1 . 1 ; r 
& Waldbauer Engineers, Inc. January 13, 1999 John Baumgartner, P.E. City Engineer Town ofAddison 16801 Westgrove Drive Addison, Texas 75001 Ref: Agreement for Update of Study for Two
Proposed Union Pacific Railroad Crossings Dear Mr. Baumgartner: GBW Engineers, Inc. (GBW) is pleased to provide this agreement to update a study for two proposed Union Pacific railroad
crossings in the Town ofAddison. GBW has prepared the following Scope of Services for this project: • Edit the existing report to incorporate comments from the Town of Addison including
more recent traffic numbers. • Review the report and make any other appropriate revisions. • Incorporate color graphics in the report exhibits. • Prepare ten final copies ofthe final
report including any City comments on a draft submittal. GBW proposes to complete the aforementioned Scope ofServices for a fixed fee of$900. Ifyou have any questions or would like to
discuss this proposal further, please do not hesitate to call. Very truly yours, APPROVED BY: ruce Grantbam, P.E. President Town of Addison Date BG/gg C,IWPDOCS\PROPOSALIADDISONIRR·R!'TUR
Tel (972) 84()'1916 Fax (972) 8-10·2156 1919 S. Shiloh Road. Suite 530. LB. 27. Garland. Texas 75042 
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ALIGNMENT STUDY CONCLUSIONS AND RECOMENDATIONS ARAPAHO ROAD EXTENSION Town of Addison, Texas PROJECT DESCRIPTION The project consists of alignment studies, determination of right-of-way
needs, meetings with property owners, and the preparation of right of way documents for Arapaho Road, from Addison Road to Marsh Lane. HISTORY OF STUDIED ALIGNMENTS The Town of Addison
and our project team defined a design corridor earlier this year for the Arapaho Road extension. This corridor generally runs near or adjacent to the railroad track from Addison Road,
to just east of Surveyor Boulevard. The corridor angles toward the southwest, as it crosses Surveyor Boulevard, then turns back to the west to follow the existing Realty Road to the
Marsh Lane intersection. Within the design corridor, a preferred horizontal alignment has been established, with the exception of sections of roadway approximately 2,500 feet long bisected
by the Midway Road intersection. Alternatives Considered for the Midway Road Section In recent months, the following alternatives have been evaluated for the Midway Road section: 1.
Overpass with ramps on the north side, requiring building acquisition(s) in this section. 2. Underpass with ramps on the north side (same horizontal alignment as Alternative 1). 3. Overpass
without ramps (same horizontal alignment as Alternative 1). 4. Underpass without ramps (same horizontal alignment as Alternative 1). 5. Overpass without ramps, requiring no building
acquisition in this section. 6. Underpass without ramps (same horizontal alignment as Alternative 5). 7. Overpass with ramps on the south side (same horizontal alignment as Alternative
1). 8. Underpass with ramps on the south side (same horizontal alignment as Alternative 1). 9. Intersection at-grade. HNTB Corporation Page 1of 10 December 23, 1998 
CORRIDOR DESCRIPTIONS There are six alternates being pursued at the present. From these six alternates, one will be chosen to implement for the project. The alternates are described
in detail below, with a brief list of major issues associated with each alternate. Alternate names in the following section correspond to the roll plot drawings that were submitted to
the Town of Addison, Texas. 1. ALTERNATE 1 -OVERPASS AT MIDWAY ROAD WITH RAMPS ON mE NORTH SIDE OF PROPOSED ARAPAHO ROAD Alternate 1 has the same beginning and ending points as all of
the alternates. The corridor begins at the Marsh Lane and the Realty Lane intersection on the west end. From this pOint, the corridor remains on the existing alignment of Realty Road,
to a point of curve south of the existing substation, west of Surveyor Boulevard. From there, the alignment follows on an angle south of the existing pump station and elevated storage
tank, to a point of curve on the south and west side of the ground storage tank. The alignment then parallels the railroad right-of-way to a point in front of the MBNA Building fronting
on Centurion Way. The corridor then curves to the right and proceeds east, perpendicular with Midway Road, approximately 200 feet south of the existing at-grade crossing with the railroad.
Once through Midway Road, the corridor curves to the left and follows parallel to the railroad right-of-way. The corridor then makes two at-grade crossings with wye tracks south of the
east-west rail corridor, just west of Addison Road. Once on the east side of the tracks, the corridor ties into the future intersection of Arapaho Road and Addison Road on the east end.
The proposed roadway would essentially be placed at existing grade for most of its entire length, except for the potential condition at Midway Road. The overpass at Midway Road would
be a three-span precast prestressed I-beam bridge. The ramps associated with this alternate would be on the north side of this alternate between the proposed roadway and the railroad
right-of-way. The ramps would be at-grade and would tie into the proposed roadway at a point where the project grade line returns to the existing grade. This alternate has several major
issues of importance. • GEOMETRY -Geometrically the only issue is the ramp geometry. In order to tie-in with the proposed roadway, the ramp speed is controlled by the vertical alignment
to a design speed of 25mph, resulting in a differential of more than lOmph between the ramp and the mainline. HNTB Corporation Page 20f 10 December 23, 1998 
• SAFETY -A major safety issue is associated with the merge area for the westbound on ramp from Midway Road. The conditions may not allow for desired design speed, due to AASHTO guidelines
for stopping sight distance and intersection sight distance. The taper rates from the Manual on Uniform Traffic Control Devices are also possible areas where deficiencies may occur with
this corridor. The issues can be improved by lowering design speeds on the ramp or by creating a stop or signaled condition at the on ramp terminal. • RIGHT-OF-WAY -Impacts include the
purchase of one or probably two buildings at Midway Road. The corridor also requires that a building at Addison Road be purchased as well as some of the mini storage facility at Surveyor
Boulevard. • CONSTRUCfIBILITY -The issues include construction sequencing for the overpass erection and relocation of the concrete surface ditch. This alternate does not affect the 60-inch
Dallas Water Utilities transmission main. There are no foreseen impacts to the underground franchise utilities at Midway Road. • COST -This corridor is predicted to be the most costly
alternate excluding the cost of right-of-way acquisition. 2. ALTERNATE 2 -UNDERPASS AT MIDWAY ROAD WITH RAMPS ON THE NORTH SIDE OF PROPOSED ARAPAHO ROAD The underpass horizontal alignment
is the same as its overpass counterpart. Vertically, the corridor will underpass existing Midway Road. The corridor will require that Midway Road traffic be placed on a precast prestressed
concrete structure. This alternate has several major issues of importance. • GEOMETRY -The issues are the same as the previous alternate. • SAFETY -The issues are the same as the previous
alterna. e provision of adequate underpass lighting and provision of adequate drainage prevent flooding during heavy rainfall. • ruGHT-OF-WAY -The issues are the same as the previous
alternate. • CONSTRUCTIBILITY -The issues include construction sequencing for the underpass construction and relocation of the concrete surface ditch. This alternate does not affect
the 60-inch Dallas Water Utilities transmission main, but its location is quite close and behind the retaining walls along the depressed section of roadway. The underground franchise
utilities at Midway Road will require relocation with service maintained with temporary bypass facilities. HNTB Corporation Page 3 of 10 December 23, 1998 
• COST -This corridor is predicted to be one the most economic alternates, excluding the cost of right-of-way acquisition and any lane-hour charges for reducing the number of lanes on
Midway Road while the bridge is being constructed. 3. ALTERNATE3-OVERPASS AT MIDWAY ROAD WITHOUT RAMPS ON THE NORTH SIDE OF PROPOSED ARAPAHO ROAD The overpass corridor follows the same
horizontal and vertical alignment alternates with ramps. This alternate has several major issues of importance. • GEOMETRY -There are no negative geometric issues with this corridor.
• SAFETY -There are no negative safety issues with this corridor. • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. • CONSTRUCTIBIUTY -The issues are the same as the
alternate with ramps. • COST -This corridor is predicted to be one the most economical alternatives, excluding the cost of right-of-way acquisition and any traffic congestion for reducing
the number of lanes on Midway Road while the bridge is being constructed. 4. ALTERNATE 4 -UNDERPASS AT MIDWAY ROAD WITHOUT RAMPS The underpass corridor follows the same horizontal and
vertical path as its counterpart with ramps. This alternate has several major issues of importance. • GEOMETRY -The only negative geometric issue is the sag condition under Midway Road,
which will most likely require the structure to be lighted. • SAFETY -The only safety issue is the provision of adequate underpass lighting and provision of adequate drainage to prevent
flooding during heavy rainfall. • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. • CONSTRUCTIBILITY -The issues are the same as the alternate with ramps. HNTB Corporation
Page 40f 10 December 23,1998 
• COST -This corridor is predicted to be the most economical alternate excluding the cost of right-of-way acquisition and any costs related to the reduction of traffic for reducing the
number of lanes on Midway Road while the bridge is being constructed. 5. ALTERNATE 5 -OVERPASS WITHOUT RAMPS -NO TAKING OF CHARTER FURNITURE WAREHOUSE The alignment of Arapaho Road for
this alternative would parallel the railroad tracks at project crossing of Midway Road. The issues related to this alternate are: • GEOMETRY -The alignment would be on straight tangent,
parallel to tracks. • SAFETY -No significant safety issues foreseen. • RIGHT-OF-WAY -The alternative would not require the acquisition of the Charter Furniture building if roadway clearance
of only 9 feet would be acceptable to the Town of Addison and Property Owner. • CONSTRUCTIBILITY -Same as Alternate 1, except retaining walls would require relocation of Dallas Water
Utilities (DWU) 60-inch water line. • COST -The cost of this alternative is essentiaHy the same as underpass alternative, Alternate 1. 6. ALTERNATE 6 -UNDERPASS WITHOUT RAMPS -NO TAKING
OF CHARTER WAREHOUSE The alignment for Alternate 6 is the same as Alternate 5. The issues related to this alternate are: • GEOMETRY -Same as Alternate 5. • SAFETY -Sight distance in
sag vertical curve-Flooding in Heavy Rainfall. • RIGHT-OF -WAY -Same as Alternate 5. • CONSTRUCTIBILITY -Requires construction and placement of retaining wall very close to and below
the elevation of DWU 60-inch water line. Relocation of the water line is recommended. HNTB Corporation Page 5 of 10 December 23, 1998 
• COST -The cost of this alternate is approximately 5-percent greater than Alternate 5. Traffic Analysis The North Central Texas Council of Governments (NTCOG) prepared traffic assignments
for the year 2020 for five alternatives fur the Arapaho Road Extension. These alternatives are described below. • "No Build" Alternative -What is the impact on adjacent streets if Arapaho
Road is not extended? • "At-Grade" Alternative -Arapaho Road extended with its intersection with Midway Road at-grade. • "Grade-Separated" Alternative -Arapaho Road Extended with a grade
separation at Midway Road without ramps. • "Ramps on the North Side" Alternative -Arapaho Road extended with a grade separation at Midway Road and ramps on the north side of Arapaho
Road. • "Ramps on the South Side" Alternative -Arapaho Road extended with a grade separation at Midway Road and ramps on the south side of Arapaho Road. Projected Traffic Volumes The
table below presents a summary of projected traffic impacts for the extension of Arapaho Road Road with its intersection at Midway Road grade separated without ramps. Roadway Section
Projected Daily Traffic Volumes by Year 2020 "No Build" "Grade Separated" Arapaho Road Addison Road to Midway Road 17,000 Midway Road to Marsh Lane 13,000 Belt Line Road Addison Road
to Midway Road 58,000 54,000 Midway Road to Surveyor 47,000 42,000 Midway Road North of Arapaho Road 52,000 44,000 South of Arapaho Road 58,000 46,000 As shown in the above table, the
extension of Arapaho Road from its current terminus to Marsh Lane reduces projected traffic on Belt Line and Midway Roads. Year 2020 volumes on Belt Line Road are projected to be approximately
5,000 vehicles per day (vpd) less with Arapaho Road HNTB Corporation Page 60f 10 December 23, 1998 
extended. Volumes on Midway Road are projected to be reduced 8,000 to 12,000 vpd. Arapaho road is projected to carry 17,000 vpd east of Midway Road and 13,000 vpd west of Midway Road.
The section of Arapaho Road, east of Midway Road, should be constructed as a four-lane divided facility. based on projected traffic volumes. West of Midway Road, Arapaho Road can be
constructed as a four-lane undivided roadway. In summary, traffic projections prepared by NTCOG indicate that the extension of Arapaho Road to Marsh Lane will aid in reducing the projected
future traffic on Belt Line and Midway Roads. Evaluation of Final Alternatives for Midway Road Section The alignment alternative numbers used in this section are the same as those listed
on Page 1 of this report. Horizontal and vertical alignments, along with Opinions of Probable Cost, were prepared for Alternatives 1 through 5. These costs are included in a matrix of
issues related to these alternatives, in addition to Alternative 6. Due to extensive utility relocations in a tight construction corridor, the viability of Alternative 6 is questionable
at this point. If the Town of Addison wishes to pursue this alternative, further coordination would be necessary with Dallas Area Rapid Transit (DART) and DWU prior to developing an
Opinion of Probable Cost. A discussion of the issues described in the attached matrix are provided below: • Charter Furniture Building Take -Moving the alignment south of the railroad
provides space between Arapaho Road and the railroad right-of-way (ROW) for the existing 6O-inch DWU water line and the proposed double 9-foot x 5-foot box culverts. • MNBA Building
Take -Without taking the MNBA building, there is insufficient room to create a safe merge condition for the westbound entry ramp onto Arapaho Road. The lack of sight distance at the
merge is more severe with the overpass than the underpass, due to the additional distance for merging the vertical alignment. The underpass alternative is not recommended without a stop
condition on the ramp traffic. • Relocate DWU Water Line -There is 81 feet from the railroad ROW to the face of the Charter Furniture building. Consequently, the DWU water line, which
is located approximately 7 feet off the railroad ROW, would need to be relocated with Alternative 6 (underpass). Using a four-lane undivided roadway with lI-foot lanes for Alternative
5 (overpass), and providing a 15-foot easement for DWU, the south overpass wall would be located approximately 9 feet from the Charter Furniture building. If a sidewalk were provided
across the ramp for emergency access, the separation from the wall to the furniture building would be reduced to 4 feet. HNTB Corporation Page 7 of 10 December 23, 1998 
• Noise -Although truck traffic is likely to be low on the Arapaho Road extensions. noise may still be a source of complaint from affected business owners if an overpass is constructed.
If automobile traffic is the predominate source of noise, such noise is primarily due to tire noise at pavement level. Asphalt surfacing has been known to reduce tire noise and might
be considered if automobile noise is an issue. Additionally the normal height traffic barrier could be increased to provide some insertion loss or a full height noise barrier may be
in order. • Realign Midway for Construction Sequence -If the underpass were selected, a probable construction sequence would require the removal of one half of Midway Road at a time.
In conjunction, Midway Road would have to be realigned and narrowed to four lanes through the construction zone on two occasions. The underpass construction could affect Midway Road
in this manner for up to a year. • Sump Storm Sewer -All the underpass options would require the draining of the roadway under Midway Road. There appears to be sufficient grade to install
a storm sewer from inlets in the depressed roadway to the concrete channel west of Surveyor. • Move Box Culvert to North Side of Railroad Right-of-Way -Alternative 6 (underpass) would
require the installation of double 9-foot x 5-foot box culverts on the north side of the railroad. If a minimal separation were to be provided from the box culverts to an existing 12-inch
sanitary sewer line, the edge of the boxes would be approximately five feet from several existing buildings. In addition, multiple drainage 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. Other Project Issues Two other issues of note have been discussed,
outside the limits of the Midway Road section. 1. Railroad Spur Crossings The two railroad spur crossings just west of Addison Road could prove difficult and time-consuming to obtain.
We recommend recommend that coordination begin with DART as soon as a final alignment has been selected. 2. 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 on adjacent parking lots and
driveways. The roadway could still be widened for turn lanes at Midway Road and Surveyor Boulevard. HNTB Corporation Page 8 of 10 December 23, 1998 ..'
Conclusions and Recommendations The primary goal, which has been expressed by Town of Addison staff for this project, is to relieve congestion on Belt. Line Road. All the alternatives
will provide some relief to Belt Line Road, however, no one alternative clearly stands out as preferred. The attached matrix presents a comparison associated with each alternative. Three
overpass and three underpass alternatives were evaluated, and in each case, the corresponding underpass alternative was more expensive, given that the extensive utility relocations required
for Alternative 6 would result in its cost exceeding that of Alternative 5. An underpass would be more visually appealing than an overpass, however, the narrowing of Midway Road would
increase traffic delays during the estimated 12 months of construction. Although a mnnel would create less noise impact, only five commercial buildings are located within the overpass
limits on both sides of the railroad, including the Charter Furniture building. If Town of Addison staff are comfortable with an overpass at this location, we would recommend that one
of the overpass alternatives be selected. Of the three overpass alternatives analyzed, Alternative 5 pushes the south overpass wall within 9 feet of the Charter Furnimre building without
a sidewalk for emergency access on the overpass. In addition, it would require DWU to accept 15 feet for maintenance of their 60-inch water line. This is their normal easement width
for a much smaller service line. AJternalive 3, like Alternative 5, has no ramps. Although it would require the purchase of the Charter Furnimre building, this extra cost would be largely
offset by construction cost savings. In addition, the purchase of this property would make for less constricted construction in this area. Alternative 1 requires the purchase of the
Charter Furnimre and MNBA buildings in order to make the entry ramp onto Arapaho Road safe at the merge point. Alternative 3 could be constructed with an exit ramp only, and no entry
ramp. Therefore, the benefit of the entry ramp may be compared with the cost of the MNBA building to determine its justification. HNTB Corporation Page 9of 10 December 23, 1998 
ADDISON ALIGNMENT ALTERNATIVES Midway Road Section -Matrix of Issues ALTERNA TIVE 1 !, Overpass with ramps on north DESCRIPTION OF side ISSUE ! Separated from Alignment railroad right-of-Description
way Charter furniture Yes building take MBNA building take Yes (for ramp safety) -------""--------Relocate DWU No water line Noise Yes Realign Midway for construction No sequence (4
lanes) Sump storm sewer No Move box culvert to north side of R/R; No other utility relocations Opinion of Probable $19,708,065 Cost (with 20% (+ buildings) contingency) ------------------------------
-----ALTERNATIVE 2 ALTERNATIVE 3 ALTERNATIVE 4 Underpass with Overpass Underpass ramps on north without ramps without ramps side Same as 1 Same as 1 Same as 1 Yes Yes Yes Probably No
No No No No ----. No Yes No ------Yes No Yes Yes No Yes No No No $21,920,110 $19,669,785 $21,881,830 (+ buildings) ( + building) ( + building) ALTERNATIVE 5 Overpass without ramps; without
building take Adjacent to railroad right-ofway No No Possibly r----Yes Yes No No No $21,809,772 -------------ALTERNATIVE 6 Underpass without ramps; without building take Same as 5 No
No Yes ----No Yes ---Yes Yes N/A -------HNTB Corporation Page 10 of 10 December 23,1998 -, 
Gary B. Crouch, CCIM, CPM 1000 Two Galleria Tower 13455 Noel Road Dallas. Texas 15240 972·118-8128 Fax 912·118·8181 www.iptrack@gte.net -
1")•.-'2./' f Y ALIGNMENT sruny CONCLUSIONS AND RECCOMENDATIONS ARAPAHO ROAD EXTENSION Town of Addison, Texas PRomer DESCRIPTION The project consists of alignment studies, determination
of right-of-way needs, meetings with property owners, and the preparation of right of way documents for Arapaho Road, from Addison Road to Marsh Lane. mSTORY OF STUDIED ALIGNMENTS The
Town of Addison and our project team defined.,a desigfl corridor earlier this year for the Arapaho Road extension. This corridor generally runs near or adjacent to the railroad track
from Addison Road to just east of Surveyor Boulevard. The corridor angles toward the southwest as it crosses Surveyor Boulevard, then turns back to the west to follow the existing Realty
Road to the Marsh Lane intersection. Within the design corridor, a preferred horizontal alignment has been established, with the exception of a 2,500 ±_foot section of roadway centered
around the Midway Road intersection. Alternatives Considered for the Midway Road Section In recent months, the following alternatives have been evaluated for the Midway Road section:
1. Overpass with ramps on the north side requiring building acquisition(s) in this section. \, ./'Ii" 2. Underpass with ramps on the north side (same horizontal alignment as Alternative
1). 3. Overpass without ramps (same horizontal alignment as Alternative 1). 4. Underpass without ramps (same horizontal alignment as Alternative 1). 5. Overpass without ramps requiring
no building acquisition in this section. 6. Underpass without ramps (same horizontal alignment as Alternative 5). 7. Overpass with ramps on the south side (same horizontal alignment
as Alternative 1). 8. Underpass with ramps on the south side (same horizontal alignment as Alternative 1). 9. Intersection at-grade. HNTB Corporation Page 1 of 10 December 14, 1998 
CORRIDOR DESCRIPTIONS There are six alternates being pursued at the present. From these six alternates, one will be chosen to implement for the project. The alternates are described
in detail below, with a brief list of major issues associated with each alternate. Alternate names in the following section only correspond to the roll plot drawings that were submitted
to the Town of Addison, Texas. 1. ALTERNATE 1 -OVERPASS AT MIDWAY ROAD WITH RAMPS ON THE NORTH SIDE OF PROPOSED ARAPAHO ROAD Alternate 1 has the same beginning and ending points as all
of the alternates. The corridor begins at the Marsh Lane and Realty Lane intersection on the west end. From this point, the corridor remains on the existing alignment of Realty Road,
to a point of curve south of the existing substation west of Surveyor Boulevard. From there, the alignment follows on an angle south of the existing 􀁰􀁾􀁯􀁮and elevated storage tank,
to a point of curve on the south and west side of the storage tank. The alignment then parallels the railroad right-of-way to a point in front of the MBNA Building fronting on Centurion
Way. The corridor then curves to the right and proceeds east, perpendicular with Midway Road, approximately 200' south of the existing at-grade crossing with the railroad. Once through
Midway Road, the corridor curves to the left and follows parallel to the railroad right-of-way. The corridor then makes two at-grade crossings with wye tracks south of the east-west
rail corridor, just west of Addison Road. Once on the east side of the tracks, the corridor ties into the future intersection of Arapaho Road and Addison Road on the east end. The proposed
roadway would essentially be placed at existing grade for most of its entire length, except for the potential condition at Midway Road. The overpass at Midway Road would be a three-span
precast prestressed I-beam bridge. The ramps associated with this alternate would be on the north side of this alternate between the proposed roadway and the railroad right-of-way. The
ramps would be at-grade and would tie into·the proposed roadway at a point where the project grade line returns to the existing grade,' ," This alternate has several major issues of
importance. • GEOMETRY -Geometrically the only issue is the ramp geometry. In order to tie-in with the proposed roadway, the ramp speed is controlled by the vertical alignment to a design
speed of 25mph, resulting in a differential of more than lOmph between the ramp and the mainline. • SAFETY -A major safety issue is associated with the merge area for the westbound on
ramp from Midway Road. The conditions may not allow for desired design speed, due to AASHTO guidelines for stopping sight distance and intersection sight distance. The taper rates from
the Manual on Uniform Traffic Control Devices are also possible areas where HNTB Corporation Page 2 of 10 December 14, 1998 
terminal. deficiencies may occur with this corridor. But, the issues can be improved by lowering design speeds on the ramp or by creating a stop or signaled condition at the on ramp
• RIGHT-OF-WAY -Impacts include the purchase of one and probably two buildings at Midway Road. The corridor also requires that a building at Addison Road be purchased as well as some
of the mini storage facility at Surveyor Boulevard. • CONSTRUcrIBILJTY -The issues include construction sequencing for the overpass erection and relocation of the concrete surface ditch.
This alternate does not affect the 60" Dallas Water Utilities transmission main. There are no foreseen impacts to the underground franchise utilities at Midway Road. • COST -This corridor
is predicted to be the most costly alternate excluding the cost of right-of-way acquisition. 2. ALTERNATE 2 -UNDERPASS AT MIDWAY ROAD WITH RAMPS ON THE NORTH SIDE OF PROPOSED ARAPAHO
ROAD The underpass horizontal alignment is the same as its overpass counterpart. Vertically, the corridor will underpass existing Midway Road. The corridor will require that Midway Road
traffic be placed on a precast prestressed concrete structure. This alternate has several major issues of importance. • GEOMETRY -The issues are the same as the previous alternate. •
SAFETY -The issues are the same as the previous alternate. • RIGHT-OF-WAY-The issues are the same as the previous alternate. ,....... • CONSTRUcrIBILJTY -The issues include construction 􀁳􀁥􀁱􀁾􀁥􀁮􀁣􀁩􀁮􀁧􀀠fo the underpass construction and relocation of
the concrete surface ditch. This alternate es not affect the 60" Dallas Water Utilities transmission main, but would require , behind the retaining walls aiong the depressed section
of roadway. The 􀁵􀁮􀁤􀁾􀁲􀁧􀁲􀁯􀁵􀁮􀁤􀀠franchise utilities at Midway Road will require relocation and have to be maintained with temporary. • COST -This corridor is predicted to be
one the most economic alternates excluding the cost of right-of-way acquisition and any lane-hour charges for reducing the number of of lanes on Midway Road while the bridge is being
constructed. 1 HNTB Corporation Page 30fl0 December 14, 1998 
3. ALTERNATE 3 -OVERPASS AT MIDWAY ROAD WITHOUT RAMPS ON THE NORTH SIDE OF PROPOSED ARAPAHO ROAD The overpass corridor follows the same horizontal and vertical alignment alternates with
ramps. This alternate has several major issues of importance. • GEOMETRY -There are no negative geometric issues with this corridor. • SAFETY -There are no negative safety issues with
this corridor. • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. • CONSTRUCfIBILITY -The issues are the same as the alternate with ramps. • COST -This corridor is
predicted to be one the most economical alternatives, excluding the cost of right-of-way acquisition costs and any traffic congestion cost for reducing the number of lanes on Midway
Road while the bridge is being constructed. 4. ALTERNATE 4 -UNDERPASS AT MIDWAY ROAD WITHOUT RAMPS The underpass corridor follows the same horiZontal and vertical path as its counterpart
with ramps. \ This alternate has several major issues of importance. • GEOMETRY -The only negative geometric issue is the sag condition under Midway Road will most likely require the
structure to be lighted. • SAFETY -The only safety issue is the underpass lighting. ".,..... • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. . 􀁾􀀠• CONSTRUCfIBILITY
-The issues are the same as the alternate with ramps. • COST -This corridor is predicted to be the most economical alternate excluding the cost of right-of-way acquisition and any costs
related to the reduction of traffic for reducing the number of lanes on Midway Road while the bridge is being constructed. HNTB Corporation Page 40f 10 December 14, 1998 
5. ALTERNATE 5 -OVERPASS WITHOlIT RAMPS -NO TAKING OF CHARTER FURNITURE WAREHOUSE The alignment of Arapaho Road for this alternative would parallel the railroad tracks at project crossing
of Midway Road. The issues related to this alternate are: • GEOMETRY -The alignment would be on straight tangent, parallel to tracks. • SAFETY -No safety issues except sight distance
of vertical geometry. • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. • CONSTRUCTIBILITY -Same as Alternate 1, except retaining walls would require relocation of
DaIlas Water Utilities (DWU) 60" water line. • COST -The cost of this alternative is essentially the same as underpass alternative, Alternate 1. 6. ALTERNATE 6 -UNDERPASS WITHOlIT RAMPS
-NO TAKING OF CHARTER WAREHOUSE The alignment for Alternate 6 is the same as 'Alternate 5. The issues related to this alternate are: • GEOMETRY -Same as Alternate 5. • SAFETY -Sight
distance in sag vertical cu -Flooding in Heavy Rainfall. • RIGHT-OF-WAY -Same as Alternate 5. • CONSTRUCTIBILITY -Requires construction and placement of,:retaining wall very close to
and below the elevation of DWU 60" water line. Relocation of the water line is recommended. • COST -The cost of this alternate is approximately 5-percent greater than Alternate 5. HNTB
Corporation Page 5 of 10 December 14, 1998 
7. ALTERNATE 7 -UNDERPASS WITHOUT RAMPS -NO TAKING OF CHARTER WAREHOUSE The other alternatives considered in preliminary designs have been dropped from further consideration due to drainage
and utility conflicts. Traffic Analysis The North Central Texas Council of Governments (NTCOG) prepared traffic assignments for the year 2020 for the five alternatives for the Arapaho
Road Extension. These alternatives are described below. • "No Build" Alternative -What is the impact on adjacent streets if Arapaho Road is not extended? • "At-Grade" Alternative -Arapaho
Road extended with its intersection with Midway Road at-grade. • "Grade-Separated" Alternative -Arapaho Road Extended with a grade separation at Midway Road without ramps. • "Ramps on
the North Side" Alternative -Arapaho Road extended with a grade separation at Midway Road and ramps on the north side of Arapaho Road. • "Ramps on the South Side" Alternative -Arapaho
Road extended with a grade separation at Midway Road and ramps on the south side of Arapaho Road . .' Projected Traffic Volumes The table below presents a summary of projected traffic
impacts for the extension of Arapaho Road with its intersection at Midway Road grade separated without ramps. Roadway Section Projected Daily Traffic Volumes by Year 2020 , ,.. .. "No
Build" "C'rade Separated" Arapaho Road Addison Road to Midway Road 17,000 Midway Road to Marsh Lane 13,000 Belt Line Road Addison Road to Midway Road 58,000 54,000 Midway Road to Surveyor
47,000 42,000 Midway Road North of Arapaho Road 52,000 44,000 South of Arapaho Road 58,000 46,000 HNTB Corporation Page 60f 10 December 14, 1998 
1 A, 􀀬􀁨􀀢􀁾􀀠;0 ili••,,"w .b1•• ili. 􀁾􀀭􀀻􀀯􀁭􀁾􀀬􀀢􀀢􀀠Rooo from "' wrr.rn "'"runn, '" MM,h Lane reduces projected traffic on Belt 􀁌􀁩􀁾􀁾Midway Roads. Year 2020 volumes on Belt
Line Road are projected to be 􀁡􀁰􀁰􀁲􀁯􀁸􀁩􀁭􀁡􀁴􀁥􀁬􀁾􀀠vehicles per day (vpd) less with Arapaho Road extended. Volumes on Midway Road are projected to be reduced 8,000 to 12,000 vpd.
Arapaho road is projected to carry 17,000 vpd east of Midway Road and 13,000 vpd west of Midway Road. The section of Arapaho Road, east of Midway road, should be constructed as a four-lane
divided facility based on projected traffic volumes. West of Midway Road, Arapaho Road can be constructed as a four-lane undivided roadway. In summary, traffic projections prepared by
NTCOG indicate that the extension of Arapaho Road to Marsh Lane will aid in reducing the projected future traffic on Belt Line and Midway Roads. Evaluation of Final Alternatives for
Midway Road Section The alignment names in the following sections are as follows: 1. Overpass with with ramps on the north side requiring building acquisition(s) in this section. 2.
Tunnel with ramps on the north side (same horizontal alignment as Alternative 1). 3. Overpass without ramps (same horizontal alignment as Alternative 1). 4. Tunnel without ramps (same
horizontal alignment as Alternative 1). 5. Overpass without ramps requiring no building acquisition in this section. 6. Tunnel without ramps (same horizontal alignment as Alternative
5). 7. Overpass with ramps on the south side (same horizontal alignment as Alternative 1). 8. Tunnel with ramps on the south side (same horizontal alignment as Alternative 1). 9. At-grade.
Horizontal and vertical alignments, along with Opinions of Probable ·Cost, were prepared for Alternatives 1 through 5. These costs are included in a matrix of issues related to these
alternatives, in addition to Alternative 6. >" Due to extensive utility relocations in a tight construction corridor, the viability of Alternative 6 is questionable at this point. If
the Town of Addison wishes to pursue this alternative, further coordination would be necessary with Dallas Area Rapid Transit (DART) and DWU prior to developing an Opinion of Probable
Cost. HNTB Corporation Page 7 of 10 December 14, 1998 
A discussion of the issues described in the attached matrix are provided below: • Charter Furnirure Building Take -Moving the alignment south of the railroad provides space between Arapaho
Road and the railroad right-of-way (ROW) for the existing 60-inch DWU water line and the proposed double 9'x5' box culverts. • MNBA Building Take -Without taking the MNBA building, there
is insufficient room to create a safe merge condition for the westbound entry ramp onto Arapaho Road. The lack of sight distance at the merge is more severe with the overpass than the
underpass, due to the additional distance for merging the vertical alignment. The underpass alternative is not recommended without a stop condition oil the ramp traffic. • Relocate DWU
Water Line -There is 81 feet from the railroad ROW to the face of the Charter Fumirure building. Consequently, the DWU water line, which is located approximately seven feet off the railroad
ROW, would need to be relocated with Alternative 6 (underpass). Using a four-lane undivided roadway with 11-foot lanes for Alternative 5 (overpass), and providing a IS-foot easement
for DWU. The south overpass wall would be located approximately nine feet from the Charter Fumirure building. If a sidewalk were provided across the ramp for emergency access, the separation
from the curb to the furnirure building would be reduced to four feet. Noise -Although truck traffic is likely to be low on the Arapaho Road extensions, noise may still be a source of
complaint from affected business owners if an overpass is constructed. " Realign Midway for Construction Sequence 1 If the underpass were selected, a probable construction sequence would
require the removal of one half of Midway Road at a time. In conjunction, Midway Road would have to be realigned and narrowed to four lanes through the construction zone on two occasions.
The underpass construction could affect Midway Road in this manner for up to a year. • Sump Storm Sewer -All the underpass options would require the draining of the roadway under under
Midway Road. There appears to be sufficient grade to install a 􀁾􀁯􀁲􀁭􀀠sewer from inlets . , . m the depressed roadway to the concrete channel west of Surveyor. . • Move Box Culvert
to North Side of Railroad Right-of-Way -Alternative 6,(underpass) would require the installation of double 9'x5' box culverts on the north side ofthe railroad. If a minimal separation
were to be provided from the box culverts to an existing I2-inch sanitary sewer line, the edge of the boxes would be approximately five feet from several existing buildings. In addition,
multiple drainage 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.
HNTB Corporation Page 8 of 10 December 14, 1998 
Other Project Issues Two other issues of note have been discussed, outside the limits of the Midway Road section. 1. Railroad Spur Crossings The two railroad spur crossings just west
of Addison Road could prove difficult and timeconsuming to obtain. We recommend that coordination begin with DART as soon as a final alignment has been selected. 2. 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 on adjacent parking lots and driveways. The roadway could still be widened for turn lanes at Midway Road and Surveyor Boulevard. Conclusions and Recommendations
The primary goal, which has been expressed by Town of Addison staff for this project, is to relieve congestion on Belt Line Road. All the alternatives will provide some relief to Belt
Line Road, however, no one alternative clearly stands out as preferred. The attached matrix presents presents a comparison associated with each alternative. Three overpass and three
underpass alternatives were evaluated, and in each case, the corresponding underpass alternative was more expensive given that the extensive utility relocations required for Alternative
6 would result in its cost exceeding that of Alternative 5. An underpass would be more visually appealing than an overpass, however, the narrowing of Midway Road would increase traffic
delays during the estimated 12 months of construction. Although a tunnel would create less noise impact, only five commercial buildings are located within the overpass limits on both
sides of the railroad, including Charter Furniture. , :,.. If Town of Addison staff are comfortable with an overpass at this location, we would recommend that one of the overpass aiternatives
be'selected. >" Of the three overpass alternatives analyzed, Alternative 5 pushes the south overpass wall within nine feet of the Charter Furniture building without a sidewalk for emergency
access on the overpass. In addition, it would require DWU to accept 15 feet for maintenance of their 60" water line. This is their normal easement width for a much smaller service line.
Alternative 3, like Alternative 5, has no ramps. Although it would require the purchase of the Charter Furniture building, this extra cost would be largely offset by construction cost
savings. In addition, the purchase of this property would make for less constricted construction in this area. HNTB Corporation Page 9 of 10 December 14,1998 
Alternative 1 requires the purchase of the Charter Furniture and MNBA buildings in order to make the entry ramp onto Arapaho Road safe at the merge point. Alternative 3 could be constructed
with an exit ramp only, and no entry ramp. Therefore, the benefit of the entry ramp may be compared with the cost of the MNBA building to determine its justification. HNTB Corporation
Page 10 of 10 December 14, 1998 
.. ADDISON ALIGNMENT ALTERNATIVES Midway Road Section -Matrix of Issues ALTERNATIVE 1 Overpass with ramps on north DESCRIPTION OF side ISSUE Separated from Alignment railroad right-of-Description
way Charter furniture Yes building take MBNA building take Yes (for ramp safety) Relocate DWU No water line Noise Yes Realign Midway for construction No sequence (4 lanes) Sump storm
sewer No Move box culvert to north side of RIR; No other utility .. relocations Opinion of Probable $19.708.065 Cost (with 20% ( + buildings) contingencyl ALTERNA TIVE 2 ALTERNATIVE
3 ALTERNATIVE 4 Underpass with Overpass Underpass ramps on north without ramps without ramps side Same as 1 Same as 1 Same as 1 Yes Yes Yes Probably No No No No No . No Yes No Yes No
Yes Yes No Yes . /-, No No No $21.920.110 $19.669.785 $21.881.830 ( + buildings) ( + building) ( + building) --ALTERNATIVE 5 ALTERNATIVE 6 Overpass Underpass without ramps; without ramps;
without building without building take take Adjacent to railroad right-of-Same as 5 way No No No No No Possibly Yes Yes No Yes No No Yes Yes No $21.809.772 N/A ----------I . HNTB Corporation
Page 1 of 1 December 14, 1998 
I:I􀁾i i -J LETTER OF Job No, 25768 , The HNTB Companies TRANSMITTAL Date S!.I1e630, 14114Dalas Parkway, OeltasTe:ms 15240 (972)661-5626 December 17,1998 Arapaho Road Ext. To: James
C. Pierce Jr., P.E. Re: Asst. City Engineer Town of Addison 16801 Westgrove Dr. Addison Texas 75001 0144 WE ARE FORWARDING TO YOU: NO. OF COPIES SHEET NO. LAST DATED DESCRIPTION ..".".".""1::".,,.,
.. 1.......,',.".".".,..,...........,. ,.. 􀀱􀀿􀁥􀀮􀁾􀀺􀀢􀀬􀀱􀁓􀀮􀀬􀀩􀀿􀀿􀁾􀀮􀀠􀀮􀀬􀀮􀀱􀀢􀀬􀀬􀀺􀀬􀀺􀀬􀀬􀀺􀀻􀁑􀁾􀁾􀁣􀀮􀀨􀁬􀁉􀀮􀁥􀀮􀁁􀁲􀀨􀁬􀁾􀁩􀀧􀀮􀀱􀁾􀁉􀀨􀀩􀁦􀁾􀁾􀁥􀀮􀀮􀁁􀁲􀀮􀁡􀀬􀁰􀀮􀁡􀀮􀁨􀀨􀀩􀀬􀁾􀁸􀀮
􀁴􀀺􀁡􀁬􀁍􀀮􀁩􀁾􀁾􀁬􀁬􀀺􀁹􀀮􀁒􀀬􀀬􀁾􀀺􀀮􀀬􀀬.. """""""""""•.""+"."'".".".,,.,,''',.,,.. , .".....".".".".".".".".".".".".".."."."....".".".".." ..,,' '''''"..."."."."''."."."...,, .....".".....
..."..""""""""""".""..".".".".".."",,,,....,,'" .."..."...".""."....... I .. " .. ".. "·""..""....·..,,·· ....·,,·,,·,,·,,·," . ,.... .""......."........,......,."'".. "."".""""".."."".,,.,,
""" ...."""."!."".""... ",... .."..".""""."."."... ",,.. ,,,, ... " ... THESE ARE TRANSMmED: D For approval 􀁾􀀠For your use D As requested 􀁾􀀠For review & comment PLEASE NOTE: c .........
.....".".,.., ........ , ... "."."..... -....... , .. ,., ................................. "".................. , .... " ....... · ........... H.H «. ,..,. ,. ................ iCenterline
Of60" DWU water line shown in relationship to a Tangent alignment of Arapaho. We are having :ARS field check the distance between the RR RfW and the Charter furniture warehouse. We should
have this ,iby 12/22/98 COPVTO: Dan Becker P.E, 
2 I:I􀁾i i -) The HNTB Companies &tte 630, 14114 Datas f'a1kWey, Delas: Tams 7524{) (972) 561-562& LETTER OF TRANSMITTAL Job No. 25768 Date December 15, 1998 To: James C. Pierce, Jr.,
P.E. Asst. City Engineer Town ofAddison iP Box 144 Addison, Texas 75001-0144 Re: Arapaho Road Extension Phase II & III WE ARE FORWARDING TO YOU: NO. OF COPIES SHEET NO. LAST DATED DESCRIPTION
.,,-" .. ,.. . ...................-..-,.-".-".-.. -"...............................................................................,......,. ..·.· ....· ...·.·.. 1.·.··.··.:::..···.•••••............:
.................................... :..:..:..:..:..::.............................................................................................:..:......:..:......... THESE ARE TRANSMITTED:
o For approval o For your use o As requested 􀁾􀀠For review & comment PLEASE NOTE:··························...........................................................................................
.... I,Ifyou need additional copies, please let me knDw. ,I COPYTO: GBW Engineers Inc. Bruce Grantham P.E....,.... Jack Hatchell P.E. Daniel F. Becker P.E. 
ALIGNMENT STUDY CONCLUSIONS AND RECCOMENDATIONS ARAPAHO ROAD EXTENSION Town of Addison, Texas PROJECT DESCRIPTION The project consists of alignment studies, determination of right-of-way
needs, meetings with property owners, and the preparation of right of way documents for Arapaho Road, from Addison Road to Marsh Lane. HISTORY OF STUDIED ALIGNMENTS The Town of Addison
and our project team defined a 􀁤􀁥􀁳􀁩􀁧􀁾􀀠corridor earlier this year for the Arapaho Road extension. This corridor generally runs near or adjacent to the railroad track from Addison
Road to just east of Surveyor Boulevard. The corridor angles toward the southwest as it crosses Surveyor Boulevard, then turns back to the west to follow the existing Realty Road to
the Marsh Lane intersection. Within the design corridor, a preferred horizontal alignment has been established, with the exception of a 2,500 ±Joot section of roadway centered around
the Midway Road intersection. Alternatives Considered for tbe Midway Road Section In recent months, the following alternatives have been evaluated for the Midway Road section: 1. Overpass
with ramps on the north side requiring building acquisition(s) in this section. 2. Underpass with ramps on the north side (same horizontal alignment as Alternative 1). 3. Overpass without
ramps (same horizontal alignment as Alternative 1). 4. Underpass without ramps (same horizontal alignment as Alternative 1). 5. Overpass without ramps requiring no building acquisition
in this section. 6. Underpass without ramps (same horizontal alignment as Alternative 5). 7. Overpass with ramps on the south side (same horizontal alignment as Alternative 1). 8. Underpass
with ramps on the south side (same horizontal alignment as Alternative 1). 9. Intersection at-grade. HNTB Corporation Page 1 of 10 December 14, 1998 
CORRIDOR DESCRIPTIONS There are six alternates being pursued at the present. From these six alternates, one will be chosen to implement for the project. The alternates are described
in detail below, with a brief list of major issues associated with each alternate. Alternate names in the following section only correspond to the roll plot drawings that were submitted
to the Town of Addison, Texas. 1. ALTERNATE 1 -OVERPASS AT MIDWAY ROAD WITH RAMPS ON TIlE NORTH SIDE OF PROPOSED ARAPAHO ROAD Alternate 1 has the same beginning and ending points as
all of the alternates. The corridor begins at the Marsh Lane and Realty Lane intersection on the west end. From this point, the corridor remains on the existing alignment of Realty Road,
to a point of curve south of the existing substation west of Surveyor Boulevard. From there, the alignment follows on an angle south of the existing pump station and elevated storage
tank, to a point of curve on the south and west side of the elevated storage tank. The alignment then parallels the railroad right-of-way to a point in front of the MBNA Building fronting
on Centurion Way. The corridor then curves to the right and proceeds east, perpendicular with Midway Road, approximately 200' south of the existing at-grade crossing with the railroad.
Once through Midway Road, the corridor curves to the left and follows parallel to the railroad right-of-way. The corridor then makes two at-grade crossings with wye tracks south of the
east-west rail corridor, just west of Addison Road. Once on the east side of the tracks, the corridor ties into the future intersection of Arapaho Road and Addison Road on the east end.
The proposed roadway would essentially be placed at existing grade for most of its entire length, except for the potential condition at Midway Road. The overpass at Midway Road would
be a three-span precast prestressed I-beam bridge. The ramps associated with this alternate would be on the north side of this alternate between the proposed roadway and the railroad
right-of-way. The ramps would be at-grade and would tie into the proposed roadway at a point where the project grade line returns to the existing grade. This alternate has several major
issues of importance. • GEOMETRY -Geometrically the only issue is the ramp geometry. In order to tie-in with the proposed roadway, the ramp speed is controlled by the vertical alignment
to a design speed of 25mph, resulting in a differential of more than IOmph between the ramp and the mainline. • SAFETY -A major safety issue is associated with the merge area for the
westbound on ramp from Midway Road. The conditions may not allow for desired design speed, due to AASHTO guidelines for stopping sight distance and intersection sight distance. The taper
rates from the Manual on Uniform Traffic Control Devices are also possible areas where HNTB Corporation Page 20f 10 December 14, 1998 
deficiencies may occur with this corridor. But, the issues can be improved by lowering design speeds on the ramp or by creating a stop or signaled condition at the on ramp terminal.
• RIGHT-OF-WAY -Impacts include the purchase of one and probably two buildings at Midway Road. The corridor also requires that a building at Addison Road be purchased as well as some
of the mini storage facility at Surveyor Boulevard. • CONSTRUCflBILITY -The issues include construction sequencing for the overpass erection and relocation of the concrete surface ditch.
This alternate does not affect the 60" Dallas Water Utilities transmission main. There are no foreseen impacts to the underground franchise utilities at Midway Road. • COST -This corridor
is predicted to be the most costly alternate excluding the cost of right-of-way acquisition. 2. ALTERNATE 2 -UNDERPASS AT MIDWAY ROAD WITH RAMPS ON THE NORTH SIDE OF PROPOSED ARAPAHO
ROAD The underpass horizontal alignment is the same as its overpass counterpart. Vertically, the corridor will underpass existing Midway Road. The corridor will require that Midway Road
traffic be placed on a precast prestressed concrete structure. This alternate has several major issues of importance. • GEOMETRY -The issues are the same as the previous alternate. •
SAFETY -The issues are the same as the previous alternate. • RIGHT-OF-WAY -The issues are the same as the previous alternate. • CONSTRUCTIBILITY -The issues include construction sequencing
for the underpass construction and relocation of the concrete surface ditch. This alternate does not affect the 60" Dallas Water Utilities transmission main, but would require that it
be placed behind the retaining walls along the depressed section of roadway_ The underground franchise utilities at Midway Road will require relocation and have to be maintained with
temporary. • COST -This corridor is predicted to be one the most economic alternates excluding the cost of right-of-way acquisition and any lane-hour charges for reducing the number
of lanes on Midway Road while the bridge is being constructed. HNTB Corporation Page 3 of 10 December 14, 1998 
3. ALlERNAlE 3 -OVERPASS AT MIDWAY ROAD WITHOUT RAMPS ON THE NORTH SIDE OF PROPOSED ARAPAHO ROAD The overpass corridor follows the same horiwntal and vertical alignment alternates with
ramps. This alternate has several major issues of importance. • GEOMETRY -There are no negative geometric issues with this corridor. • SAFETY -There are no negative safety issues with
this corridor. • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. • CONSTRUCTIBILITY -The issues are the same as the alternate with ramps. • COST -This corridor is
predicted to be one the most economical alternatives, excluding the cost of right-of-way acquisition costs and any traffic congestion cost for reducing the number of lanes on Midway
Road while the bridge is being constructed. 4. ALlERNAlE 4 -UNDERPASS AT MIDWAY ROAD WITHOUT RAMPS The underpass corridor follows the same horizontal and vertical path as its counterpart
with ramps. This alternate has several major issues of importance. • GEOMETRY -The only negative geometric issue is the sag condition under Midway Road will most likely require the structure
to be lighted. • SAFETY -The only safety issue is the underpass lighting. • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. • CONSTRUCTIBILITY -The issues are the
same as the alternate with ramps. • COST -This corridor is predicted to be the most economical alternate excluding the cost of right-of-way acquisition and any costs related to the reduction
of traffic for reducing the number of lanes on Midway Road while the bridge is being constructed. HNTB Corporation Page 40f 10 December 14, 1998 
5. ALTERNATE 5 -OVERPASS WITHOUT RAMPS -NO TAKING OF CHARTER FURNITURE WAREHOUSE The alignment of Arapaho Road for this alternative would parallel the railroad tracks at project crossing
of Midway Road. The issues related to this alternate are: • GEOMETRY -The alignment would be on straight tangent, parallel to tracks. • SAFETY -No safety issues except sight distance
of vertical geometry. • RIGHT-OF-WAY -The issues are the same as the alternate with ramps. • CONSTRUCTIBILITY -Same as Alternate 1, except retaining walls would require relocation of
Dallas Water Utilities (DWU) 60" water line. • COST -The cost of this alternative is essentially the same as underpass alternative, Alternate 1. 6. ALTERNATE 6 -UNDERPASS WITHOUT RAMPS
-NO TAKING OF CHARTER WAREHOUSE The alignment for Alternate 6 is the same as Alternate 5. The issues related to this alternate are: • GEOMETRY -Same as Alternate 5. • SAFETY -Sight distance
in sag vertical curve-Flooding in Heavy Rainfall. • RIGHT-OF-WAY -Same as Alternate 5. • CONSTRUCTIBILITY -Requires construction and placement of retaining wall very close to and below
the elevation of DWU 60" water line. Relocation of the water line is recommended. • COST -The cost of this alternate is approximately 5-percent greater than Alternate 5. HNTB Corporation
Page 5 of 10 December 14, 1998 
7. ALTERNATE 7· UNDERPASS WITHOUT RAMps· NO TAKING OF CHARTER WAREHOUSE The other alternatives considered in preliminary designs have been dropped from further consideration due to drainage
and utility conflicts. Traffic Analysis The North Central Texas Council of Governments (NTCOG) prepared traffic assignments for the year 2020 for the five alternatives for the Arapaho
Road Extension. These alternatives are described below. • "No Build" Alternative -What is the impact on adjacent streets if Arapaho Road is not extended? • "At-Grade" Alternative -Arapaho
Road extended with its intersection with Midway Road at-· grade. • "Grade-Separated" Alternative· Arapaho Road Extended with a grade separation at Midway Road without ramps. • "Ramps
on the North Side" Alternative -Arapaho Road extended with a grade separation at Midway Road and ramps on the north side of Arapaho Road. • "Ramps on the South Side" Alternative· Arapaho
Road extended with a grade separation at Midway Road and ramps on the south side of Arapaho Road. Projected Traffic Volumes The table below presents a summary of projected traffic impacts
for the extension of Arapaho Road with its intersection at Midway Road grade separated without ramps. Roadway Section Projected Daily Traffic Volumes by Year 2020 "No Build" "Grade Separated"
Arapaho Road Addison Road to Midway Road 17,000 Midway Road to Marsh Lane 13,000 Belt Line Road Addison Road to Midway Road 58,000 54,000 Midway Road to Surveyor 47,000 42,000 Midway
Road North of Arapaho Road 52,000 44,000 South of Arapaho Road58,000 46,000 HNTB Corporation Page 60f 10 December 14, 1998 
As shown in the above table, the extension of Arapaho Road from its current terminus to Marsh Lane reduces projected traffic on Belt Line and Midway Roads. Year 2020 volumes on Belt
Line Road are projected to be approximately S,OOO vehicles per day (vpd) less with Arapaho Road extended. Volumes on Midway Road are projected to be reduced 8,000 to 12,000 vpd. Arapaho
road is projected to carry 17,000 vpd east of Midway Road and 13,000 vpd west of Midway Road. The section of Arapaho Road, east of Midway road, should be constructed as a four-lane divided
facility based on projected traffic volumes. West of Midway Road, Arapaho Road can be constructed as a four-lane undivided roadway. In summary, traffic projections prepared by NTCOG
indicate that the extension of Arapaho Road to Marsh Lane will aid in reducing the projected future traffic on Belt Line and Midway Roads. Evaluation of Final Alternatives for Midway
Road Section The alignment names in the following sections are as follows: 1. Overpass with ramps on on the north side requiring building acquisition(s) in this section. 2. Tunnel with
ramps on the north side (same horizontal alignment as Alternative 1). 3. Overpass without ramps (same horizontal alignment as Alternative 1). 4. Tunnel without ramps (same horizontal
alignment as Alternative 1). 5. Overpass without ramps requiring no building acquisition in this section. 6. Tunnel without ramps (same horizontal alignment as Alternative 5). 7. Overpass
with ramps on the south side (same horizontal alignment as Alternative 1). 8. Tunnel with ramps on the south side (same horizontal alignment as Alternative 1). 9. At-grade. Horizontal
and vertical alignments, along with Opinions of Probable Cost, were prepared for Alternatives 1 through 5. These costs are included in a matrix of issues related to these alternatives,
in addition to Alternative 6. Due to extensive utility relocations in a tight construction corridor, the viability of Alternative 6 is questionable at this point. If the Town of Addison
wishes to pursue this alternative, further coordination would be necessary with Dallas Area Rapid Transit (DART) and DWU prior to developing an Opinion of Probable Cost. HNTB Corporation
Page 7 of 10 December 14, 1998 
A discussion of the issues described in the attached matrix are provided below: • Charter Furniture Building Take -Moving the alignment south of the railroad provides space between Arapaho
Road and the railroad right-of-way (ROW) for the existing 6O-inch DWU water line and the proposed double 9'xS' box culverts. • MNBA Building Take -Without taking the MNBA building, there
is insufficient room to create a safe merge condition for the westbound entry ramp onto Arapaho Road. The lack of sight distance at the merge is more severe with the overpass than the
underpass, due to the additional distance for merging the vertical alignment. The underpass alternative is not recommended without a stop condition on the ramp traffic. • Relocate DWU
Water Line -There is 81 feet from the railroad ROW to the face of the Charter Furniture building. Consequently, the DWU water line, which is located approximately seven feet off the
railroad ROW, would need to be relocated with Alternative 6 (underpass). Using a four-lane undivided roadway with 11-foot lanes for Alternative S (overpass), and providing a IS-foot
easement for DWU. The south overpass wall would be located approximately nine feet from the Charter Furniture building. If a sidewalk were provided across the ramp for emergency access,
the separation from the curb to the furniture building would be reduced to four feet. • Noise -Although truck traffic is likely to be low on the Arapaho Road extensions, noise may still
be a source of complaint from affected business owners if an overpass is constructed. • Realign Midway for Construction Sequence -If the underpass were selected, a probable construction
sequence would require the removal of one half of Midway Road at a time. In conjunction, Midway Road would have to be realigned and narrowed to four lanes through the construction zone
on two occasions. The underpass construction could affect Midway Road in this manner for up to a year. • Sump Storm Sewer -All the underpass options would require the draining of the
roadway under Midway Road. There appears to be sufficient grade to install a storm sewer from inlets in the depressed roadway to the concrete channel west of Surveyor. • Move Box Culvert
to North Side of Railroad Right-of-Way -Alternative 6 (underpass) would require the installation of double 9'xS' box culverts on the north side of the railroad. If a minimal separation
were to be provided from the box culverts to an existing 12-inch sanitary sewer line, the edge of the boxes would be approximately five feet from several existing buildings. In addition,
multiple drainage 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.
HNTB Corporation Page 8 of 10 December 14, 1998 
Other Project Issues Two other issues of note have been discussed, outside the limits of the Midway Road section. 1. Railroad Spur Crossings The two railroad spur crossings just west
of Addison Road could prove difficult and timeconsuming to obtain. We recommend that coordination begin with DART as soon as a final alignment has been selected. 2. 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 on adjacent parking lots and driveways. The roadway could still be widened for turn lanes at Midway Road and Surveyor Boulevard. Conclusions and Recommendations
The primary goal, which has been expressed by Town of Addison staff for this project, is to relieve congestion on Belt Line Road. All the alternatives will provide some relief to Belt
Line Road, however, no one alternative clearly stands out as preferred. The attached matrix presents presents a comparison associated with each alternative. Three overpass and three
underpass alternatives were evaluated, and in each case, the corresponding underpass alternative was more expensive given that the extensive utility relocations required for Alternative
6 would result in its cost exceeding that of Alternative 5. An underpass would be more visually appealing than an overpass, however, the narrowing of Midway Road would increase traffic
delays during the estimated 12 months of construction. Although a tunnel would create less noise impact, only five commercial buildings are located within the overpass limits on both
sides of the railroad, including Charter Furniture. If Town of Addison staff are comfortable with an overpass at this location, we would recommend that one of the overpass alternatives
be selected. Of the three overpass alternatives analyzed, Alternative 5 pushes the south overpass wall within nine feet of the Charter Furniture building without a sidewalk for emergency
access on the overpass. In addition, it would require DWU to accept 15 feet for maintenance of their 60" water line. This is their normal easement width for a much smaller service line.
Alternative 3, like Alternative 5, has no ramps. Although it would require the purchase of the Charter Furniture building, this extra cost would be largely offset by construction cost
savings. In addition, the purchase of this property would make for less constricted construction in this area. HNTB Corporation Page90flO December 14, 1998 
Alternative 1 requires the purchase of the Charter Furniture and MNBA buildings in order to make the entry ramp onto Arapaho Road safe at the merge point. Alternative 3 could be constructed
with an exit ramp only, and no entry ramp. Therefore, the benefit of the entry ramp may be compared with the cost of the MNBA building to determine its justification. HNTB Corporation
Page 10 of 10 December 14, 1998 
--------------ADDISON ALIGNMENT ALTERNATIVES Midway Road Section -Matrix of Issues AL TERNA TIVE 1 Overpass with ramps on north DESCRIPTION OF side ISSUE Separated from Alignment railroad
right-of-Description way i Charter furniture Yes , building take M BNA building take Yes (for ramp safety) Relocate DWU No water line Noise Yes , Realign Midway forI􀀢􀀢􀀮􀁾􀀬􀀬􀀬􀀠No
􀁾􀁬􀁩􀁥􀁱􀁵􀁥􀁮􀁣􀁥􀀠(4 lanes) Sump storm sewer No 􀁾􀁾􀁾􀁾􀁾􀀭􀀭􀀭􀀭----I Move box culvert to north side of RIR; No other utility relocations Opinion of Probable $1 9,708,065 Cost
(with 20% (+ buildings) contingency) ALTERNA TIVE 2 ALTERNATIVE 3 ! ALTERNATIVE 4 Underpass with Overpass Underpass ramps on north without ramps without ramps side Same as 1 Same as
1 Same as 1 Yes Yes Yes Probably No No -------------No No No No Yes No Yes No Yes Yes No Yes No No No $21,920,110 $19,669,785 $21,881,830 ( + buildings) (+ building) (+ building) ALTERNATIVE
5 Overpass without ramps; without building take Adjacent to railroad right-ofway No No Possibly Possibly Yes No No No $21,809,772 ALTERNATIVE 6 Underpass without ramps; without building
take ----------------Same as 5 No No Yes No Yes Yes Yes N/A .' HNTB Corporation " Page 1 of 1 December 14, 1998 
􀁨􀁾􀀱􀁉􀀯􀁬􀁔􀁃􀀠􀀨􀁾􀁉􀁲􀀯􀁾􀀡􀀠􀁾􀁉􀀠􀁾􀀯􀁆􀀠Mw-􀁾􀁾􀀠􀀦􀁪􀀭􀁾􀀠􀁘􀁾􀁦􀀠􀁴􀁊􀀨􀀩􀁶􀁕􀁾􀀠
NOIIh Central' TeJCaS 􀁃􀁯􀁵􀁮􀁣􀁾􀀠Or Governments November 24, 1998 Mr. Jack Hatchell Jack Hatchell & Associates P.O. Box 2660119 Plano, Texas 75026'()119 Dear Mr. Hatchell: Per your
request of October 22, 1998, enclosed are the projected 2020 volumes for Arapaho Road, provided with six volume maps for various ·scenarios. Each map presents the volumes on the Addison
Airport Tunnel. Listed below are the scenarios that have been modeled: • No-Build -Arapaho Road terminates at Addison Road (Airport Tunnel) • AI Grade -Arapaho Road extends 10 Marsh
Lane (Airport·Tunnel) • Grade Separated -Arapaho Road extendS 10 Marsh LSne (no interchange with Midway Road) (Airport Tunnel) . • .Grade Separated with Full Ramps at Midway Road -Arapaho
Road extends to Marsh Lane (full interchange at Midway Road) (Airport T urinel) • Grade Separated With Ramps at Midway Road -Arapaho Road extends to Marsh Lane (ramps exiting westbound
Arapaho Road to northbound Midway Road and ramps exiling southbound Midway Road to westbound Arapaho Road (Airport Tunnel) • Grade Separated with Ramps al Midway Road -Arapaho Road extends
to 􀁾􀀡􀁩􀁬􀁲􀁳􀁨􀀠Lane (ramps exiling westbound Arapaho Road to northbound Midway Road and ramps exiting southbound Midway Road 10 westbound Arapaho Road (No Airport Tunnel) If you
have any questions regarding the Iraffic forecasts for Arapaho Road, please contact Mitzi Ward or me at (817) 695-9240. Sincerely, 􀁨􀀡􀀮􀀻􀀡􀁴􀀡􀁾􀀠􀀯􀁾􀁲􀁲􀁩􀁳􀀮P.E.· Director of Transportation
. MW:ez Enclosures co: 1998-99 UPWP Element 5.03 Project File . 6'6 Six Fi&gs Drive, centerpoint Two P. O. Box 5888, Mlnglon ...... 76005·Sa8a 1817) 649·3300 FAX: 817·640·7609 (i)_d
..... 
ItJUUJ/UOlj 􀁾􀀠 􀁩􀁾􀀠 􀁩􀁾􀀱􀀠 􀁉􀁾􀁾􀀠 􀁾􀁾􀀠 􀁾􀀠QOORUMDR • 12 ... Iii AODISOIIRD 2J lit i 􀁾􀀠􀁾􀀠II N i Hi MlDWAYRD .. 18 42 12 MARSHtANE 
§ 􀁾􀀠iiB 􀁾􀀬􀀬􀁾 􀁾􀀠 <C> 􀁾􀀠aUORUMDR 10 13 '" N 􀁾􀀠ADDISONRD N MIDWAYRD 42 36 57 52 'i 0 <C> 0:: (/) G 4:z [ 􀁾􀀠II) 0:: LJJ ..... ..J LJJ 􀁾􀀠MARSH LN 40 42 41 
"., .. " -""........,,, ..... --􀁾􀀠r-____􀁾􀁑􀁕􀁾􀁏􀁬􀁬􀁩􀁒􀁾􀁕􀁍􀁾􀁄􀁾􀁒􀁾􀀭􀀫􀁾􀀭􀀭􀁊􀁭10 13 N MIDWAYRD1/􀁾􀀠I l 4 SURVEVOR BLVD ) \ 2 " \ \ 
􀁍􀀬􀁎􀁊􀁾10 ROAD EXTENSION GRADE SEPARATED @MlrNVAYW/FULL RAMPS 2020 VOLUMES 11000 KELLER SPRINGS RD 'Z1 7 20 􀁾􀀠:r: 􀁾􀁜􀁾r-C/Jz a z􀁾􀀠􀁾􀀠;:0;:0 0,0[<!t 17 0c: a ;:0c:s:: 􀁾􀀠􀁾-􀁾􀁬􀀠....
IL1NOBeRG R 8: __ I'Z1 25 -24 17 -'" '" 1!l 0 '" 00 5045 ",I 64 '" 􀁉􀁾􀀠􀁁􀁲􀁡􀁰􀁾N Free,'S)'NPrincipaiNMnorN CoII-ectOIrs, Frtg........ NRanIl'R N A 􀀭􀁾􀀠􀁟􀀺􀁾􀀽􀁾􀀺􀀢􀁾􀀠=::::r.􂀢'-."
-􀁾􀀠,,, ,, o 
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ARAPAHO ROAD GRADE SEPARATED@MlMAYWRAMPS (AiRPORT1\JNNa) ,,2020 Va..UMES 11000 (: I .;;j 􀁾􀁾􀀠I 111 􀁾􀀠.. 8ELTUNERD 35 􀁾􀀠7 2D 17 t !I i t 􀁾􀁥􀁉􀀠􀁾􀀷􀀠; I' Ill! '" !., , • I iii
11 􀁾􀀠17 .. 􀁾􀀠.. -\ GIl GIl • •c ,< ,,, arap & tunnel NFreewayN Principal, HOV NMnorN Collector, Frontage NRarrp; N --A e. 􀀢􀀬􀀺􀁾􀀮􀀺􀀠North C40Mr'al Ta:aa: 􀀺􀁾􀁾􀁟􀀺􀀺􀀺􀀺􀀽􀀠COI.l"".orGOIitrn
ft'.... [ 􀁾􀁾􀁾􀁾􀀠􀁔􀁾􀁯􀁯􀀠􀁾􀀠,,,. 
_""''''J,,':' •• North Central· Texas 􀁃􀁯􀁵􀁮􀁣􀁾􀀠.Of Gove<nmenls N.ovember 24, 1998 Mr. Jack Hatchell Jack Hatchell & Associates P.O. Box 2660119 Plano, Texas 75026-0119 Dear Mr.
Hatchell: Per your request of October 22, 1998, enclosed are the projected 2020 volumes for ArapSho Road, provided With six volume maps for various scenarios. Each map presents the volumes
on the Addison Airport Tunnel. Listed below are the scenarios that have been modeled: • No-Build -Arapaho Road terminates at Addison Road (Airport Tunnel) • At Grade -Arapaho Road extends
to Marsh Lane (Airport Tunnel) • Grade Separated -Arapaho Road extends to Marsh Lane 􀀨􀁮􀁯􀁩􀁮􀁴􀁾􀁲􀁣􀁨􀁡􀁲􀁩􀁧􀁥􀀠with Midway Road) (Airport Tunnel) • .Grade Separated with Full Ramps
at Midway Road -Arapaho Road extends to Marsh Lane (full interchange at Midway Road) (Airport Tunnel) • Grade Separated With Ramps at Midway Road -Arapaho Road extends to Marsh Lane
(ramps exiting westbound Arapaho Road to northbound Midway Road and ramps exiting southbound Midway Road to westbound Arapaho Road (Airport Tunnel) • Grade Separated with Ramps at Midway
Road -Arapaho Road extends to Marsh Lane (ramps exiting westbound Arapaho Road to northbound Midway Road and ramps exiting southbound Midway Road to westbound Arapaho Road (No Airport·Tunnel)
If you have any questions regarding the traffic forecasts for Arapaho Road. please contact Mitzi Ward or me at (817) 695·9240. Sincerely, 􀀯􀁉􀁊􀁉􀀧􀀻􀁤􀀻􀁴􀁾􀀯􀁾􀁾􀁲􀁲􀁩􀁓􀀬P.E.· DirectOr
of Transportcition MW:e% Enclosures cc: 1998-99 UPWP Element 5.03 Project File . 616 SIJ< FIOgo Dr.... Centoipoint 1\w p. o. Box 5888. AilingtOll, ,..... 16005·5688. 18171640-3300 FAX:
811-840-7806 Ci"""""d...,., 
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c '"'. c c " 
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4 If /'ij SURVEYOR BLVD III III 􀁾􀀠􀁾􀀠􀁾􀀠MARSH LN 42 
I ARAPAHO ROAD EXTENSION GRADE SEPARAlED @MDWAYW/FULL RAIVIPS 2020 VOLUMES 11000 ;: 􀁾􀀠en ::t r-z "'"., '" '" r KELLER SPRINGS RO􀁾􀁾􀁾􀁾􀁜􀁾􀀭􀀭􀀭􀀭􀁾􀀷􀀭􀀭􀀭􀀭􀀭􀀧􀀱􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀱􀀬􀀱􀁾􀀱􀁪􀀬20
17 } g 0c: 􀁾􀀠en 􀁾􀀠0fl'l ?( c: z ;: ,jg jg C ;<JIn c 􀁾􀁉􀀠, 􀁾-LlNOBeRG R 8l 􀀮􀀭􀁊􀁾􀀠'" 25 '" 􀁾􀀠'" '" 24 1 17 􀁾􀀠'" '" 45 00 00 '" '" 45 1 􀁁􀁲􀁡􀁰􀁾NFree.-ayNPrincipai NMnor
N CoIlecton;, Frtg 􀁎􀁒􀁡􀁬􀁬􀁾􀀠N A ' 􀁾....􀁾􀁔􀁯􀁟􀀠--: c.....oo........ 􀁾􀀺􀁟􀀺􀀮􀀮􀀮􀁟􀀠"'-1IIdI. 􀁾􀀠,,• , ,, e, 
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ARAPAHO ROAD GRADE SEPARAlED@MJDVVAYWRAIVIPS (AIRPORT 1l.INNEL) 2020 Va..tJMES 11000 z ..J 􀁾􀀻􀀱􀀱􀀠i .. 7 :10 17 = .l; III: t !i! let Ii!! 􀁾􀀠arap & tunnel NFreewayN Principal, HOV
NMnorN Collector, FrontageN Rarl1JS :107 17 :;; 11 l 􀁉􀁾􀀠1= N c 􀁾􀀠="r: ----\ Z .. ·􀁡􀁾􀀠A BELTUNERO 􀁾tiallMl T...as COl/MIDI' 􀁇􀁣􀁟􀁾T__ 
􀁾􀁃􀁖􀁏􀁌􀁕􀁍􀁅􀁃􀁏􀁍􀁆􀁁􀁒􀁦􀁦􀁩􀁏􀁎􀀠Grade Separated Grade With Ramps No Build At Grade Separated South Side North Side No Tun ARAPAHO Addison to Midway Midway to Surveyor 24,000
6,000 17,000 13,000 28,000 17,000 18,000 17,000 18,000 17,000 BELTLlNE Addison to Midway Midway to Surveyor 58,000 47,000 53,000 46,000 54,000 42,000 50,000 45,000 46,000 42,000 46,000
42,000 MIDWAY North ofArapaho South ofArapaho South ofBelt Line 52,000 58,000 36,000 57,000 52,000 44,000 46,000 32,000 60,000 52,000 44,000 50,000 47,000 47,000 52,000 47,000 KELLER
SPRINGS East ofAddison Tunnel West ofMidway 20,000 2,000 31,000 19,000 2,000 33,000 20,000 2,000 31,000 20,000 7,000 27,000 20,000 7,000 36,000 19,000 36,000 
􀁾􀁾􀀠ALTERNATE TOWN OF ADDISON, TEXAS ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST SUMMARY OF COSTS FOR EACH ALTERNATE HNTB
1 GBW Engineers 12103198 DESCRIPTION ENGINEER'S ESTIMATED COST 􀁦􀁾􀀠ALTERNATE 4AU ALTERANTE 4AO ALTERANTE 4BU ALTERANTE 480 ALTERANTE 5 ALTERNATE 4· UNDERPASS CONDITION AT MIDWAY ROAD
WITH RAMPS ALTERNATE 4· OVERPASS CONDITION AT MIDWAY ROAD WITH RAMPS ALTERNATE 4· UNDERPASS CONDITION AT MIDWAY ROAD WITHOUT RAMPS ALTERNATE 4 ·OVERPASS CONDITION AT MIDWAY ROAD WITHOUT
RAMPS ALTERNATE 5· OVERPASS CONDITION AT MIDWAY ROAD WITHOUT RAMPS $ 19,708,065.60 $ 21,920,109.60 $ 19,669,785,60 $ 21,881,829.60 $ 21,809,772.00 U􀁾􀀺􀁜􀁈􀀠'tVio;; '" '. 􀁾􀀠􀁩􀁲􀁾􀀠lL
12!gjq8 
TOWN OF ADDISON, TEXAS HNTB I GBW Engineers 12103198 ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE , ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST ALTERNATE 4 -UNDERPASS
CONDITION AT MIDWAY ROAD WITH RAMPS ITEM NO ITEM DESCRIPTION UNIT QUANTITY ENGINEERS ESnMATE , ROADWAY UNIT PRICE AMOUNT 100 PREP. & MAINT. OF RIGHT-Of-WAY STA 78.0 $ 2,500.00 $ 195,000.00
. 104 REMOVE OLD CONCRETE (PVMT.) SY 7,200 $ 2.00 $ 14,400.00 110 EXCAVATION (ROADWAy) CY 35,500 $ 3.20 $ 113,600.00 132 EMBANKMENT (ORDINARY COMPACTION) CY 21,000 $ 8.50 $ 178,500.00
. 260 LIME TREATED SUBGRADE (6 in) (Ramp') SY 19,430 $ 1.60 S 31,088.00 260 LIME TREATED SUBGRADE (8 in) (Mainline) SY 380,300 $ 1.60 $ 608,480.00 360 CONCRETE PAVEMENT (10 in) (Mainline)
SY 380,300 $ 24.00 $ 9,127,200.00 360 CONCRETE PAVEMENT (10 in) (Ramps) SY 19,430 , $ 24.00 $ 466,320.00 360 MONOLITHIC CURB (TYPE A) (6 in) LF 28,450 $ 2.00 $ 56,900.00 423 RETAINING
WALL (CAST IN PLACE) SF 30,000 $ 40.00 $ 1,200,000.00 500 MOBILIZATION LS 1 $ 20,000.00 $ 20,000.00 502 BARRICADES, SIGNS AND TRAFFIC HANDLING LS 1 $ 20,000.00 $ 20,000.00 666 REFLECT
PAVE MARKINGS LF 80,000 $ 1.50 $ 120,000.00 · LIGHTING LF 12,000 $ 35,00 S 420,000,00 , · TRAFFIC SIGNALS (PER INTERSECnON) EA 3 $ 80,000.00 S 240,000.00 681 TEMPORARY TRAFFIC SIGNAL
EA 2 $ 10,000.00 $ 20,000.00 · ROADWAY STRUCTURE SF 6,150 $ 45.00 $ 276,750.00 • INLETS EA 30 $ 2,500.00 $ 75,000.00 MANHOLES EA 5 $ 5,000.00 S 25,000.00 LATERALS LF 1,230 $ 50,00 $
61,500.00 24" RCP LF 3,000 $ 50.00 $ 150,000.00 30"RCP LF 1,530 $ 65,00 $ 99,450,00 ' 3S"RCP LF 500 $ 80,00 $ 40,000,00 i 6'X S' RCBC IF 260 $ 220.00 $ 57,200.00 7'X S'RCBC LF 400 $
250.00 $ 100,000,00 : 9'X 5' RCBC LF 500 $ 300,00 $ 150,000.00 ' 2-7'XS'RCBC LF 800 S 500.00 5 400,000.00 2 -9' X 5' RCBC LF 1,460 $ 630.00 $ 919,800,00 10' X 6' RCBC LF 920 $ 720.00
$ 662,400.00 la' X 7' RCBC LF 130 $ 760.00 $ 98,800.00 HEADWALL CONCRETE CY 60 $ 600.00 $ 36,000.00 REMOVE CONCRETE CHANNEL LINING SY 11,200 $ 10.00 $ 112,000.00 REMOVEIREPLACE CONCRETE
CHANNEL LINING SY 1,300 $ 60.00 $ 78,000,00 OTHER UTILITY RELOCATIONS LS 1 $250,000.00 $ 250,000.00 $ 16,423,388.00SUBTOTAL $ 3,284,677.6020% CONTINGENCY TOTAL CONSTRUCTION COST $ 19,708,065.60

TOWN OF ADDISON, TEXAS HNTB I GBW Engineers 12103198 ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST ALTERNATE 4 -OVERPASS CONDITION
AT MIDWAY ROAD WITH RAMPS ITEM NO ITEM DESCRIPTION 􀁩􀁾􀀧􀁾􀀧􀀠ENGINEERS ESTIMATE ROADWAY UNT 100 PREP. & MAINT. Of RIGHT·Of·WAY STA 78.0 $ 2,500.00 $ 195,000.00 104 REMOVE OLD CONCRETE
(PVMT.) SY 7,200 $ 2.00 $ 14,400.00 110 EXCAVATION (ROADWAY) CY 9,650 $ 3.20 $ 30,880.00 132 EMBANKMENT (ORDINARY COMPACTION) CY 202,540 $ 8.50 $ 1,721,590.00 􀁾􀁄SUBGRADE (6 in) (Ramps)
SY 19,430 $ 1.60 $ 31,088.00 D SUBGRADE (6 in) (Mainline) SY 360,300 $ 1.60 $ 608,460.00 AVEMENT (10 in) (Mainline) SY 360,300 $ 24.00 $ 9,127,200.00 360 CONCRETE PAVEMENT (10 in) (Ramps)
SY 19,430 $ 24,00 $ 466,320.00 360 MONOLITHIC CURB (TYPE A) (6 in) LF 28,450 􀁾􀀠56,900.00 423 RETAINING WALL (CAST IN PLACE) SF 45,000 $ $ 1,800,000.00 500 MOBILIZATION LS 1 20,000,00
502 BARRICADES, SIGNS AND TRAFFIC HANDLING LS 1 $ 20,000.00 $ 20,000,00 886 REFLECT PAVE MARKINGS LF 80,000 $ 1.50 $ 120,000,00 • LIGHTING Lf 12,000 $ 35,00 $ 420,000.00 • TRAFFIC SIGNALS
(PER INTERSECTION) EA 3 $ 80,000.00 $ 240,000.00 681 TEMPORARY TRAFFIC SIGNAL EA 4 $ 10,000,00 $ 40,000,00 · ROADWAY STRUCTURE SF 9,550 $ 45,00 $ 429,750,00 INLETS EA 30 I$ 2,500,00
$ 75,000.00 LATERALS LF 1,230 I$ 50,00 $ 61,500.00 30" RCP LF 530 $ 34,450.00 36" RCP LF 500 $ 40,000.00 6'X5' RCBe LF 260 $ 220.00 $ 57,200.00 7'X5'RCBC LF 400 $ 250.00 $ 100,000.00
LF 500 $ 300.00 $ 150,000.00 2· 7'X 5' ReBC LF 800 $ 500,00 $ 400,000.00 2·9' X 5' RCBC LF 1,460 $ 630.00 $ 919,800.00 10' X6' ReBC LF 920 $ 720.00 $ 662.400.00 10' X 7' RCBC LF 130
$ 750.00 $ 98,800.00 HEADWALL CONCRETE CY 60 $ 600.00 $ 36,000,00 REMOVE CONCRETE CHANNEL LINING SY 11,200 $ 10.00 $ 112,000.00 REMOVE/REPLACE CONCRETE CHANNEL LINING SY 1,300 $ 60.00
$ 78,000,00 OTHER UTILITY RELOCATIONS LS 1 $100,000.00 $ 100,000.00 SUBTOTAL $ 18,266,75ROO 20% CONTINGENCY $ 3,653,351,60 TOTAL CONSTRUCTION COST $ 21,920,109,60 
TOWN OF ADDISON, TEXAS HNTB I GBW Englne.rs 12103198 ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST ALTERNATE 4 -UNDERPASS CONDITION
AT MIDWAY ROAD WITHOUT RAMPS ITEM NO ITEM DESCRIPTION UNIT QUANTITY ENGINEERS ESTIMATE ROADWAY UNIT PRICE AMOUNT 100 PREP. & MAINT. OF RIGHT-OF-WAY STA 7B.0 $ 2,500.00 S 195,000.00 104
REMOVE OLD CONCRETE !PVMT.) SY 7,200 $ 2.00 $ 14,400.00 110 EXCAVATION (ROADWAY) CY 35,500 $ 3.20 $ 113,600.00 132 EMBANKMENT (ORDINARY COMPACTION) CY 21,000 $ B.50 $ 178,500.00 260
LIME TREATED SUBGRADE (6 In) (Ramps) SY 19,430 $ 1.60 $ 31,08B.00 260 LIME TREATED SUBGRADE (6 in) (Mainline) SY 380,300 $ 1.60 $ 608.480.00 360 CONCRETE PAVEMENT (10 in) (Mainline)
SY 380,300 $ 24.00 $ 9,127,200.00 360 CONCRETE PAVEMENT (10 in) (Ramps) SY 19,430 $ 24.00 $ 466,320.00 360 MONOLITHIC CURB (TYPE A) (6 in) LF 25,000 $ 2.00 S 50,000.00 423 RETAINING
WALL (CAST IN PLACE) SF 30,000 $ 40.00 $ 1,200,000.00 500 MOBIUZATION LS 1 $ 20,000.00 $ 20,000.00 ; 502 BARRICADES, SIGNS AND TRAFFIC HANDLING LS 1 $ 20,000.00 $ 20= 666 REFLECT PAVE
MARKINGS LF 75,000 $ 1.50 $ 112,50 · LIGHTING LF $ 3MO $ 402,500.00 · TRAFFIC SIGNALS (PER INTERSECTION) EA 3 $ 80,000.00 S 240,000.00 6Bl TEMPORARY TRAFFIC SIGNAL EA 2 $ 10,000.00 $
20,000.00 · ROADWAY STRUCTURE SF 6,150 $ 45.00 $ 276,750.00 EA 30 $ 2,500.00 $ 75,000.00 EA 5 $ 5,000.00 $ 25,000.00 LATERALS LF 1,230 $ 50.00 $ 61,500.00 24" RCP LF 3,000 $ 50.00 $
150,000.00 30"RCP LF 1,530 $ 65.00 $ 99,450.00 36"RCP LF 500 $ 80.00 $ 40,000.00 6' X 5' RCBC LF 260 $ 220.00 $ 57,200.00 7'X5' RCBC LF 400 $ 250.00 $ 100,000.00 S'X S' RCBC LF 500 $
300.00 $ 150,000.00 2-7' X 5' RCBC LF BOO $ 500.00 $ 400,000.00 2 -9' X S' RCBC LF 1,460 $ 630.00 $ 919,800.00 LF 920 $ 720.00 $ 662,400.00 la' X 7' RCBC LF 130 $ 760.00 $ 98,800.00
HEADWALL CONCRETE CY 60 $ 600.00 $ 36,000.00 REMOVE CONCRETE CHANNEL LINING SY 11,200 $ 10.00 $ 112,000.00 REMOVE/REPLACE CONCRETE CHANNEL LINING SY 1,300 $ 60.00 $ 78,000.00 OTHER UTILITY
RELOCATIONS LS 1 $250.000.00 $ 250,000.00 SUBTOTAL $ 16,391,488.00 20% CONTINGENCY $ 3,278,297.60 TOTAL CONSTRUCTION COST $ 19,669,785.60 ----.. 
TOWN OF ADDISON, TEXAS HNTB /GBW Engineers 12103198 ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST ALTERNATE 4 -OVERPASS CONDITION
AT MIDWAY ROAD WITHOUT RAMPS ITEM NO ITEM DESCRIPTION GINEERS ESTIMATE ROADWAY UNIT PRICE AMOUNT 100 PREP. & MAINT. OF RIGHT-OF-WAY .0 $ 2.500.00 $ 195.000.00 104 REMOVE OlD CONCRETE
(PVMT.) 2.00 $ 14,400.00 110 EXCAVATION (ROADWAY) 3.20 $ 30.880.00 132 EMBANKMENT (ORDINARY COMPACTION) C $ 8.50 $ 1.721.590.00 􀀬􀁾􀀠􀁉􀀢􀁍􀀢􀀧􀁾􀀢􀀢􀀢􀁾'" 􀀮􀀢􀁾􀀮􀀬􀀬􀀬􀀠S 19.430
$ 1.60 $ 31.08B.OO SUBGRADE (6 in) (MainlineJ SY 380.300 $ 1.60 $ 606,480.00 360 PAVEMENT (10 in) (MainlineJ SY 380.300 $ 24.00 $ 9.127.200.00 360 TE PAVEMENT (10 in) (Ramps) SY 19.430
$ 24.00 $ 466.320.00 360 MONOLITHIC CURB (TYPE A) (6 in) LF 25.000 $ 2.00 $ 50.000.00 423 RETAINING WALL (CAST IN PLACE) SF 45.000 $ 40.00 $ 1.800.000.00 500 MOBILIZATION LS 1 $ 20.000.00
$ 20.000.00 502 BARRICADES. SIGNS AND TRAFFIC HANDLING LS 1 $ 20.000.00 $ 20.000.00 666 REFLECT PAVE MARKINGS IF 75.000 $ 1.50 $ 112.500.00 · LIGHTING IF 11.500 $ 35.00 $ 402.500.00
· TRAFFIC SIGNALS (PER INTERSECTION) EA 3 $ 80.000.00 $ 240.000.00 681 TEMPORARY TRAFFIC SIGNAL EA 4 $ 10.000.00 $ 40.000.00 • ROADWAY STRUCTURE SF $ 45.00 $ 429.750.00 INLETS EA 30
$ 􀁾􀀷􀀵􀀧􀀰􀀰􀀰􀀧􀀰􀀰􀀠LATERALS IF 1.230 $ 61.500.00 30" RCP IF 530 $ 34.450.00 36" RCP IF 500 $ 80.00 $ 40.000.00 S'XS' RCBC IF 260 $ 220.00 $ 57.200.00 7'X 5' RCBC IF 400 $ 250.00
$ 100.000.00 9'X 5' RCBC IF 500 $ 300.00 $ 150.000.00 2· 7'X 5' RCBC LF aoo $ 500.00 $ 400,000.00 2-9'XS'RCBC LF 1.460 $ 630.00 $ 919.800.00 10' X 6' RCBC LF 920 $ 720.00 $ 662,400.00
10' X 7' RCBC LF 130 $ 760.00 $ 98.800.00 HEADWALL CONCRETE CY 60 $ 600.00 $ 36.000.00 REMOVE CONCRETE CHANNEL LINING SY 11.200 $ 10.00 $ 112.000.00 REMOVE/REPLACE CONCRETE CHANNEL LINING
SY 1.300 $ 60.00 $ 78.000.00 OTHER UTILITY RELOCATIONS lS 1 $100.000.00 $ 100.000.00 SUBTOTAL 858.00 20% CONTINGENCY $ 3.646.971.60 TOTAL CONSTRUCTION COST $ 21.881.829.60 
TOWN OF ADDISON, TEXAS HNTB 1GBW Engineers 12/03198 ARAPAHO ROAD EXTENSION FROM ADDISON ROAD TO MARSH LANE ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST ALTERNATE 5· OVERPASS CONDITION
AT MIDWAY ROAD WITHOUT RAMPS ITEM NO QUANTITYITEM DESCRIPTION UNIT ENGINEERS ESTIMATE ROADWAY UNIT PRICE AMOUNT 100 STAPREP. & MAl NT. OF RIGHT-OF-WAY 78.0 $ 2,500.00 $ 195,000.00 104
REMOVE OLD CONCRETE IPVMT.) SY 7,200 $ 14,400.00 110 $ 2.00 EXCAVATION (ROADWAY) CY 6,035 $ 19,312.00 132 $ 3.20 EMBANKMENT (ORDINARY COMPACTION) CY 86,360 $ 734,060.00 260 $ 8.50 LIME
TREATED SUBGRADE 16 in) (Ramps) SY 19,430 $ 31,088.00 260 $ 1.60 LIME TREATED SUBGRADE (6 in) (Mainline) SY 380,300 $ 1.60 $ 608,480.00 360 CONCRETE PAVEMENT (10 in) (Mainline) SY 380,300
$ 24.00 $ 9,127,200.00 360 CONCRETE PAVEMENT (10 in) (Ramps) SY 19,430 $ 466,320.00 360 $ 24.00 MONOLITHIC CURB (lYPE A) (6 in) LF 24,750 $ 2.00 $ 49,500.00 423 RETAINING WALL (CAST
IN PLACE) SF 45,000 $ 40.00 $ 1,800,000.00 500 MOBILIZATION LS 1 $ 20,000.00 $ 20,000.00 502 LS LS 1 $ 20,000.00 666 BARRICADES, SIGNS AND TRAFFIC HANDLING $ 20,000.00 1-::LF 75,000
$ 112,500.00REFLECT PAVE MARKINGS $ 1.50 · ¢"'􀀡􀀵􀀧􀀷􀁲􀀢􀀧􀁃􀁾•11,500 $ 402,500.00LIGHTING LF $ 35.00 · 􀀧􀁜􀀴􀁾􀀺􀀧􀀻􀀮􀀠 􀁩􀀮􀀭􀁣􀀭􀀺􀁾􀀻􀀬 $ 240,000.00TRAFFIC SIGNALS (PER INTERSECTION)
EA 3 $ 80,000.00 􀁾􀁾􀀮􀁾􀀢􀁾􀀠EA is 40,000.00681 TEMPORARY TRAFFIC SIGNAL 4 is 10,000.00 􀁾􀁾􀁾􀁾􀀺􀀠• t.o:;; 􀀮􀁾􀁾􀀧􀀠􀁾􀀧SF is 429,300.00ROADWAY STRUCTURE (Ii'/'",:'􀀹􀀧􀁾􀀰􀀰􀀠INLETS
EA .00 $ 75,000.00 Cii'/,.' t'!,'l:i7'.:.MANHOLES EA 0.00 $ 25,000.00 LATERALS LF 1,230 is 50.00 $ 61,SOO.00 {P" ,:' 􀁾. 24"RCP $ 150,000.00 1LF 3,000 is 50.00 I t; .:.".:.:;3 ,LF30"RCP
1,530 $ 65.00 $ 99,450.00 , I t}:M$ 40,000.00 6'XS' RCBC 36" RCP LF 500 $ 80.00 $ 57,200.00 7'XS'RCBC LF 260 is 220.00 LF is 2S0,00 $ 100,000.00 9'XS'RCBC 400 $ 150,000.00 2-7' X 5'
RCBC LF 500 is 300.00 $ 400,000.00 2-9' X S' RCBC LF 800 $ 500.00 is 919,800.00 10' X6' RCBC LF 1,460 $ 630.00 $ 662,400.00 10'X7' RCBC LF 920 $ 720.00 $ 98,800.00 HEADWALL CONCRETE
LF $ 760.00130 $ 36,000.00 REMOVE CONCRETE CHANNEL LINING CY $ 600.0060 SY 11,200 $ 10.00 $ 112,000.00 REMOVEJREPLACE CONCRETE CHANNEL LINING $ 60,00SY 1,300 $ 􀀷􀁾􀀬􀀰􀀰􀀰􀀮􀀰􀀰􀀠$
700,000.00 OTHER UTILITY RELOCATIONS RELOCATE 60" WATER MAIN 2,000 $ 350.00LF 1 $100,000.00 $ 100,000.00LS $ 18,174,810.00SUBTOTAL $ 3,634,962.0020% CONTINGENCY TOTAL CONSTRUCTION COST
$ 21,809,772.00 Eoopcc.xls 12/2/98 
􀁔􀁒􀁁􀁾􀁃􀁖􀁏􀁌􀁕􀁍􀁅􀁃􀁏􀁍􀁐􀁁􀁒􀁦􀁦􀁩􀁏􀁎􀀠Grade Separated Grade With Ramps No Build At Grade Separated South Side ARAPAHO Addison to Midway 24,000 17,000 28,000 Midway to Surveyor
6,000 13,000 17,000· BELT LINE Addison to Midway 58,000 53,000 54,000 50,000 Midway to Surveyor 47,000 46,000 42,000 45,000 MIDWAY North ofArapaho 52,000 36,000 . 44,000 32,000 South
ofArapaho 58,000 57,000 60,000South ofBeh Line 52,000 46,000 52,000 􀁾􀁾􀁾􀂭􀁻􀀱􀀭􀁾􀀠􀁰􀁾􀁻􀁲􀀭􀁾􀀠
---ARAPAHO ROAD NO BUILD ALTERNATIVE 2020 VOLUMES /1000 '" 􀁾􀀠::t '" >% m 􀁾􀀠􀀩􀁾􀀠'" _____V 􀁾􀀠KELLER SPRINGS RD '" I(l !ii 􀁾􀀠47 47 -J N 􀁾􀀠0 􀁾􀀠0c: A0s:: el c: '" s::􀁾􀀠0􀁾􀀠'"
Arap_Nobuild'" 0 !ll ./<0 /\/Freeway 13 I\/.Principal, HOV􀁾􀁦I\RAPAI-OR LINDBERG DR 8 I\/.Mnor1\/Q)lIector, Frontage8l 􀁾􀀠-/\/Ramps'" BELT UNE AJ 58 '5/' 71 ;Jp :......."""T_ ",;W
-== Cc",!ldJIlfOo_=-. n-lID'fIMkalta􀁾􀀠
ARAPAHO ROAD EXTENSION AT GRADE 2020 VOLUMES 11000 􀁾􀁅􀁌􀁌􀁅􀁒SPRINGS RD I:;; \;;0 lCJ) s:: :J: 5 r Z I:E 􀀺􀁾􀀠:::0 o o c: o :::0 c:s:: o;;0 -o 􀁾􀁟􀀭􀀭􀀧􀁊􀀢􀀢􀀧􀀠21 w -BELT LINE
RD 46 ... '" 􀁾􀁌􀀭-S \ Arap_ag.shp NFree.vay IV Principal IVMnorN Collectors, FrtgIVRarrps 􀀭􀁾􀀠N jJt W*E 
ARAPAHO ROAD EXTENSION GRADE SEPARATED @MIDWAY RD 2020 VOLUMES 11000 KELLER SPRINGS RD s: » "Is: » 106l \_ 0 Ie::J: 0 0r 1 􀁾􀀠0U5 :;0z 􀁾􀀠􀁾􀀠es: 0 :;0t!> Jel el I 􀁾il i 􀁾􀀠;0 !Xl
􀁾􀀠RAPAHORD .. 􀀧􀁾􀀭􀀧􀀷􀀺13 13... (J) I 42 54 55 tl9BELT LINE RD 5'; 􀁉􀁾􀀠43 􀁾􀁜􀀠Arap..9S.shp NFreewayNAincipal NMnorN Collectors, Frtg IVRarT1Js􀁾􀀠NW*E L....-S I 
ARAPAHO ROAD EXTENSION GRADE SEPARATED @MIDWAYW/RAMPS 2020 VOLUMES 11000 \ KELLER SPRINGS RD 􀁾􀀠. \ -" 􀁾􀀠\' Zr \ I g􀁾􀀧i \§ (\) i?< \0; 010 •"I 􀀮􀁾􀀠,z·o0 􀁾􀀠• 􀁉􀁾􀀠􀁾􀀠" 10 °
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Collectors. FrtgIV Rarll:ls NW+E S 
PROJECT #92-094 Arc::l.pc::l.ho Roc::l.c1. Extension UTILITIES COORDINATION IS' MANAGER: 13ruce Grc::l.nthc::l.m Print Date: October H', 1992 (4:29pm) UTILITY COMPANY CONTACT PHONE &FAX
PATE ACTIlI'ITY /RESPONSE: FOLLOW 0'1' NOTES LODe Star Gas Co. 1015 Hutton St. Carrollton, TX 75006 Howanllewis Ph: 972-323·8936 h: 10/15/98 Sent letter and map to Howard lewis. TU Electric
1015 Hutton St. Carrollton, TX 75006 Todd Guinn Ph: 972-323·8928 Fx: 9]2.323·8925 10/15/98 Senllelter and map to Todd Guinn. Southwestern Bell 275 N. Greenville, 2nd Floor Richardson,
TX 75081 Tim Beidelman Ph: 214·46404095 Fx: 10[15/98 Sent letter and map to Tim Beidelman. TCI 327 Gross Road Mesquite, TX 75149 Don Burkhart Ph: Fx: 10/15/98 Sent leiter and map to
Don Burkhart. MCI Tech Support Dept. 28551642 2250 lakeside Drive Richardson, TX 75082 Michael White Ph: 972-498·6041 Fx: 10/15/98 Sent letter and map to Michael White. WorldCom 2477
Gateway Drive Irving, TX 75063 Theresa Hardin or Jim Dunn Ph: 972-753·1900 Fx: 10/15/98 Sent leiter and map to Jim Dunn. Harron Cable TV P. D. Box 2628 Waxahachie, TX 75165 Dennis Anderson
Ph: fl: 10115198 Sent leiter and map to Dennis Anderson. 
.t::\.•. v·· 
p.l 􀁏􀁯􀁾􀀠15 98 10:332 Jaok Hat-ohe1l 972-424-13S8 Jack HatcheD & Associates P.O. Box 260119 Plano, Texas 75026-0119 (972424-1368) Telephone & FAX FAX To: James C. Pierce, Jr., P.E.,
DEE Assistant City Engineer Town ofAddison (972)450.2837 From: Jack Hatchell, P.E. Date: October IS, 1998 James· Please find attached the traffic assignments for the "No Build" alternative
for Arapaho Road. As you can see, the extension ofArapaho Road does provide relief to Belt Line and Midway Roads. I will have a comparison ofthe alternatives to include ''No Build" for
our meeting next week. Please do not hesitate to can me ifyou have any questions or need additional information. Number ofpages inchlding this sheet '2. 
p.2 Oot15 S8 10.33a Jaok Hatohell 972-424-1368 § I lit 􀁚􀁾􀀠􀁾􀁉􀀧􀁾􀁪􀁬􀀠ilJ 􀁾􀁌􀁌􀁪􀁦􀁾􀁃􀀹􀀠,f««< IE \ '" 􀁾􀀭-;: QUORUM OR II 12 '" iii AODISOIIRD 25 24 I , i 􀁾􀀠III!i V 􀁾􀀠􀁍􀁉􀁄􀁗􀁁􀀩􀀧􀁾􀁄
􀀠58 52 􀁾􀀠Ii 􀁾...vo \If 2:B I z ~ '<t ... !MRSH LANE 􀁾􀀠50 
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North Central Texas Council Of Governments July 14, 1998 Mr. Jack Hatchell Jack Hatchell & Associates P.O. Box 2660119 Plano, TX 75026-0119 Dear Mr. Hatchell: Enclosed are maps of the
projected 2020 volumes for Arapaho Road per your May 29, 1998, request. Twenty-four hour volumes were developed for Arapaho Road using the Dallas-Fort Worth Regional Travel Model. Three
scenarios were modeled for the facility with each alternative extending Arapaho from its current terminus at Addison Road to Marsh Lane as a four-lane facility. Arapaho was mOdeled at
grade in the first alternative. The second alternative modeled Arapaho grade separated at Midway Road with no connections at Midway. The last alternative also modeled a grade separation
at Midway Road, but ramps with connecting the two roads. If you have any questions regarding the Arapaho Road assignments, please contact me or Mitzi Ward of my staff at (817) 695-9240.
Sincerely, 􀁾􀁦􀁾􀀠Michael Morris, P.E. Director of Transportation MM:db Enclosure 616 Six Flags Flags Drive, Centerpoint Two P. O. Box 5886, Mington, Texas 76005·5668 (817) 640·3300
FAX: 817-640·7806 (i)recycled paper 
ARAPAHO ROAD EXTENSION AT GRADE 2020 VOLUMES 11000 KELLER SPRINGS RD I Arap_ag.shp IVFreevvayIVPrincipal0􀁾􀀠IVMnorc:::r: 􀁉􀁾􀀠\g 0 /\/Collectors, Frtg 􀁾􀀠IVRarrpss:: 0 ;:u.... •z
􀁾􀁉􀀠􀀭􀀭􀀭􀁜􀁾􀀠􀀯􀁾􀀧􀁉􀁾􀀠+H-+-......... '" 􀁾􀀮􀀠;' Ie􀁾􀀠1/1 [---8RAPAHO R 􀁾􀀠􀁲􀁕􀁎􀁄􀁂􀁅􀁒􀁾􀁾􀀭1 0/rc: rI. ' D! • I _./•.' N 6 􀁤􀂷􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀽􀀱􀀠-::-:---L-􀁾􀀠'4
I I J 24 '" '" 􀁾􀀠'" ././46 s3--------.....L/54 NBELT LINE RD 􀀮􀁾􀀠 46 N\ j...-􀁾􀀭􀀭􀀭􀀭68 W*E S 
--i 􀁌􀁾􀀠4 SURVEYOR BLvO"-l􀁾􀀱􀀠
ADDISONRD 􀀭􀀬􀁾􀀬􀀬􀀭􀀭􀀭􀀭􀀧􀀭􀀢􀀧􀀢􀀠\, IL! o i o MIDWAYRD 57-'I --21 ) \ '--53 
􀁾􀁃􀁖􀁏􀁌􀁕􀁍􀁅􀁃􀁏􀁍􀁐􀁁􀁲􀁵􀁦􀁦􀁩􀁏􀁎􀀠At Grade Grade Separated Grade Separated tJv tkrnp 5 With Ramps South ARAPAHO Addison to Midway 24,000 17,000 28,000 Etvd-Midway to Surveyor
6,000 13,000 17,000 W€5!BELT LINE Addison to Midway 53,000 54,000 50,000 Midway to Surveyor 46,000 42,000 45,000 MIDWAY North ofArapaho 36,000 44,000 32,000 South ofArapaho 57,000 60,000
South ofBeIt Line 52,000 46,000 52,000 
North Central Texas Council Of Governments July 14,1998 Mr. Jack Hatchell Jack Hatchell & Associates P.O. Box 2660119 Plano, TX 75026-0119 Dear Mr. Hatchell: Enclosed are maps of the
projected 2020 volumes for Arapaho Road per your May 29, 1998, request. Twenty-four hour volumes were developed for Arapaho Road using the Dallas-Fort Worth Regional Travel Model. Three
scenarios were modeled for the facility with each alternative extending Arapaho from its current terminus at Addison Road to Marsh Lane as a four-lane facility. Arapaho was modeled at
grade in the first alternative. The second alternative modeled Arapaho grade separated at Midway Road with no connections at Midway. The last alternative also modeled a grade separation
at Midway Road, but ramps with connecting the two roads. If you have any questions regarding the Arapaho Road assignments, please contact me or Mitzi Ward of my staff at (817) 695-9240.
Sincerely, 􀁾􀁊􀀲􀁾􀀠Michael Morris, P.E. Director of Transportation MM:db Enclosure 616 Six Flags Drive, Centerpoint Two P. O. Box 5686, Arlington, Texas 76005·5886 (817) 640·3300 FAX:
617·640·7806 ®recycled paper 
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Addison to Midway 53,000 54,000 50,000 Midway to Surveyor 46,000 42,00045,000 MIDWAY North ofArapaho 36,000 44,000 32,000 South ofArapaho 57,000 60000/, South ofBelt Line 52,000 46,000
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MEMO Engineers. Inc. 1919 S. SblIob Rd., Suit. 530, LB 27, Garland, TX 75042 Date: September 23, 1998 To: Mr. Jim Pierce, Town ofAddison From: Bruce Grantham Re: Arapaho Road Extension
Please find enclosed an updated schedule for the Arapaho Road project. Ifyou have any qoo,,,,", ,1,_giw m, ,..n.􀁾􀀠1'e/.: (972) 840·1916 f FAX: (972) 840·2156 fE-mail: Jofu@gbwengineers.com

14114 DallasI : I 􀁾i i =1ARCHITECTS ENGINEERS PLANNERS Parl!way, Suite 630 􀁄􀁡􀁊􀀯􀁡􀁳􀀬􀁔􀁾􀀠7524()'438J (972) 661-5626August 25, 1998 FAX (972) 661-5614 Town of Addison 5300 Beltline
Road P.O. Box 144 Addison, Texas 75001 Attn: James E. Pierce, Jr., P.E. Assistant City Engineer ARAPAHO ROAD EXTENSION Dear Mr. Pierce: During the month of July, Dallas Aerial Surveys
continued the development of mapping for the Arapaho Road extension project and digital files for the mapping were delivered on August 13, 1998. We are beginning the study of alignments
just south of the railroad and along Centurion and Realty. Electronic files will be furnished to GBW Engineers, Inc. to begin plotting of utilities. Jack Hatchell has collected available
traffic data and has received traffic counts at Midway Road with and without connections to the extension from the North Central Texas Council of Governments. ARS Engineers, Inc. has
completed their control traverse and established panel points for use by Dallas Aerial Surveys for aerial photography control. They have also assembled deed sketches for approximately
90% of the property primarily between Addison Road and Surveyor. Very truly yours, HNTB CORPORATION Daniel F. Becker, P.E. Vice President, Central Division DFBllnb The HNTB Companies
OFFlCES: ALEXANDRlA, VA; ATlANTA, GA: AUSTIN, TX: DATON ROUGE, 1..11, DOSTON, lolA, CHARlESTON. VIV, CHIo,GO. IL; CLEVElIIND, OH; DAlL'.S, TX: DENVER, CO, DETROIT, M[: FAIRFIElD, NJ:
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PUBLIC WORKS From: James C. Pierce,Jr.,P.E.,DEE Assistant City Engineer Phone: 972/450-2879 FAX: 972/450-2837 16801 Westgrove P.O. Box 9010 Addison, TX 75001-9010 o Call me ;{FYI 
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________________________ __ DATE JOB NO.1ATTeNTION RE:Public Works I Engineering 16801 Westgrove. P.O. Box 144 Addison, Texas 75001 Telephone: (214) 450-2871 • Fox: (214) 931-6643 TO
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0 _________________o Copy of letter 0 Change order COPIES DATE NO. DESCRIPTION I 􀁡􀁾􀀣􀀱􀀮􀁫􀁊􀀠,'"3 􀁝􀁬􀁴􀁁􀀧􀁾􀀠􀁾􀀼􀁈􀀮􀀮􀁁􀀠􀀧􀀯􀁊􀁾􀀠L 􀁾􀁁􀁈􀀱􀀠la/LA"n1' 􀀷􀁨􀁾􀀠􀁾..", L f "A
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comment C o FOR 81DS DUE __________ 19____ 0 PRINTS RETURNED AFTER LOAN TO US REMARKS 􀁟􀀱􀀭􀁾􀁾􀁾􀀽􀀭􀀢􀀧􀁁􀁡􀀯􀀺􀀻􀀧􀀭􀀽􀀭􀀧􀀭􀀢􀁾􀀽􀀮􀀽􀀺􀀺􀀮􀀮􀁌􀀡􀀧􀀽􀀽􀀭􀀭􀀮􀀮􀁌􀀮􀁾􀀮􀀮􀁌􀀽􀀾􀀽􀀽􀀭􀀭􀀽􀁾􀀺􀀮􀀮�
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R4.,j 6 -IS"-rr 11111 Dallas I : I 􀁾i i =JARCHITECTS ENGINEERS PLANNERS Parkway, Sulle 630 Dallas, Texas 73210-1381 June 2,1998 (972) 661-5626FA}{ (972) 661-5614 Town of Addison P.O.
Box 144 Addison, Texas 75001-0144 Attn: Mr. James C. Pierce, Jr., P.E., DEE Assistant City Engineer ARAPAHO ROAD EXTENSION Dear Mr. Pierce: We are proceeding with the Phase 1 services
for the extension of Arapaho Road, and this is to provide you with the status of activities in progress. Our surveyor, ARS Engineers, Inc. (ARS), began work setting panel points for
Dallas Aerial Surveys (DAS) and is continuing their design survey activities. Benchmark data and horizontal controls have been furnished to ARS for their use in setting controls for
DAS. Written agreements with subcontractors have been executed and insurance certificates issued. Jack Hatchell & Associates has compiled the available traffic data and has requested
traffic projections from the North Central Texas Council of Governments for streets in the vicinity of the project. In cooperation with GBW, we have updated the schedule to reflect the
delay in starting work with no change in the completion dates and a copy has been furnished to the Town of Addison. During June, we expect to continue the traffic studies, design surveys,
aerial mapping, and collection of utility information. We will submit brief status reports to you monthly to keep you abreast of project develoj}ment activities. Ifyou have any questions,
please call. Very truly yours, HNTB CORPORATION 􀀻􀁴􀀯􀁾􀁾Dattiel F. Becker, P.E. Vice President, Central Division DFB/lnb 25768 Tbe HNTH Companies OFFICES; AI.EIC",.,'J)KlA, VA; ATtANTA,
Gt.; AUSTIN, TX; BATON Rovet:. LA. nOSTON. 1>1 ... ; CHAIU..I:1'1'ON. 􀁷􀁶􀁾􀀠cwC\co. It; 􀁃􀁴􀀮􀁅􀁖􀁅􀁬􀀮􀁁􀁾􀀮􀀠OH; DALLAS. n, DEl'iVER. co; D£rROrT, MI; FA1RFIEJ.D, I'll: f'T. WOIll11.
TX: HARTFORD, CT; HOUSTON, TX; lNDJAlil,POLlS, IN: IR\'lNE, CA, KA....SJ,$ OTY. MO. LANSING, !>II; I.M VEO!>S. NV; LOS ANGffi£S. 0\; l.O!JISVtl.U:, K'f; 􀁾􀁉􀁊􀁁􀁍􀀱􀀮􀀠I'L: MILWAUKEE,
WI; M!NNEAVOUS. MN; NASHVIl.LE, TN, NEW YORK. NY; OAKLAND. Ck OKLAHOMA CITY, OK: OlU.Al'lOO, Fl.; OVERlAND PARK XS; l'HOENfX, AZ·, I'LYMOUTH MrumNG, PA; 􀁐􀁑􀁾􀀧􀁲􀁌􀁁􀁎􀁏􀀮􀀠Me: RIILElGH,
I'o'Cl ROCKLAND COONn', NY, SAN A."mJNIO. TX; 5EATTt£, \VA< TAMPA. Fk 1't11SA, OX; WlCUITIL KS. 
Engineers. Inc. Date: 6/4198 To: Jim Pierce From: Bruce Grantham Re: Arapaho Road Extension I have enclosed the revised Arapaho Road Extension Project Schedule per our discussion. Please
call ifyou have any questions. Tel.: (972) 􀁧􀀴􀀰􀁾􀀱􀀹􀀱􀀶􀀯FAX: (972) 840-2156/E-mail: lnfo@gbwengineers.com 
_________________________ _ JOB NODATE ATTENTION REPublic Works /Engineering 16801 Westgrove. P.O. Box 144 Addison, Texas 75001 Telephone: (214)450-2871 • Fox: (2141931·6643 GENTLEMAN:
WE ARE SENDING YOU V:<Attached o Under separate cover via ______the following items; o Shop Drawings o Prints o Plans 0 Samples 0 Specifications 0 __________________________o Copy of
letter o Change order NO. DESCRIPTIONCOPIES I DATE /I /, THESE ARE TRANSMITTED as checked below: o For approval 0 Approved as submitted o Resubmit ____copies for approval 􀁾􀁯􀁲your
use 0 Approved as noted o Submit copies for distribution fJ{AS requested 0 Returned for corrections o Return corrected prints o For review and comment C o FOR BIDS DUE ___________ 19___
o PRINTS RETURNED AFTER LOAN TO US REMARKS __________________________________ COPY TO _________________ SIGNED: 􀀭􀀭􀀬􀁌􀁾􀁃􀀡􀀮􀁾􀀭􀁫􀁾􀁾􀀽􀀽􀀢􀀧􀀭􀀭􀀭􀀭􀀭􀀭If enclosures are not as
noted, please n Ii I 
May 20,1998 Mr. Daniel F. Becker, P.E., Vice President HNTB Engineers 14114 Dallas Parkway, Suite 630 Dallas, TX 75240-4381 Re: Arapaho Road Extension -PhaseIIjIII Dear Mr. Becker: I
am somewhat concerned about the apparent limited progress being made on the preliminary design of the above referenced project. We discussed this briefly on the telephone about two weeks
ago and you acknowledged the limited progress, and stated that a new schedule would be forthcoming, and that the completion date would remain the same. I look forward to receiving the
new schedule and discussing how we can get the project moving at a good pace. Please call and schedule a meeting date. Very truly yours, Town of Addison James C. Pierce, Jr., P.E., DEE
Assistant City Engineer cc: John Baumgartner, Director of Public Works 
TOWN OF ADDISON HNTBIGBWIARSIJH&A 1999 MARCH 􀁁􀁾􀁙􀀠PHASE 1 Project Overview Meeting I-! Submit Project Schedule 􀁾􀀠Traffic Study & Analysis 􀀬􀀽􀁴􀁾Survey Control I-Aerial Survey
• Collect City Plans/Plats -I-Review City Plans/Plats -Franchise Utility Coordination Project Status Meeting Prepare Base Map Alignment Studies Analyze Midway Intersection Preliminary
Drainage Area Map Railroad Coordination Discuss Preferred 􀁁􀁬􀁩􀁾􀁮􀁭􀁥􀁮􀁴􀀠Preliminary Road Plan/Profile Preliminary Drainage Layout Project Status Meeting Abstracting Preliminary
R.O.W./Easments Environmental Audits Property Owner Meetings Opinion of Probable Cost Draft Engineering Report Council Presentation PHASE 2 Supplemental Field Survey Plot Cross Sections
Final Road Pian/PrOfile Final Drainage Area Map Preliminary Drainage Design Project Status Meeting R.O.W. Strip Map Utlllty Company Meetings Opinion of Probable Cost Final Engineering
Report Council Presentation Individ ual Po reel Map/Set Pins -II I JUNE JULY AUGUST 􀁾􀁛􀁐􀁔􀁛􀁍􀁂􀁅􀁒􀀠􀀠OCTOBER I ARAPAHO ROAD EXTENSION PROJECT SCHEDULE 
PUBUC WORKS DEPARTMENT (972) 450·2871 Post Office Box J44 Addison. Texas 75001 16801 Westgmve April 6, 1998 􀀱􀀱􀁲􀀮􀁎􀁕􀁣􀁨􀁡􀁥􀁬􀁾􀁯􀁮􀁩􀁳􀀠Director of Transportation NCTCOG P.O. Box
5888 Arlington, TX 76005-5888 Re: Preliminary Design, Arapaho Road Phase IIIIII Dear 11r. 􀁾􀁲􀁲􀁩􀁳􀀺􀀠The Town of Addison has retained HNTB to evaluate the potential for extending
Arapaho Road from Addison Road to Marsh Lane. Jack Hatchell & Associates is a sub consultant to HNTB for the transportation engineering elements ofthe study. Please accept this letter
as authorization for 11r. Jack Hatchel[, P.E. to obtain traffic assignments for the Town of Addison from NCTCOG, and to work with your office on traffic assignments for alternative alignments
and intersection configurations. Please do not hesitate to cal[ me at 972-450-2879 if you have any questions or need additional information. Very truly yours, Town of Addison es C. Pierce,
Jr., P.., DEE Assistant City Engineer Post-if' Fax Note 7671 To Co.iDept. Phone # Fax # I cc: Dan Becker, P.E., HNTB Jack Hatchell, P.E. 
p. 1972-424-1368Jack Hat-chellApr.05 98 IO:05p Jack Hatchell & Associates P.O. Box 260119 Plano, Texas 75026-01 t 9 (972-424-1368) Telephone & FAX FAX To: James C. Pierce, Jr., P.E.,
DEE TO'Wll ofAddison (972)450-2837 From: Jack Hatchell, P.E. Date: April 6, 1998 James-It was nice to see you Thursday. I look forward to working with you on t1w Arapaho Road extension
project. Please lind attached a draft of a letter to Michael Morris, Direotor of Tran''Ponation, with NCTCOG requesting authorization for me to obtain traffic assignments. Please do
not hesitate to caH me ifyou have any questioos or need additional information. Number ofpages including this sheet _--,'L,=-_ 
p.2 972-424-13S8Jack Hat-chellApr .05 S8 10,05p Mr. Michael Morris Direct()r of Transportation NCTCOG P.O. Box 5888 Arlington, Texas 76005-5888 Dear Mr. Morris: The ToWl! of Addison
has retained HNTB to evaluate the potential for extending Arapaho Road from Quorum Drive to Marsh Lane. Jack Hatchell & Associates is a suboonsultant to HNTB for the transportation engineering
elements ofthe study. Please accept this Jetter as authorization fur Mr. Jack Hatchell to obtain traffic assignments for the Town ofAddison from NCTCOG and to work with your office on
traffic assignments for alternative alignments and intersection configurations. Please do not hesitate to caJI me ifyou have any questions or need additional informntion. Sincerely,
James O. Pierce, Jr., P.E., DEE Assistant City Eogineer Town ofAddison. 
GENTLEMAN: WE ARE SENDING YOU AAttached o Shop Drawings 0 Prints Public Works /Engineering 16801 Westgrove • P.O. Box 144 Addison, Texas 75001 Telephone: (214)450·2871 • Fox: (214)931-6643
( ., 0 __________________________oCopy of letter o Change order ATTENTION RE: Post-it" Fax Note To CoJDepl. Phone If Fax < 7671 Phone # #of ,.. pages COPtES DATE DESCRIPTION I . /5/13/'13
I //11 THESE ARE TRANSMITTED as checked below: o For approval 0 Approved as submitted o Resubmit ____copies for approval }f!:or your use 0 Approved as noted o Submit copies for distribution
o As requested 0 Returned for corrections o Return corrected prints o For review and comment 0 ___________________________ o FOR BIDS DUE __________ 19.___ o PRINTS RETURNED AFTER LOAN
TO US REMARKS ____________________________________ COPYTO 'J2tn 􀁾􀁾􀀠 If enclosures are not as noted, please n Ii us at once. 
r 1?-6 "KELtt:RsfR/A!{,SWILBUR -" ;< 􀁊􀁾􀁎􀀻􀁴􀁊􀁦􀁌􀀭SMITH I', " ASSOCIATES L' ..._., ENGINEERS. ECONOMISTS. PLANNERS .'................ . 􀁾.. " 135 COLLEGE STREET. P,O, BOX 9412.
NEW HAVEN, CT 06534 • (203) 865·2191 • FAX (203) 624·0<184 May 13, 1993 Mr. Robert Wunderlich Barton-Aschman 􀁁􀁾􀁳􀁯􀁣􀁩􀁡􀁴􀁥􀁳􀀬􀀠Inc. 5485 Belt Une Road, Suite 199 Dallas, TX 75240
Post-II" brand fax Iransmillal memo 7071 • of page., 􀀡􀀺􀀾􀁾􀀠To Dear Mr. Wunderlich: Pursuant to your Authorization to proceed of March 2, 1993, Wilbur Smith Associates (WSA) has completed
a review of the impacts which the Extension of Arapaho Road west of the Dallas-North Tollway would have on the proposed Addison Airport Toll Tunnel assessment project. The study findings
presented build upon the initial feasibility assessment study of the Addison Airport Toll Tunnel completed by WSA in June of 1991 and the Final Feasibility Report completed in February
of 1992 for the Texas Turnpike Authority (ITA). As agreed, WSA has updated the traffic models used in the earlier study to accommodate certain assumptions made in the proposal. This
included modilYing some roadway capacities in the travel corridor, and developing several different traffic networks which would accurately portray the three different implementation
phases of the Arapaho Extension, as described by Barton-Aschman. All ot'1er assumptions from the Final Feasibility Report of February 1992 remain unchanged. A series of capacity. constrained
toll diversion traffic assignments were run, including assigmnents at both 1995 and 2010 traffic levels, as well as $0.50 and $0.75 toll rates at the Addison Tunnel. The results of the
new traffic assignments which incorporated the extended Arapaho Road were then compared to the traffic assignments originally run in the previous Addison Toll Tunnel study to evaluate
the impact that this would have on the forecasted toll r,"venue. Traffic Modeling Procedure The first step involved retrieval of the tra ffic modeling network used by WSA in ALBANY.
NY • ATLANTA,GA • CAIRO. EGYPT. CHARLESiON, SC • COLUMBIA. SC • COLUMBUS, OH • DES MOINES, IA • FALLS CHURCH VA HONG KONG. HOUSTON. TX " KNOXVILLE, TN • LEXINGTON, KY • LONDON. ENGLAND • LOS ANGELES.
CA • MIAMI, FL • 􀁎􀁅􀁅􀁎􀁁􀁾􀀬􀀠WI NEW HAVEN, CT • OAKLANu, <.::A • ORLANDO. FL • pmSaURGH, PA • PORTSMOUTH, NH • PROVIDENCE. RI • RALEIGH. NC • RICHMOND, VA RIVERSIDt, CA • ROSElLE.IL.
SAN FRANCISCO, CA • 􀁓􀁁􀁾􀀠JOSE. CA • SINGAPORE. TAMPA, FL. TORONTO. CANADA • WASHINGTON, DC EMPLOYEE·OWNED COMPANY 
the previous Addison study. This windowed network was originally developed for the northern Dallas region from a comprehensive traffic network supplied to WSA by the North Central Texas
Council of Governments (NCTCOG). Modifications were made to the links in both the 1995 opening year network as well as the 2010 design year network, to ensure consistency between the
network assumptions and the data supplied by Barton-Aschman. A total of 15 different traffic assignments scenarios were then completed, which included alternate tunnel toll rates, alternate
assignment years, and the various phases of the Arapaho Road Extension. For each of the scenarios, traffic assignments were made for the AM. peak hour, P.M. peak hour, and the off-peak
average hour, which were then combined into an average total daily traffic figure. The impacts that the extended Arapaho Road would have on the forecasted traffic and revenue of the
Addison Tunnel were determined for each planned phase of the Extension. The phasing information was supplied by Barton-Aschman, and assumes the following: • Phase I consists of upgrading
Arapaho Road for the entire length of its existing alignment, ending at Addison Road, and open to traffic on January 1,1996; • Phase 2 would extend Arapaho on new alignment from its
present junction at Addison Road to Midway Road, and would be completed five to ten years after Phase I; • Phase 3would extend Arapaho on new alignment from its junction with Midway
Road to Marsh Lane, and would be completed 10+ years after Phase 1. For the traffic modeling analysis, WSA used a completion or opening year of January 1, 2000 for Phase II and January
1, 2010 for Phase III. Estimated Annual Revenue Impacts After completing the traffic assignments, plotting and summarizing the results, -2
the new traffic 􀁦􀁯􀁲􀁥􀁣􀁡􀁳􀁴􀁾􀀠for the Addison Airport Toll Tunnel were compared to the traffic forecasts developed without the Arapaho Road Extension included in the network. As
summarized in Table A. the Extension of Arapaho Road has a moderate impact on the forecasted tunnel traffic figures. If the Addison Tunnel toll rate is set at $0.50 for all traffic,
the completion of Phase I of the Extension will have little measurable impact on tunnel traffic and revenue forecasts. Approximately a 10 percent decrease in traffic is forecast upon
completion of Phase II, with an annual toll revenue impact of $347,000. Assuming the entire Arapaho Extension is in place, tunnel traffic in the year 2010 is expected to be slightly
over 15 percent less than originally forecast, with $712,000 less annual toll revenue realized as a result. Under the $0.75 tol! forecasts, the completion of Phase I will also have a
negligible impact on tunnel traffic and revenue. When Phase II of the Arapaho Road Extension is completed in in 2000, it would result in an estimated 15 percent drop in the average daily
traffic using the Addison Airport Toll Tunnel, with a corresponding decrease in annual revenue of slightly over $600,000. When the full construction of the Arapaho Road Extension is
completed to Marsh Lane and evaluated in terms of its impact on the design year traffic, approximately 18 percent less traffic can be expected on the Tunnel, with a corresponding drop
of $985,000 in annual revenue. The extension of Arapaho Road will have the greatest impact on the future traffic levels of the Beltline Road. Aithough some traffic diversion is expected
on the other major east-west arterials in the study corridor, most of the impacts will occur between Arapaho Road and Belt Line Road in the area studied. Rather than directly competing
with the Addison Toll Tunnel, the Arapaho Road Extension's primary impact will be to improve conditions on the Belt Line Road, thus making Belt Line Road more competitive with the proposed
Tunnel. During the the course of quantifying the impacts which Arapaho Road would have on the Addison Toll Tunnel, the most current, accepted professional practices and -3
Table A ESTIMATED TRAFFIC AND REVENUE IMPACTS ON ADDISON TUNNEL From Extension of Arapaho Road ADDISON TUNNEL TOLL OF $0,50 PHASE OF ARAPAHO ROAD EXTENSION Pbase I Phase Il Phase 1II
EXPECTED COMPLETION DATE 1996 2000 2010 Original Forecasts Modified Forecasts 􀁔􀁯􀁩􀁡􀀺􀁲􀁬􀁩􀁩􀁩􀁐􀁡􀁾Average Annual Average Annual Average Annual Daily Toll Daily Toll Daily Toll
Traffic Revenue Traffic Revenue Traffic Revenue 14,200 $ 2,592,000 14,200 S 2,592,000 18,600 3,395,000 16,700 3,048,000 (1,900) S (347,000) 25,500 4,654,000 21,600 3,942,000 (3,900)
(712,000) ADDISON TUNNEL TOLL OF $0.75 Phase I 1996 11,600 $ 3,176,000 11,600 S 3,176,000 Phase II 2000 14,400 3,942,000 12,200 3,340,000 (2,200) $ (602,000) Pbase III 2010 19,800 5,420,000
16,200 4,435,000 (3,600) (985,000) WILBUR SMITH ASSOC1ATES May 13, 1993 -+ 
procedures were used. However, there are sometimes differences between forecasted and actual results caused by events and circumstances beyond the control of the forecasters and these
ditferences could be material. * * WSA has sincerely appreciated the opportunity to continue working on such an important project concerning the future of the Town of Addison. Please
do not hesitate to contact us if there are questions or if we can continue to be of service. Thanks and best regards. Very truly yours, WILBUR SMITH ASSOCIATES 􀁾􀁏􀁬􀁬􀀢􀀢􀀢􀀠Associate
J/'" JS/lao cc: Nr. James H. Griffin -TTA -5
Barton-Aschman Associates, Inc_ 5485 Belt Line Road, Suite 199 Phone: (214) 991-1900 Dallas, Texas 75240 Fax: (214) 490-9261 USA Metro: 263-9138 MEMORANDUM To: Ron Whitehead Town Manager
From: Robert 􀁗􀁵􀁾􀁥􀁲􀁬􀁩􀁣􀁨􀀠Gary Jost 􀁾􀀠Date: December 18, 1992 Subject: Analysis of East/West Roadway Capacity in Addison Belt Line Road serves as the primary conduit of east/west
traffic flow north of the LBJ freeway (Figure 1 I. The combination of continuity from 1-35E on the west to US 75 on the east and the concentration of employment and residential centers
along its route and an interchange with the Dallas North Tollway (DNT), have resulted in a heavily travelled corridor with significant congestion during the peak hour. Currently, Belt
Line Road carries approximately 37,783 vehicles per day just west of the DNT. Travel demand estimates project that congestion is to continue and worsen. Very little opportunity exists
to expand Belt Line Road due to adjacent property impacts and aesthetic considerations. Therefore, it is essential that alternate routes be developed to relieve Belt Line Road. POSSIBLE
RELIEVER ROUTES Between Belt Line and Spring Valley, opportunities to provide relief are limited due to the presence of residential neighborhoods. Therefore, attention has focused on
the corridor north of Belt Line Road where a connection of Keller Springs and an extension of Arapaho Road are the most likely candidates for relieving Belt Line Road (see figure 2).
KELLER SPRINGS Keller Springs Road currently extends to the east and west from Addison Airport. Keller Springs extends from the Airport past Preston Road to Campbell Road on the east
side of the Airport. On the west. the road continues through Carrollton to 1-35 E. Tunnelling under the Airport has been identified as the only feasible way to connect the eastern and
western sections of KeIler Springs while maintaining Airport operations. Because of the substantial cost of such a project. funding is proposed through tolls. A two-lane (one lane in
each direction) direction) tunnel with a $.75 toll is under consideration at this time. 
Ron Whitehead Memo December 17, 1992 Page 2 ARAPAHO ROAD Arapaho Road is continuous from the Dallas North Tollway to US 75 west of the tollway, Arapaho intersects with Spectrum, at an
all-way stop right angle intersection. Arapaho then continues west to Addison Road. An alignment has been proposed which would extend Arapaho west from the DNT to Marsh Lane. PROJECT
TRAFFIC ANALYSIS As part of the Addison Transportation Plan project, the NCTCOG modeled several alternative roadway networks. One of the purposes of this effort was to explore the interaction
between the two alternative roadways and their ability to relieve Belt Line Road. Representative volumes are shown for this alternative model in Table 1 . Table 1 •••• COMPARISON OF
VOLUMES JUST WESrOF ADDISON ROAD. YEAR 2010 " No Keller Springs or . Arapaho Keller Springs Free 4'Lane Facility; No .' Arapaho' 2 -Lane Keller I .. Springs. Tollroad; No . Arapaho'
2 Lane Keller" Springs Tollroad; .. Arapaho Extended to Marsh.' . SH 190 Trinity Mills Keller Springs Lindburg Arapaho Belt Line 113,000 17,000 -15,000 -61,000 113,000 19,000 30,000
10,000 -56,000 114,000 20,000 16,000 13,000 -58,000 112,000 18,000 16,000 1,000 40,000 49,000 TOTAL 254,000 273,000 267,000 267,000 Without either of the alternative routes, Belt Line
Road is projected to have a demand of 61,000 vehicles per day. When the Keller Springs tunnel connection is modeled as a fourlane, free-access roadway, the volume of Belt Line Road is
reduced by about 5,000 vehicles, and the resulting volume on Keller Springs is 30,000 vehicles per day. When access to Keller Springs is restricted by charging a toll and reducing the
width to two lanes, the volumes on Keller Springs drops to 16,000 and the volume on Belt Line Road is reduced by only 3,000 vehicles. 
Ron Whitehead Memo December 17, 1992 Page 3 When Arapaho is added between the North Tollway and Marsh, the volumes on Keller Springs toll tunnel are not affected, but volumes on Belt
Une Road are reduced by 12,000 vehicles per day to 49,000 vehicles per day. The daily traffic volume on Arapaho is projected to be 40,000 under these conditions. SUMMARY It is apparent
from the projected volumes that the Keller Springs toll tunnel and the Arapaho Road extension generally serve different travel needs and projected volumes on Keller Springs are not diminished
when Arapaho is extended. The projected traffic volumes also support the need for all three facilities (Arapaho Road, Keller Springs Toll Tunnel, and SH 190) to meet future east-west
travel demand. Each facility meets aspecific need for travel in the area. Arapaho serves as a relief facility for Belt Une Road and provides a continuous circulation route for adjacent
land uses. The proposed Keller Springs Toll Tunnel chiefly links areas west of the Airport to the Dallas North Tollway. Land uses within Addison are generally not served directly although
the toll tunnel could be used to access areas within Addison. It does not appear that even a four-lane, free Keller Springs connection would relieve Belt Line Road. On the other hand,
the Arapaho extension does carry traffic that could otherwise travel on Belt Line, but does not attract trips that would use Keller Springs. An analysis of the intersections of Midway
Road at Keller Springs and Addison Road at Keller Springs will be sent under separate cover. These intersections support the toll tunnel and will be important to the success of the toll
tunnel. 
.-------_._---[ i°-2 -􀁾􀀠2==_ • ;: il 􀁾􀀠11 􀁾􀀠􀀺􀁾􀀠• 􀁾􀀠􀁾􀀠􀁾􀀠" • "􀁾􀀠Hl!lcr•• Rd, •• , 5' • !•n • • = c ••ii' < • 0 »• • • "• • Coli Rd. "• m >< iii ..; ;Z; G) :D 0 0" :;:
-< " 0 0 Z " iii c .. :D Ci" ..; c: 5 '" rn [00 Z 􀁾􀀠􀁾􀀠•􀁾• ,<"..,0.' , •..••» 􀁾􀀠..􀁾.""," » 􀁾􀀠􀀢􀀢􀀢􀀢􀁾􀁾􀁵􀁶􀀠Ln. Ktlllyewd. :. IdU1lJ) LJ'\. Wal,rvl, Pili",,.. 
DALLAS 􀁾􀀠FARMERS BRANCH 􀁩􀁾􀀠Q' L.. ..____,CARROLLTON "·""""1: , " e J • 􀁾􀁻􀀮􀀠(; 􀁾􀀠"-o n , •,•􀁾􀀠;; ;: ,. 􀁌􀀮􀁟􀁾􀀠DALLAS h:i 􀀧􀁾􀀠􀀭􀀻􀀧􀀧􀀧􀀧􀀧􀀧􀀢􀀭􀁾􀀠, . o • '>---....
ri 􀁾􀁉I 􀁾Quorum Pro . lade·mC!!! In_.J; ; ,; •􀁾􀀠􀁾􀀠e "AddlaOM Rd• 􀁾􀀠, 11 ] 􀁾􀁴􀁬􀀠r:1 IL ., ell, 􀁵􀁭􀁬􀁾􀀠, . 􀁾􀀠• 􀁾􀀠;; >, 􀁾􀀠􀁾􀀠<􀀭􀀭􀀽􀀽􀁾􀀬1!:..2Z_ ,i.., No, '0 Scala
􀀮􀁾􀀠,, 􀀬􀀭􀁾􀀭􀀮􀀭􀀭􀀭􀀮" FHlURE 2 CONCEPTUAL ROAOWAY CONFIGURATION 􀁾􀀠
________________________ _ DATe J.j.-,3-7'r IJOB NO. ATTENTION Public Works I Engineering 16801 Weslgrove. P.O. Box 144 Addison, Texas 75001 RE" O/lAAA d --£P { 􀁐􀁾􀀮􀀮􀁺􀁺􀀺􀀯􀀷􀀷􀀱􀀠
Telephone: (214J 450-2871 • Fox: (2141931-6643 : GENTLEMAN: WE ARE SENDING YOU )(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 0 ________________________ COPIES DATE NO_ DESCRIPTION J 􀀧􀁪􀀩􀁾􀀱􀁬􀀭I h2n., A J. 􀁨􀁾􀀠Pld-M 􀁾􀀠􀁪􀀯􀁾􀀠􀁾􀀠􀁾􀁙􀀷􀀢􀂣􀀩􀁲􀁾􀁾􀁾􀀠-I/O
-PiUjA-. 4'-0 ...t.-Jt () AdA/! bA4 􀁦􀀬􀀧􀁾􀀠I P v I I , THESE ARE TRANSMITTED as checked below: o For approval o Approved as submitted o Resubmit ____copies for approval ;fFor your
use o Approved as noted o SubmH copies for distribution o As requested o Returned for corrections o Return corrected prints o For review and comment 0 o FOR BIDS DUE 0 PRINTS RETURNED
AFTER LOAN TO US SIGNED: 􀁟􀀭􀀭􀀭􀀭􀀻􀀾􀁴􀀭􀀧􀀡􀀴􀁦􀀺􀀡􀀺􀀽􀀮􀀽􀀭􀁉􀀮􀁾􀁾􀀺􀁓􀀺􀀺􀀽􀀽􀁟􀁟__ If If enclosures are not as noted, please noli 
_________________________ _ Public Works I Engineering 16801 Weslgrove' P,O, Box 1M Addison, Texas 75001 Telephone: [214) 450-2871 • Fax: [214)931-6643 DATE IJOBNQ,3-2.'" ''"If..PATTENTION
RIi": " !/(NArlJ .... /4..J :o::./ill,I i : GENTLEMAN: WE ARE SENDING YOU 􀁾􀁴􀁴􀁡􀁣􀁨􀁥􀁤􀀠o Under separate cover via ______the following items: o Shop Drawings o Prints o Plans 0 Samples
0 Specifications 0 __________________________o Copy of letter o Change order , COPIES :5 DATE NO, ! 􀁾-#-" J-... 7Ad ./..,b' //f DESCRIPTION /JP7j J; J.A THESE ARE TRANSMITTED as checked
below: o For approval 0 Approved as submitted o Resubmit _____ copies for approval o For your use o Approved as noted 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 __________ 19____ o PRINTS RETURNED AFTER LOAN TO US . REMARKS 􀁟􀀭􀀭􀀭􀀭􀁉􀁅􀁾􀁙􀀭􀀭􀀭􀀭􀀲􀀺􀀺􀁉􀀭􀀭􀀽􀀭􀀭􀀽􀁾􀀽􀀭􀀽􀀽􀁾􀁾􀁾􀂷􀀭􀀢
􀀭􀀽􀁬􀀺􀀺􀀺􀀺􀀮􀀮􀀮􀀮􀀺􀀺􀀻􀀽􀀭􀀭􀀺􀀺􀀮􀀮􀀭􀀮􀀮􀀮􀀺􀀽􀀭􀀬􀀭􀁾􀀭􀀢􀀢􀀬􀀭􀀧_______ COPYTO _________________________________ SIGNED: 􀁾􀁾􀁾􀁾􀀽􀀽􀀽􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀧􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭
,r ,/Town of AddisonJ\J uV1996 Daily Traffic Volume Summary :. 􀁾􀁾􀁟􀀢􀀧􀁾􀁷􀀮􀀠􀁗􀁾􀀠---.􀁾􀀠-99S-D.iiy -rratiicvoJumes 􀁾􀀽􀀢􀁾􀁬􀀠--l:illlerence__ _, "I. cnange Street Location -·,NB
SB EB WB _ ---Total VPD 1986 1989 1993 1996 --;-1996·1993'-_ -From-1993 IMidway "oad i "IO,ly Mills 10 ;:,ojourn 18011 20771 􀁾􀁾􀁾􀁾􀁾􀀠NR 􀀲􀀷􀁾􀁾􀀷􀀠341Uli 38782 4674 􀁾􀁾􀀺Sojourn
to Keller Springs 18298 16754 25655 34203 35052 849 Keller Sprin9S to Lindbergh 19946 20707 40653 32137 30562 44065 40653 ·3412 -8% Lindbergh 10 Belt Line 20474 20816 41290 36166 29138
40179 41290 1111 3% Belt line 10 Beliway 23413 21584 44997 31975 35831 43665 44997 1332 3% Beltway to Proton 29051 23163 52214 36915 37383 47484 52214 4730 10% Proton \0 Spring Valley
30024 23755 53779 40689 39699 46836 53779 6943 15% South of SEring Valley ___________ 31969 26836 58805 48051 44042 54508 58805 4297 8% Montfort Drive Verde Valley to Sakowilz --􀀭􀁾􀀭-NR_........
-----NR------16477 --1594-5--""_ .. -"NR-----NA 􀁾􀀭NR Sakowitz to Belt Line 10151 7372 17523 16332 12225 15500 17523 2023 13% Paladium Road -East of Montfort---518 -497 1015 -·"NR----NR--135S--'1015
·343 ·25% Pebble Beach Wesl,,! Marsh 1350 t-Ji'_62 3012 NfC-NR r-IR 3012 NA NA Proton Road Midway to Bell Line 2147-1998 4145 NR NR 2651 ---;ri45 1494 56% Beltway to les Lacs 1312 1639
2951 NR NR NR 2951 NA NA les Lacs to Azure 1583 1450 3033 NR NR NR 3033 NA NA Quorum Drive Dallas Parkway to Landmark 5396 5669 11067 11198 10510 9987 mist 1080 "ii% landmark to Belt
line 5879 5511 11390 8120 9271 8739 11390 2651 30% Belt line to Arapaho 5339 4804 10143 10107 8182 10261 10143 -118 􀁾􀀱􀀥􀀠Arapaho to Airport Parkway 2381 1893 4274 5247 4769 6262 4274
-1988 ·32% Airport Pkwy _to Keller Springs 2533 1977 4510 4925 4625 5946 4510 ·1436 ·24% Keller Springs to Westgrove 1525 1531 3056 2907 2708 􀀳􀀵􀁾􀁾􀀠3056 -462 ·13% Realty Marsh to
Business 1289--1519 280S Nie-NR NR --;2808 NA NA Runlon Road North of Belt Une 1014 1431 -2445 Nff NR 2446 *0%2445 ·1 ?akowi12 Parkway Bell Line 10 Montfort 700 2977 3677 􀁟􀀴􀁾􀀴􀁟􀀲􀀠2482
2258 3677 1419 63% Sojourn Midway Road to Voss Road 􀁾􀁾􀁾􀁾􀀠5602 􀁾􀁾􀁾􀀺􀀠􀁾􀁾􀁾􀁾􀀠7088 10047 11489 1442 14% Voss Road to Addison Road 2985 4001 6079 5365 ·714 -12% Addison Road
10 DaUas Pkwy_ 2380 2985 5365 3847 1073 NR 5365 NA NASpe-ctrum----I> i':\"ailiiPk,,;y: to-Arapaho -Road -_.1761 "" 1968 -_. 2628 --2382----3101·'-:372-9--􀁦􀀭􀀭􀀭􀀦􀁾􀀳􀀱􀁾􀁾􀀠20% Spring
Valley Rd_ Marsh lane to Brookhaven 16444 '15750 31194 10171'-16254 12349 31194 18845 153% Brookhaven to Midway 11234 12264 23496 16187 12017 21927 23498 1571 7% East of Midway 6922
7149 14071 26892 26536 27902 14071 -13831 -50% Surveyor Blvd. North of Beit line Road 3022 3436 6458 7310 4961 NR 6458 NA NA Sel! line to Beltway '1453 2037 3490 2191 2222 NR 3490 NA
NA Weslgrove Dallas Pkwy. to Addison Road -4080 4448 8528--·-gr2·64--. 6291 8055-852-8473 6% Addison Road to Sunbell 5779 5245 11024 12578 7924 9366 11024 1658 18% Bent Tree Plaza to
Sojourn 6070 6530 12600 11151 8491 10287 12600 2313 22% Trinity Mills to Sojourn ..___ 4280 4105 8385 9030 5407 6520 8385 1865 29% Winwood Drive South at 􀁂􀁥􀁬􀁾line ____ .._______
310 354 -664--.--iffi.__-=-_ 􀀭􀀭􀀭􀁾􀀭-609-664 55 9%--
,. Town of Addison 1996 Daily Traffic. Volume Summary ---I 5620 10391 10867 11356 11529 11352 8985 Lane 10 Surveyor to Midway Road Road to Beltway to Addison Road Road to Quorum Road
to Dalias Pkwy, Pkwy. to Montfort to White Rock Creek 􀀭􀁾􀁾􀁁􀀢􀀧􀁁􀀠--." 􀁔􀁲􀁡􀀭􀁦􀁦􀁉􀀨􀁻􀀢􀁜􀁩􀁯􀁬􀁾􀁭􀁥􀁳􀁣􀀺􀂷􀂷􀁾􀂷􀀮􀀺􀀺􀀺􀁲􀀠E13-'-we-Total vpif' 4815 􀁂􀁬􀁾􀀬􀁬􀀠10435 9706
20097 11167 22034 11904 23260 11902 23431 12018 23370 10088 19073 25951 28895 54846 28092 24617 52709 30825 28323 59148 34316 35275 69591 32401 36356 68757 31488 35291 68777 25069 24836
49905 24740 26305 51045 "7838 8909 5925 5908 5225 3163 1249r5537 1986 5195 8751 NIA NIA 19693 NR 20468 NR 41411 38435 46249 54442 42387 38084 34862 32612 6315 5607 4985 4946 3980 1i23--8359
2422 . ---..􀀭􀀭􀁾􀀭1989 5293 7546 13491 14884 15826 NR 17490 NR 36171 36396 41928 44772 42340 40788 37332 43037 5987 4500 3463 3415 4919 , 31503 32980 37942 35382 1993 6832 9359 18076
17130 17505 18526 20949 NR 41054 40010 54199 52243, 49026 44949 42046 42192 6927 4346 4822 4965 4603 33987 37196 32621 I 199$ 1996·1993 ' From 1 9131 2299 340/0 10435 1076 11% 20097
2021 11% 22034 4904 29% 23260 5755 33% 23431 4905 26% 23370 2421 12% 19073 NA NA 54846 13792 34% 52709 12699 32% 59148 4949 9% 69591 17348 33% 68757 19731 40% 68777 21828 49% 49905 7859
19% 51045 8853 21% S909 4563 105% 5925 1103 23% 5908 943 19% 􀀭􀀭􀁾􀁅􀁾􀁾􀀠-------1 􀁾􀁾􀀺􀀻----1----.--53467 39526 35518 41517 19480 2330 2897 4639 57% 6% 9% 
MINUTES OF MEETING Project: Arapaho Road Extension Meeting Date: March 10, 1998 HNTB Attendees: Ron Whitehead, Town ofAddison GBWNo.: 98-094 John Baumgartner, Town ofAddison Jim Pierce,
Town ofAddison Dan Becker, HNTB Bruce Grantham, GBW Engineers, Inc. • The Town has 60 reet of right-of-way (ROW) dedicated on the City ofDallas Reservoir and Addison Restaurant Park
properties, adjacent to the railroad. . • The Roadway Inn Addition property has a tennis court in the rear which should not significantly impact the property's functionality if it is
acquired as ROW. • The Yoplait Yogurt property is already pressed for parking space. If a portion of the rear ofthis property is acquired for ROW, replacement parking space will need
to be acquired nearby. • The racquet club facility on Centurion Way is vacant at the present time. • The City-owned pump station can be relocated, ifnecessary, according to a previous
study performed for the Town. • If a portion of the mini-warehouse tract is taken, the remainder of the tract will need to be evaluated for its functionality . • The Midway Road intersection
is a key element ofthe project design. The following issues were discussed regarding this intersection: Jack Hatchell will study the traffic implications ofan at-grade crossing on other
intersections in the neighborhood, particularly the one at Belt Line Road. Mr. Hatchell's study should help determine the viability ofan at-grade crossing. If an elevated crossing is
selected, no access at Midway should be considered as an alternative, along with access on lyon ramps. • A two-way couplet will be evaluated between Midway Road and Surveyor Boulevard
as widening the existing Centurion Way may have a significant impact on parking and access to the adjoined tracts, partiCUlarly on the north side. • Property acquisition costs for an
at-grade alignment should be compared with a more extensive elevated roadway alignment. 1919 S. Shiloh Road, Suite 530, LB 27 Garland. Texas 75042 Phone: 972-·840-1916 Engineers. Inc.
Fax: 972-840-2156
 MINUTES OF MEETING Page 2 Project: Arapaho Road Extension Meeting Date: March 10, 1998 HNTB • It is not possible to elevate the roadway over the railroad crossings near Addison Road
due to clearance requirements at Addison Airport. • Dan Becker will check on the property acquisition cost for a commercial tract recently acquired for the Keller Springs project. •
The Town will consider bond financing to build a section ofthe roadway if it is feasible to obtain the necessary ROW while other issues are resolved on the balance ofthe project. • The
section from Marsh Lane to Surveyor Boulevard may be the most straightforward to fast track. • The HNTB tearn should investigate all the construction and design alternatives for this
corridor in order to select the most cost effective alignment which is feasible. 
14111 D<1Jtm; 􀀱􀀧􀁖􀁲􀁾SuIre 630 DoJlas. Tt:Q'U I : It:-i i =) ARCHITECTS ENGINEERS PLANNERS 7524()4j81 (972) ()(;i·5626 FAX (972) 6(;1·5614 April 2, 1998 Mr. James C. Pierce, Jr.,
P.E., DEE Assistant City Engineer Town of Addison P.O. Box 144 Addison, Texas 75001 TOWN OF ADDISON Arapaho Road Extension -Phase IIIm Dear Mr. Pierce: As requested in your letter dated
March 9, 1998 authorizing us to proceed with the referenced project, we are enclosing Certificates of Insurance as required. Should you have any questions following review of these certificates,
please let us know. Very truly yours, HNTB CORPORATION 􀀱􀁦􀁬􀁾􀁱􀀷􀁾􀀠Daniel F. Becker, P.E. Vice President, Central Division DFB/cec Enclosures 25768 Tbe HNTB Compantes OfI'lCES: A1..EXANDRlA,
VA; ATl..ANTA. GA; AUSTIN, TX; DATON ROUGE. LA; BOSTON, MA, O'ARU5TO.s, wv: CHtCo'.GO, IL\ CU!V(ll,I,NI), OM: DAU.A$, TX; tmNV£It, co; DETROIT, MI; FAIRI'IE1.0, N), "T, WORTH. '0(; HARTFORD,
CT: HOUSTON, i"X; INDIANAPOLIS. IN; IRViNE, CA; KANSAS crrr, 1010; [.ANS,lt-<V, 141: LAS Vf,OAS. sv, tO$ ANCUteS, r,..\, WL'tSVlHE, KY; MIAMI, I'L; MILWAUKEE, WI: M1NNEAI'OI.lS, MN;
NASHVILLE, TN; NEW YORK, 􀁾􀁙􀀺􀀠OAKU.ND, CA; OKL;,HOMA CITY, OK; ORLA(IlDO. FLl OVERLAND "ARK, KS; PHOENIX, AZ, I'LYMOunJ MelmNO, PiI, PORNND, 􀁍􀁾􀀺􀀠RJ\LElGH. tile; /lOCKLAND 􀁣􀁯􀁵􀁾􀀬􀀠NY:
SAi" A.."tl'ON!O, IX; SEATIW, WI<; TAMPA, 1-'1.; TULSA, OK: wtCHITA, K1L 
Lockton Companies/Kansas City P.O. Box 419351 Kansas City, MO 64141-6351 INSURED HNTB Corporation 14114 Dallas Parkway, Suite 630 Dallas, TX 75240-4391 COMPANY A COMPANY B COMPANY C
COMPANY o DAn; THIS IS TO CERTIFY THAT THE POLICIES OF INSURANCE LISTED BELOW HAVE BEEN ISSUED TO THE INSURED NAMED ABOVE FOR THE POLICY PERIOD INDICATED, NOlWlTHSTANDING ANY REQUIREMENT,
TERM OR CONDITION OF ANY CONTRACT OR OTHER DOCUMENT WITH RESPECT TO WHICH THIS CERTIFICATE MAY BE ISSUED OR MAY PERTAIN. THE INSURANCE AFFORDED BY THE DESCRIBED HEREIN IS SUBJECT TO
ALL THE TERMS, EXCLUSIONS AND CONDITIONS OF SUCH POLICIES, LIMITS SHOWN MAY HAVE PAID CLAIMS, co i LTA TYPE OF INSURANCE OWNER'S & CONTRACTOR'S PAOT 􀁾􀁾􀁾􀁾􀀭....􀁾􀀭...• ANY AI)TO
ALL OWNED AUTOS SCHEDULED AUTOS : HIRED AUTOS : NON,OWNED AUTOS L",""'O" UABILITY LIABILiTY WORKERS COMPENSATION AND EMPLOYEFiS' LiABILITY THE PROPRIETOR! PARTNERS/EXECUTIVE : OTHER
A i PROFESSIONAL LIABILITY !NeL POLICY NUMBER NOT APPLICABLE NOT APPLIGABLE NOT APPLIGABLE NOT APPLICABLE NOT APPLICABLE PIoN 008213985 OESCRIPTlON OF OPERAnONSIl.OCATIONSNEHICLESlSPECIAlITEM$
HNTB Job 25769, Arapaho Road Extension Town of Addison Public Works Department P.O. Box 144 Addison, TX 75001 POLICY EFFECTIVE roUCY EXPIRATION DATE (MMfDOIYY) DATE (MMlOOIVYj 1/1/98
1/1/99 Phase II/III LIMITS COMBINED SINGLE LIMIT BODILY INJURY (Per person) BODILY INJURY (Per aGCloenl) PROPERTY DAMAGE S XXXXXXXXXX : s XXXXXXXXXX s XXXXXXXXXX : S XXXXXXXXXX $1,000,000
per claim & the annual aggregate for all projects SHOULO ANY OF THE ABOVE DESCFUBEO POUCIES BE CANCELLED BEFORE THE EXPIRATION DATE THEREOF, THE ISSUING COMPANY Will 􀁾􀁾MAIL 􀁾DAYS
WRITTEN NOTICE TO THE CERTlF1CATE HOLDER NAMED TO THE LEFT, 􀁾􀁊􀁉􀁊􀀱􀁬􀀱􀀱􀀱􀀱􀁋􀁬􀁗􀁃􀁋􀁾􀁾􀀩􀁑􀁊􀁻􀀺􀁘􀁾􀀠
Overland Park, KS 66212 INSURED HNTB Corporation 14114 Dallas Parkway, Suite 630 Dallas, TX 75240-4381 Liberty Mutual Insurance Group 10561 Barkley, Suite 400 DATE (MIWDOfY'(j THIS IS
TO CERTIFY THAT THE POLICIES OF INSURANCE LISTED BELOW HAVE BEEN ISSUED TO THE INSURED NAMED ABOVE FOR THE POLICY PERIOD INDICATED, NOTWITHSTANDING ANY REQUIREMENT, TERM OR CONDITION
OF ANY CONTRACT OR OTHER OOCUMENT WITH RESPECT TO WHICH THIS CERTIFICATE MAY 8E ISSUED OR MAY THE INSURANCE AFFORDED BY THE POLICIES DESCRIBED HEREIN IS SUBJECT TO ALL THE TERMS, I CO
TIPE OF INSURANCELTR 1-"'0;"'""' LlABIl.lTY COMPANY A Liberty Mutual Insurance Group COMPANY e COMPANY C COMPANY o A A A POLICy NUMBER 􀁫􀁬􀁊􀀡􀁾􀀧􀁍􀁅􀀺􀁒􀁃􀁉􀁁􀁌􀁇􀁅􀁎􀁅􀁁􀁁􀁌􀀠LIABILITY
: 'ClAIMSMIADE GJ OCCUR: TBl-141-037577-138 􀀢􀀢􀀢􀀧􀀺􀀭􀁏􀀭􀁗􀁾􀁎􀁅􀁒􀀧􀁓􀀠& CONTRACTOR'S PROT i UAB1LlTY ALL OWNED AUTOS : ANYAUTQ UABIUTY : UMBREl.LA FOAM WORKERS COMPENSATION AND
EMPLOYERS' LIABILITY THE PAQPRIETQRf PARTNEA&EXECUTNE OTHER AS2-141-037577-058 INCL WC7-14l-037577-01S 1/1/98 1/1/99 1/1/98 1/1/99 1/1/98 1/1/99 LIMITS : COMBINEOSINGLE!.,IMIT 'S 1,000,000
: BQ01LYINJURY : (Per pen;on) i BOOILY INJURY , (Par accident) s PROPERTY OAMAGE S DESCRIPTION OF OPEFIATIONSlLOCAT10NSlVEHICLESISPECIAL m::MS HNTB Job 25768; Arapaho Road Extension
-Phase Town of Addison as respects general liability and automobile II/III Additional Insured: liability. Town of Addison Public Works Department P.O. Box 144 Addison, TX 75001 SHOULD
ANY OF THE ABOVE DESCRIBED POLICIES BE CANCELLED BEFORE THE eXPIRATION DATE THEREOF, Tl1E ISSUING COMPANY WILL ENDEAVOR TO MAIL 􀁾DAYS wRmEN NOTICE TO THE CERTIFICATE HOLDER NAMED TO
THE LEFT. BUT FAILURE TO MAIL SUCH NonCe SHALL IMPOse NO OBLIGATION OR UABIUTY rrs OR 
I' 
TOWN OF ADDISON HNTBIGBWIARSIJH&A 1999 MARCH 􀁁􀁾􀁙􀀠JUNE JULY 􀁁􀁕􀁇􀁕􀁓􀁔􀁾􀁅􀁐􀁔􀁅􀁴􀁤􀁂􀁅􀁒􀀠OCTOBER PHASE 1 Project Overview Meeting __ Submit Project Schedule Traffic Study & Analysis
-:;:::r11Survey Control 􀁾􀀠Aerial Survey 􀁾.. Collect City Plans/Plots ,.,. Review City Plans/Plots .. Franchise Utility Coordination Project Status Meeting Prepare Bose Mop Alignment
Studies Analyze Midway Intersection Preliminary Drainage Area Mop Railroad Coordination Discuss Preferred Alillnment Preliminary Rood Plan!Profile Preliminary Drainage Layout Project
Status Meeting Abstracting Preliminary R.O.W./Easments Environmental Audits Property Owner Meetings Opinion of Probable Cost Draft Engineering Report Council Presentation PHASE R Supplemental
Field Survey Plot Cross Sections Final Rood Plan/Profile Final Drainage Area Mop Preliminary Drainage Design Project Status Meeting R.O.W. Strip Mop Utility Company Meetings Opinion
of Probable Cost Final Engineering Report Councrl Presentation Individual Parcel Mop/Set Pins I I I ARAPAHO ROAD EXTENSION PROJECT SCHEDULE