RAILROAD CROSSING STUDY ..., FORl , " I TWO PROPOSED RAILROAD CROSSINGS P,eps,ed 10' the TOWN OF ADDISON1 .J I I .'i J J ADDisoN] I I ..1 -, P,epIJ,ed ByJ Grantham. & Waldbauer j Engineers,
Inc. 1919 S. SHILOH ROAD. SUITE 530 -GARLAND. TEXAS (TEL) 972-840-1916 (FAX) 972-840-2156 JANUARY 1999 
RAILROAD CROSSING STUDY FOR TWO PROPOSED RAILROAD CROSSINGS FORTBE TOWN OF ADDISON Prepared by: GBW Engineers, Inc. 1919 S. Shiloh Road Suite 530 Garland, Texas 75042 January, 1999 
Table 0.(Contents Railroad Crossing Study for Two Proposed Railroad Crossings For the Town of Addison 1 IN1RODUCTION 2 1RAFFIC CONDITIONS 2.1 General Description ofthe Area 2.2 Description
ofthe Transportation Network 2.3 Capacity ofthe Transportation Network 2.4 Alternatives to the Railroad Crossings 3 CONSTRUCTION IMPACTS 3.1 Geometric Considerations 3.2 Railroad Impacts
4 CONCLUSIONS AND RECOMMENDATIONS LIST OF TABLES Table No. 1. Traffic Study Tabulation 2. Comparison ofTraffic Volumes and Level ofService LIST OF EXHIBITS Exhibit No. A Proposed Railroad
Crossings B Location Map C Aerial Photograph D Major Thoroughfares E Arapaho Road Crossing F Quorum Drive Crossing 98·094 2 3 4 4 4 5 9 11 11 11 13 Page 6 7 January ll. 1999 
Section 1 Introduction The Town of Addison is a community in north Dallas County that contains highly concentrated commercial and residential land uses. It is generally bordered by similar
high deusity developments in the cities ofCarrollton, Farmers Branch and Dallas. The hotels, office buildings, retail businesses and restaurants in Addison are daily destinations for
many DallaslForth Worth residents and visitors. As a result, the primary transportation arteries in Addison are frequently overloaded with traffic. The land adjacent to many ofthe busiest
thoroughfares in Addison has been fully developed up to the existing right-of-way lines; consequently, it is not feasible to widen them. This has dictated that the Town ofAddison look
for alternative ways to relieve the local transportation network. The extensions ofArapaho Road and Quorum Drive are two important thoroughfare improvement projects which have been identified
by Addison's staff. These improvements involve crossing a Union Pacific railroad spur at the two locations shown in Exhibit A. GBW Engineers, Inc. (GBW) was retained by the Town ofAddison
to update a previous 1994 study ofthe two proposed railroad crossings. The subsequent sections in this report contain a description oftraffic conditions in the vicinity ofthe proposed
crossings, alternatives to the crossings, and the construction impacts. 98·094 J January 11. 1999 
Iii CD ARAPAHO ROAD CROSSING ARAPAHO EXTENSIO ( UNDER ) \ Belt Line Rd 􀀢􀁾􀁩􀁴􀁥􀁒􀁾􀀭􀀭􀀧􀀭􀁟􀀠Volley Rd 0:c>:. PROPOSED® QUORUM DRIVE CROSSING RAILROAD CROSSINGS TOWN OF ADDISON EXHIBIT
A 
Section 2 Traffic Conditions The first phase ofthe previous study involved an evaluation oftraffic conditions in the general area ofthe proposed railroad crossings. This phase included
the following steps: • Examine land use in the general area. • Review existing historical and projected traffic volumes within the transportation network. • Evaluate whether the proposed
railroad crossings would help to alleviate traffic congestion. • Detennine ifviable alternatives exist to the proposed crossings. 2.1 General Description of the Area The Town ofAddison
is a north Dallas community with a residential population of I 1,500 located in four and a halfsquare miles. Exhibit B is a location map for the Town ofAddison. Addison's population
swells during the daytime hours to approximately 100,000 people who travel to work or to eat at one ofthe Town's 140 restaurants. There are approximately 1,500 single family homes, 22
apartment complexes and 17 hotels within the Town limits. Numerous retail areas are located in and adjacent to Addison, totaling around 1.6 million square feet of retail space. Major
Dallas retail centers, including the Galleria and Valley View Mall are adjacent to Addison. The Addison Airport is the third busiest general aviation airport in the nation. It is home
to approximately 750 aircraft. One ofthe commercial areas that will benefit from the railroad crossings is the Quorum DrivelLandmark Boulevard business park, bounded by Belt Line Road,
lhe North Dallas Tollway, Spring Valley Road and the Union Pacific railroad spur. This area currently contains 2.0 million square feet ofoffice space. One-third ofthis land is vacant
and open to future development. A significant amount of high density commercial, retail, and residential construction is presently underway on lhe west side ofthe North Dallas Tollway.
This includes multi-story office buildings just north and south of Spring Valley Road, and lhe mixed use Addison Circle development just north ofArapaho Road. Exhibit C is an aerial
photograph which highlights the development density in the vicinity ofthe requested railroad crossings. 98-094 4 January ll, 1999 
o ADDISON AIRPORT \ II I , It I in 􀁾􀀠" 􀁾􀀠:Ii E 0 15 "" Engmeers, Inc. 􀁖􀁾􀀠ADDISON CITY LIMITS LOCATION MAP TOWN OF ADDISON EXHIBIT B 
OJ CROSSING 1 [[] BELTLINE ROAD [J CROSSING 2 0 UNION PACIFIC RAILROAD [I] NORTH DALLAS TOLLWAY [[J ADDISON AIRPORT r===--=---'--------I WMIDWAY ROAD 􀁾INWOOD ROAD EXHIBIT C mSPRING
VALLEY ROAD 11] QUORUM DRIVE AERIAL PHOTOGRAPH . 􀁩􀁾􀀭􀀭__------__􀀭􀀭􀀭􀀭􀁾􀁾__􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀠 
Traffic Conditions (cont'd) 2.2 Description of the Transportation Network The Dallas North Tollway is a major north-south freeway which passes through Addison. Itserves as a link between
the north Dallas urban and suburban communities and downtown Dallas. Interstate Highway 635 (I.H. 635) is an east-west freeway located just south of Addison. Preston Road (U.S. 289)
is a six-lane divided urban thoroughfare which runs north and south on the east side of Addison. Midway Road and Marsh Lane are north-south urban thoroughfin:es which pass through Addison
on the west side oftown. Inwood Road/Addison Road is a four-lane undivided north-south thoroughfare which passes through the center of Addison. The major thoroughfares which pass 1hrough
Addison from east to west are Belt Line Road and Spring Valley Road, although only the portion ofSpring Valley Road between Midway Road and Marsh Lane is located within Addison's city
limits. Belt Line Road, which is a continuous loop around Dallas County, is one ofthe most congested urban roadways in the region. Arapaho Road is a major thoroughfare which enters Addison
from the east and currently ends just west ofthe Dallas North Tollway. An extension ofArapaho Road, fromjust west ofthe Tollway to Addison Road, is presently under construction. The
further extension of Arapaho Road from Addison Road west to Marsh Lane would require one of the two proposed railroad spur crossings. These major freeways and thoroughfares are shown
on Exhibit D. 2.3 Capacity ofthe Transportation Network Traffic congestion on Belt Line Road withinthe city limits prompted the Town ofAddison to commission a traffic study. This study
included a tabulation of the recorded traffic volumes for different segments ofBeltLine Road from 1982 to 1996. This tabulation, which is provided in Table I, indicates the steady increase
in traffic volumes during this period. In addition, the study included a comparison oftraffic volumes and Level ofService (LOS) between 1996 traffic volumes on Belt Line Road and projected
volumes for the year 2020. This comparison for the section ofBelt Line Road just west of Addison Road and east of Midway Road is summarized in Table 2. 98-094 5 January 11,1999 
SPRING VALLEY RO Rd l , Foresl l.n CJ ARAPAHO la Coso Dr [J Churchill Engineers, Inc.. MAJOR THOROUGHFARES TOWN OF ADDISON EXHIBIT D 
TABLEt TRAFFIC STUDY TABULATION Street Location VPD 1982 VPD 1986 VPD 1989 VPD 1993 VPD 1996 Difference 1996· 1989􀁾􀁾􀀠􀁾􀀠% Increase From 1989 ARAPAHO ROAD Addison Road to Spectrum
7000 10115 6205 16097 13266 7061 113.80% Spectrum to Dallas Parkway 8300 11640 10379 11731 11181 802 7.73% BELT LINE ROAD West ofMarsh Lane 23000 41115 39539 42847 54212 14673 37.11%
Marsh Lane to Surveyor Blvd. 29600 41411 36171 41054 54846 18675 51.63% Surveyor Blvd. To Midway Road 25200 38435 36395 40010 52709 16314 44.82% Midway Road to Beltway 33300 48249 41928
54199 59148 17220 41.07% Beltway to Addison Road 38200 54442 44m 52243 69591 24819 55.43% Addison Road to Quorum Drive NA 42387 42340 49028 68757 26417 62.39% Quorum Drive to Dallas
Parkway NA 38084 40788 44949 66777 25989 63.72% Dallas Parkway to Montfort 36000 34882 37332 42046 49905 12573 33.68% Montfort to White Rock Creek 37500 32612 43037 42192 51045 8008
18.61% VPD = Vehicles Per Day 98-094 6 January 11. 1999 
Traffic Conditions (cont' d) TABLE 2 COMPARISON OF TRAFFIC VOLUMES AND LEVEL OF SERVICE (LOS) FOR BELT LINE ROAD Scenario Daily Volume Just West of Addison Road Link LOS Volume Capacity
Daily Volume Just East of Marsh Lane Link LOS Volume Capacity 1996 Count 69,591 F 1.60 54,846 F 1.26 Yr 2020 w/Arnnaho to Marsh Lane 54,000 F 1.24 43,000 E .99 The capacity ofBelt Line
Road was established using data obtained from the North Central Texas Council of Governments (NCTCOG), which is a regional planning agency. NCTCOG has developed a regional traffic model
for the Dallas-Fort Worth metroplex which can be accessed by local municipalities for transportation planning purposes. A daily capacity of 43,500 vehicles was used for the VolwnelCapacity
calculations. The year 2020 scenario asswnes that Arapaho Road is extended from Addison Road to Marsh Lane. LOS is a quantitative measure identifying how effectively traffic is managed
along a roadway link and is defined by categories A through F. The Highway Capacity Manual ((Special Report 209) provides the following general statements regarding arterial LOS: *Level-Q.Fservice
A describes primarily free flowoperations at average travel speeds usnally about 90 percent of the free flow speed for the arterial class. Vehicles are completely unimpeded in their
ability to maneuver within the traffic stream. Stopped delay at signalized intersections is minimal. *Level-of-service Brepresents reasonably unimpeded operations at average travel speeds
usnally about 70 percent of the free flow speed for the arterial class. The ability to maneuver within the traffic stream is only slightly restricted and stopped delays are not bothersome.
Drivers are not generally subjected to appreciable tension. 7 1ll1luary II. 1999 98-094 
Traffic Conditions (cont'd) *Level-of-service C represents stable operation. However, ability to maneuver and change lanes in mid-block locations may be more restricted than in LOS B,
and longer queues and/or adverse signal coordination may contribute to lower average travel speeds of about 50 percent ofthe average free flow speed for the arterial class. Motorists
will experience an appreciable tension while driving. ·Level-of-service D borders on a range in which small increases in flow may cause substantial increases in approach delay and, hence,
decreases in arterial speed. 1ms may be due to adverse signal progression, inappropriate signal timing, high volumes, or some combination ofthese. Average travel speeds are about 40
percent of free flow speed. *Level-of.service E is characterized by significant approach delays and average travel speeds of onethird of the free flow speed or lower. Such operations
are caused by some combination of adverse progression, high signal density, extensive queuing at critical intersections, and inappropriate signal timing. ·Level-of-service F characterizes
arterial flow at extremely low speeds below one-third to one-quarter of the free flow speed. Intersection congestion is likely at critical signalized locations with high approach delays
resulting. Adverse progression is frequently a contributor to this condition. Table 2 confirms that the extension ofArapaho Road reduces the projected increase in traffic volumes on
Belt Line Road through the year 2020. In the vicinity of Addison Road, the Arapaho project is to projected to divert 14,000 to 15,000 vehicles per day from Belt Line Road resulting in
a net improvement in LOS from the existing condition. Near Marsh Lane, the NCTCOG traffic model predicts that the Arapaho Road extension will result in a 28% net diversion oftraffic
from Belt Line Road ofabout 11,000 vehicles per day with a resulting improvement in the LOS. Consequently, the Arapaho Road extension, with the associated railroad spur crossing, is
considered vital to the improvement of Addison's transportation network. In addition to the Arapaho Road railroad spur crossing at Location 1, a second spur crossing located between
Belt Line Road and Spring Valley Road, was evaluated (See Exhibit A). The primary factors that provide the impetus for a second railroad crossing are outlined below: 98-094 8 January
II, 1999 
􀁔􀁲􀁾􀀨􀁦􀁩􀁣􀀠Conditions (cont'd) • Westbound traffic crossing under the Dallas North Tollway on Valley Verde cannot connect with a north-south arterial south ofBelt Line Road. • The
North Dallas Tollway service road on the west side between Verde Valley and Spring Valley only provides access for southbound vehicles. • The Quorum DrivelLandmark Boulevard business
park contains high-rise commercial and hotel development. The remaining undeveloped land in this business park is slated for similar high-density development. Traffic from these developments
cannot connect with a north-south arterial south ofBelt Line Road. • There is no way for eastbound traffic to enter the Quorum Drive/Landmark Boulevard business park other than from
Belt Line Road. • In order to access the Inwood Road! Addison Road arterial at the nearest point, traffic from Verde Valley and the Quorum DrivelLandrnark Bonlevard business park must
first travel west on Belt Line Road or go south on the Tollway service road and west on Spring Valley. • The property south ofQuorum Drive/Landmark Bonlevard, including the Princeton
and Wellington office buildings, can only be entered from the north and exited to the south on the Tollway service road. Not only is this difficult for the users of the property, it
is also difficult for emergency service vehicles that have to deal with limited access and severe congestion. • A railroad crossing between Belt Line Road and Spring Valley Road at Location
2, Exhibit A, would provide additional relief to the severely congested southbound Tollway service road and provide relief for Belt Line Road. 2.4 Alternatives to the Railroad Crossings
Belt Line Road, from the Dallas North Tollway to Marsh Lane, has been largely developed on both sides up to a 100-foot wide road right-of-way (R.O.W.). Nine-foot-wide parkways are typical
behind the curb on both sides ofthe roadway. The existing commercial, retail and restaurant developments that abut most of this portion of Belt Line road make a roadway widening project
impractical. Consequeutly, upgrading the existing railroad by widening the crossing at Belt Line Road is not feasible. A similar condition exists with the existing developments along
Spring Valley Road between the Dallas North Tollway and Marsh Lane. In addition, the railroad crossing at Spring Valley Road is located within the city limits ofFarmers Branch. As a
result, the Town ofAddison does not have the jurisdiction required to widen this crossing. Given the degree of traffic 98'()94 9 January II. 1999 
Traffic Conditions (cont'd) congestion in the general area, and the difficulty emergency vehicles have in accessing the Quorum DrivelLandmark Boulevard business park, an additional milroad
crossing (No.2 on Exhibit A) between Belt Line Road and Spring Valley Road is essentiaL Grade-separated crossings at the Arapaho Road and Quorum Drive extensions were also considered.
At Quorum Drive, there is not sufficient room to construct the ramps required for a grade-separated crossing. At Arapaho Road, a grade-separated crossing would have to span a wye portion
ofthe spur and Addison Road. The height ofan elevated crossing at this location would represent a safety hazard for the aircraft at neighboring Addison Airport, as the bridge would be
located across the flight path. In addition, there is not sufficient room between Addison Road and the railroad spur to construct an underpass. Therefore, gradeseparated crossings are
not viable alternatives to the proposed at-grade crossings. 9S-lJ94 10 JllJluary II. 1999 
Section 3 Construction Impacts The second phase ofthe previous study involved a review ofthe construction impacts associated with the proposed railroad crossings. This phase included
the following considerations: • Geometric considerations ofthe railroad crossings. • hupact ofthe crossings on railroad operations. 3.1 Geometric Considerations The extension ofArapaho
Road (see Location 1 -Exhibit A) across a wye portion ofthe an industrial spur will require dual at-grade railroad crossings. These crossings would occur at approximate elevations of628
and 630 mean sea level (msl). The intersection ofAddison Road and Arapaho Road is at an approximate elevation of630 ms!. Consequently, the road extension across the wye would be relatively
flat. The future horizontal alignment for the Arapaho Road extension shown inExhibit E maintains an approximate minimurnhorizontal clearance of 50 feet from the southemmost trunk railroad
track (see Exhibit E). An extension ofQuorurn DrivelLandmark Boulevard across the railroad spur (see Location 2 -Exhibit A) will require a single at-grade crossing. This crossing, as
shown in Exhibit F, occurs at an approximate elevation of633. The Inwood Road intersection would occur at an approximate elevation of630. A straight gradeof5.5%± would result between
the track and Inwood Road (see Exhibit F). Although the horizontal and vertical geometries would need to be evaluated in more detail during the design phase, there appear to be no geometric
constraints which would prohibit the aforementioned railroad crossings. 3.2 Railroad Impacts The following are three impacts on the railroad which have been identified as a result ofthe
two proposed crossings. • The two tracks at the Arapaho Road wye crossing would not be crossed at right angles, resulting in a less than ideal line of sight condition. A fully signalized
crossing with gates would be proposed to mitigate this condition. • The impact on switching movements at the wye would need to be considered. Addison previously completed an upgrade
of the Addison Road railroad crossing which relocated a switch out ofthe road crossing andrealigned one ofthe wye tracks. 98-094 II January II, 1999 
Construction Impacts (cont'd) • Three spur tracks would be crossed at the Quorum DrivelLandroark Boulevard location. Coordination with railroad operations would be required to detennine
the impact ofthe multiple track crossing. A fully signalized crossing with gates would be proposed to mitigate the concerns associated with this crossing. 98·094 12 Januruy 11. 1999

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LANDMARK "'''-.//CROSSING @w > a:: o ::;: :::> a:: o :::> o EngIneenI, Inc. QUORUM DRIVE QUORUM DRIVE PROPOSED SOUTHERN ALIGNMENT TOWN OF ADDISON EXHIBIT F 
Section 4 Conclusions and Recommendations Rapid growth in north Dallas and the neighboring suburban communities has resulted in traffic congestion on many urban thoroughfares. The Town
ofAddison, which is in the center ofthe growth corridor, is highly developed with commercial, hotel, retail and restaurant developments either inside or adjacent to its city limits;
consequently, its primary thoroughfares are particularly congested. A traffic study commissioned by Addison demonstrates the existing poor level ofservice on Belt Line Road, the busiest
east-west thoroughfare. There is no room for the expansion ofBelt Line Road within the present right-of-way, and existing developments on both sides ofthis roadway make a widening project
impractical. The most feasible way to relieve one ofthe most congested segments ofBelt Line Road is to continue the extension ofArapaho Road from Addison Road west to Marsh Lane. This
extension involves the crossing ofa wye on the Union Pacific spur just west ofAddison Road. This is the first railroad crossing requested by the Town ofAddison. The second railroad crossing
requested by Addison is also designed to relieve the severely congested southbound Tollway service road along with Belt Line Road. In addition, this railroad crossing will provide better
access for emergency vehicles to and from the Quorum DrivelLandmark Boulevard business park. Presently, there is no way for eastbound traffic to access this business park other than
from Belt Line Road. IfQuorum Drive were extended across the Union Pacific spur, access to the business park would be provided to Inwood Road, a north-south thoroughfare which connects
with alternative east-west thoroughfares. The Town ofAddison recognizes that the proposed railroad crossings affect railroad operations, however, the pressing need to upgrade an already
overloaded road network in this area provides the Town with no other practical alternative. Addison has a strong desire to work with Union Pacific to mitigate any concerns regarding
the impact ofthe proposed crossings on the affected railroad spur. 98-()94 13 January II. 1999