ofthe southern 10 feet of a 30-foot DWU easement which is contiguous with the DART railroad right-of-way. The
DWU easement contains a 60-inch water transmission main which is located approximately six feet offthe DART right-of-way to the center ofthe pipe. A written request has been made to
DWU regarding the use of a portion of their easement, and negotiations are pending. 3.1.2 Railroad Crossing A report has been prepared that will be submitted to Union Pacific requesting
permission to cross the wye spur. This report includes a commitment to place a fully signalized gate at at the crossing. 3.1.3 Realty Road Section The traffic volumes indicate that a
four-lane undivided roadway would be adequate along the existing Realty Road alignment. Omitting a median from most of this section of the project would minimize the impact oDt adjacent
parking lots and driveways. The roadway could still be widened for 􀁾􀁡􀁮􀁥􀁳 at Midway Road and ilurveyor Boulevard. '1 3.1.4 Construction Sequencing Construction sequencing plans will
still be necessary at the intersections along the TPA, although far less extensive measures will be necessary than those required for an underpass at Midway Road. For example, some drainage
and utility relocations will be necessary, particularly at Midway Road and Surveyor Boulevard. 3.1.5 Overpass Aesthetics Measures can be taken to improve the aesthetics of the Midway
Road overpass to integrate the structure with the neighborhood. Discussions with the owners ofCharter Furniture and the MNBA buildings have also resulted in an evaluation ofextending
the colunm supports from Midway Road to the west end ofthe MNBA building in 98..(l94 17 February 1999 
m z 􀁾-z􀁾􀀠 iJ" 􀁾􀁯􀀠 -<"0 OI <0 m"'; 1'l0 􀁾􀁃􀁉􀀠 􀁾􀁓􀀻􀀠 "0 I, ·1 " I j J I 
Technically Prt;{erred Alternative (cont'd) costly and time-consuming phase to complete. It includes coordination with Union Pacific to obtain a crossing ofthe wye spur and Dallas Water
Utilities to obtain use on0 feet oftheir 30-foot easement. In addition, the overpass ofMidway Road is the most costly portion ofthis project. The estimated construction cost for this
phase, including right-of-way, is $ 13,098,120.00. 3.3 Cost Estimates This section provides construction cost estimates for the two phases identified previously. Estimates have also
been included for the right-of-way and other property takes along the project alignment. The combined estimated cost for both phases is $ 17,191,464.00. 98-094 19 February 1999 
TOWN OF ADDISON, TEXAS HNTB 1GBW Engineers 02/16199 ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST OPTION 5· MARSH LANE TO SURVEYOR
BLVD .• Phase 1 ITEM NO ITEM DESCRIPTION UNIT QUANTITY ENGINEERS ESTiMATE ROADWAY UNIT PRICE .... AMOUNT 100 PREP. & MAINT. OF RIGHT-OF-WAY STA 24.0 $ 2,500.00 $ 60,000.00 : 104 REMOVE
OLD CONCRETE (PVMT.) SY 6,440 $ 3.00 $ 25,320.00 110 EXCAVATION (ROADWAY) CY 16000 $ 3.20 $ 51,200,00 132 EMBANKMENT (ORDINARY COMPACTION) CY 2,000 $ 8.50 $ 17.000.00 260 LIME TREATED
SUBGRADE (6 in) (Mainline) SY 15.200 $ 3.00 $ 45,600.00 360 CONCRETE PAVEMENT (l0irll.(Mainline) SY 15,200 $ 31.00 $ 471.200.00 , 360 MONOLITHIC CURB (TYPE All6 in) LF 7,500 $ 2.00 $
15,000.00 I 500 MOBILIZATION LS 􀁾􀁈􀀠70,000.00 $ 70,000.00 : 502 BARRICADES, SIGNS AND TRAFFIC HANDLING LS 100,000.00 $ 100,000.00 ; 666 REFLECT PAVE MARKINGS LF 1.50 $ 30,000.00 I
• LIGHTING LF 3,400 $ 35.00 $ 119 000.00 . TRAFFIC SIGNALS (PER INTERSECTION) EA 2 $ 120,000.00 $ 240000.00 681 TEMPORARY TRAFFIC SIGNAL EA 2 $ 10000.00 $ 20,000.00 LANDSCAPING LS 1
$ 100,000.00 $ 100,000.00 INLETS EA 5 $ 2500.00 $ 12,500.00 MANHOLES EA 5 $ 5,000.00 $ 25,000.00 LATERALS LF 50 $ 50.00 $ 2,500.00 24"RCP LF 3,000 $ SO.OO $ 150,000.00 30" RCP LF 220
$ 65.00 $ 14,300.00 36" RCP LF 500 S 80.00 $ 40,000.00 2 -10' X 7' RCBC LF 130 $ 850.00 $ 110,500.00 HEADWALL CONCRETE CY 30 $ 600.00 $ 18,000.00 REMOVE CONCRETE CHANNEL LINING SY 700
$ 10.00 $ 7,000.00 REMOVEIREPLACE CONCRETE CHANNEL LINING SY 200 $ 60.00 $ 12,000.00 OTHER UTILITY RELOCATIONS LS 1 $ 15,000.00 $ 15,000.00 RIGHT-OF-WAY LS 1 $ 1,540.000.00 $ 1,540,000.00
DEMOLITION LS 1 $ 100,000.00 $ 100,000.00 SUBTOTAL $ 3411,120.00 20% CONTINGENCY $ 682224.00 TOTAL CONSTRUCTION COST $ 4,093,344.00 
ITEM NO 100 104 110 132 260 360 360 423 500 502 666 • · 681 · TOWN OF ADDISON, TEXAS HNTB 1 GBW Engineers 02116199 ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE ENGINEER'S OPINION
OF PROBABLE CONSTRUCTION COST OPTION 5· SURVEYOR BLVD. TO ADDISON ROAD· Phase 2 ITEM DESCRIPTION UNIT QUANTITY ENGINEERS ESTIMATE ROADWAY UNIT PRICE AMOUNT PREP. & MAINT. OF RIGHT -OF·WAY
STA 54.0 $ 2,500.00 $ 135,000.00 REMOVE OLD CONCRETE (PVMT.) SY SOD $ 3.50 $ 1.7SO.00 EXCAVATION IROADWAY) CY 7,000 $ 3.20 $ 22,400.00 EMBANKMENT (ORDINARY COMPACTION) CY 34,000 $ B.50
$ 289,000.00 LIME TREATED SUBGRAOE (6 in) 􀀨􀁍􀁡􀁩􀁮􀁬􀁩􀁾􀁥􀀩􀀠 SY 24,200 $ 3.00 $ 72,600,00 CONCRETE PAVEMENT 110 in) 􀁻􀁍􀁡􀁩􀁮􀁬􀁩􀁮􀁾􀀻􀀠 SY 23,200 $ 31.00 $ 7,19,200.00 MONOLITHIC
CURB (TYPE A) (6 in) LF 11,500 $ 2.00 $ 23,000.00 RETAINING WALL (CAST IN PLACE) SF 21,000 $ 32.00 $ 672,000.00 MOBILl2A TION LS 1 $ 100,QOO,00 $ 1.00,000.00 BARRICADES, SIGNS AND TRAFFIC
HANDLING LS 1 $ 100.000.00 $ 100,000.00 REFLECT PAVE MARKINGS LF 25.000 $ 1.50 $ 37,500.00 LIGHTING LF 5,400 $ 35.00 $ 189,000.00 TRAFFIC SIGNALS (PER INTERSECTION) EA 1 $ 120,000.00
$ 120,000.00 RAILROAD SIGNALS, CROSSING EA 2 $ 250,000.00 $ 500000.00 TEMPORARY TRAFFIC SIGNAL EA 1 $ 10.000.00 $ 10000.00 LANDSCAPING LS 1 $ 150000.00 $ 150,000.00 STRUCTURE SF 51,000
$ 35.00 $ 1,785,000.00 INLETS EA 25 $ 2,500.00 $ 62.500.00 MANHOLES EA 5 $ 5,000.00 $ 25.000.00 LATERALS LF 1,180 $ 50.00 $ 59,000.00 24"RCP LF 3000 $ SO.OO $ 150,000.00 30" RCP LF 1,310
$ 65.00 $ 85,150.00 36"RCP LF 500 $ 80.00 $ 40.000.00 6'X S' RCBC LF 260 $ 250.00 $ 65,000.00 rXS'RCBC LF 400 $ 300.00 $ 120,000.00 9'XS' RCBC LF 500 $ 350.00 $ 175,000.00 2-7'XS·RCBC
LF 800 $ 550.00 $ 440,000.00 2·9' X 5' RCBC LF 1,460 $ 700.00 $ 1,022,000.00 2-10'XS'RCBC LF 920 $ 800.00 $ 736,000.00 HEAOWALL CONCRETE CY 30 $ 600.00 $ 18,000.00 REMOVE CONCRETE CHANNEL
LINING SY 10,500 $ 10.00 .$ 105.000.00 REMOVE/REPLACE CONCRETE CHANNEL LINING SY 1100 $ 60.00 $ 66,000.00 OTHER UTILITY RELOCATIONS LS 1 $ 70000.00 $ 70,000.00 RIGHT-OF·WAY LS 1 $ 2,650,000.00
$ 2,6S0,000.00 DEMOLITION LS 1 $ 100,000.00 $ 100,000.00 SUBTOTAL $ 10,915,100.00 20% CONTINGENCY $ 2,183.020.00 TOTAL CONSTRUCTION COST $ 13,098,120.00 
", '.. .",". .": -" PROPOSED ARAPAHO ROAD EXTENSION TECHNICALlY PREfERRED .ALIGNMENT TOWN OF ADDISON EXHIBIT E 
, '" [: [} [1 . j '. r1 [ [ . -.. PROPOSED ARAPAHO ROAD EXTENSION RIGHT OF WAY STRIP MAP TOWN OF ADDISON EXHIBIT F li