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Project Description | Study Area Map | Previous East Side Studies | Project Schedule | Strategy Refinement Process | Study Participants | Working Group Meetings | I-10 East Corridor Bottleneck Study | Public Involvement | Public Meetings | Truck Survey | Let Us Know What You Think | HOV Frequently Asked Questions (FAQ's) | Newsletters Strategy Refinement Process Work Session: Initial Strategies Definition On February 28, 2001, the Project Team conducted a work session involving technical staff from local agencies including TxDOT, the City of El Paso, and the El Paso Metropolitan Planning Organization. The purpose of the work session was to present and discuss the initial analysis and how it supports the list of initial strategies proposed to be carried forward for refinement and evaluation. Content and results from the Work Session were condensed and presented for comment to the Working Group in Working Group Meeting #2.
Proposed Strategies for Refinement & Evaluation With comments from the Working Group, the six strategies that proceeded through conceptual refinement were identified, as shown below. The first column shows the basic I-10 strategy. The second and third columns show additional components that are associated with each basic strategy. Each refined strategy represents “a” way that the strategy could be
developed. The purpose of the I-10 East Corridor Study is to decide the type
of improvement (if any) to make to I-10 by the year 2025. At this early
planning stage, each strategy is developed using preliminary environmental
and engineering assumptions and information. The strategy development is
only detailed enough to differentiate between the strategies for evaluation
purposes. After this study, as the recommended strategies progress through
additional evaluation and the
Project Development Process, much more information will be gathered and
more work will be done to determine the optimal alignment and design of the
strategy.
No Build Strategy The No Build Strategy is defined as the existing transportation system plus committed projects. It includes transportation improvements currently under construction and others committed to in the 2025 Metropolitan Transportation Plan (MTP). Projects planned in the 2025 MTP but located within the I-10 East Corridor study area are under consideration as part of the corridor study, so they are not included in the No Build strategy. As an alternative to building major improvements along the study corridor, the No Build Strategy represents a baseline against which the other strategies will be compared. The No Build Strategy is included as a component of the other five strategies. Transportation System Management (TSM) Strategy The Transportation System Management (TSM) Strategy includes the No Build strategy definition plus improvements that are low cost relative to major "Build" strategies. These can be categorized as physical roadway, system level, or operational improvements. The TSM Strategy improvements include:
Like the No Build strategy, the TSM strategy is included as a component of the four I-10 "Build" strategies. Access Management Strategy Along the twenty-two-mile section of I-10 within the study area, there are twenty-two major cross-street intersections. US 54 is a directional interchange and LP 375 is a cloverleaf interchange. The remaining interchanges are typically diamond interchanges, with sixteen located within the west ten miles of the study corridor, between Piedras Street and Lee Trevino Drive. The frequency of grade separations and number of entrance and exit ramps contributes to the mainlane operational problems because of short merge lengths and weaving distances. The Access Management Strategy includes the No Build Strategy plus improvements that are higher cost relative to the TSM Strategy. Improvements are primarily at access points and interchanges along the corridor, with no additional lane capacity. Improvement types include:
At-Grade General Purpose Lanes Strategy Within the study limits, the basic number of general purpose lanes varies from ten at Piedras Street (five in each direction) to four at FM 1110 (two in each direction). Projected 2025 traffic volumes were analyzed to determine the additional capacity (number of lanes) needed to adequately address the anticipated 2025 congestion. According to this analysis, additional lanes would be needed throughout the corridor. The General Purpose Lanes Strategy assumes that the additional lanes would be added at the same level as existing ones. This allows all lanes to have access to the same entrance and exit ramps along the route. A median would also be included to allow for future improvement options beyond 2025. Other components incorporated into the General Purpose Lanes strategy include:
Express Lanes Strategy A modification to the General Purpose Lane concept is to add additional mainlane capacity that serves longer-distance trips. The Express Lanes Strategy concept was developed by adding two elevated lanes in each direction, physically separated from the general purpose (non-express) lanes from US 54 to LP 375. The elevated lanes would not have access to as many entrance and exit ramps along the route as at-grade general purpose lanes, potentially operating more efficiently than regular full-access mainlanes. The elevated lanes would function as express lanes available to all users. Because elevated structures were offered for consideration, the project team drafted artist renderings of elevated concepts to provide Working Group members some perspective on the magnitude of such structures. One example is shown here, demonstrating the way I-10 looks presently and how it might look with elevated express lanes:
For the purpose of this study, the Express Lanes Strategy was developed with the express lanes elevated. If the Express Lanes Strategy proceeds further into the Project Development Process, it is possible that further study will result in an optimum design where the express lanes are at the same grade as the general purpose (non-express) mainlanes, though still with fewer access points. Other components incorporated into the strategy include:
High-Occupancy Vehicle (HOV) Lanes Strategy The primary purpose of HOV lanes is to increase the total number of people moved through a corridor. Initial analysis of HOV Strategy viability was conducted based on projected 2025 traffic volumes and estimated vehicle occupancy rates. The initial results indicated that enough potential demand exists to warrant further analysis. The HOV concept was developed as two-way concurrent flow lanes, as shown below. A list of HOV Frequently Asked Questions (FAQs) was assembled during initial development of this strategy to further explain how HOV lanes operate.
Other components incorporated into the strategy include:
Interchanges Component Although there are several problem interchanges along the corridor, three interchanges were identified early in the study as major problem areas currently experiencing bottleneck conditions. A bottleneck study was performed to examine possible short-term improvements. Existing conditions are projected to become worse in the future. The Interchanges component considered major improvements to the three interchanges along I-10 at:
Different improvement scenarios were tested for each of the Build strategies to provide TxDOT preliminary information about improvements to consider for each interchange in the future. The Interchanges component was not a differentiating factor among the six different strategies. Lee Trevino Drive Interchange Operational Characteristics:
Geometric considerations:
Zaragoza Road Interchange Operational Characteristics:
Geometric Considerations:
FM 1281 (Horizon Boulevard) Interchange Operational Characteristics:
Geometric Considerations:
Because three of the four quadrants of the interchange are home to major truck destinations (primarily three large truck stops), much of the operational deficiency at Horizon Boulevard arises from the special needs of trucks. The Horizon Boulevard interchange analysis includes a survey of truck drivers conducted during the Spring of 2001. The truck survey gathered information from truck drivers who use I-10 and access I-10 using the Horizon Boulevard and Airway Boulevard intersections. The survey instrument was designed to elicit qualitative information about specific areas needing improvement. Short-Term Interchange Recommendations The purpose of the I-10 East Corridor Study is to address identified short- and long-term transportation corridor needs through 2025. The interchanges component would address the long-term needs at the three identified interchanges. Bottleneck conditions, however, currently exist at the Lee Trevino Drive, Zaragoza Road, and Horizon Boulevard interchanges. Two bottleneck studies are being performed using existing traffic data and focusing on short-term, lower-cost improvements that could range from striping improvements to ramp relocation. The bottleneck study recommendations may not necessarily "solve" the problems, but may provide some short-term relief prior to implementing the more significant improvements. Transit Component The Project Team conducted a work session in February 2001 involving technical staff from local agencies including TxDOT, Sun Metro, El Paso County, and the El Paso Metropolitan Planning Organization. The purpose of the work session was to review transit needs within the project study area and identify specific improvements to consider. Identified transit needs in the I-10 East Corridor included:
Specific improvements to consider included:
Transit improvements were incorporated into the TSM, Access Management, At-Grade General Purpose Lanes, Elevated Express Lanes, and HOV Lanes strategies according to the following table:
The Transit Options were defined as follows: 2025 Planned Service
Service Increase
Enhanced Express
Parallel/Other Routes Component In addition to I-10, the I-10 East Corridor study area includes portions of SH 20 (Alameda Avenue), FM 76 (North Loop Road), FM 1110, and Rojas Drive. FM 76 (North Loop Road As indicated under the Previous East Side Studies, FM 76 (North Loop Road) has already been studied from Trowbridge to FM 1281 (Horizon Boulevard). The I-10 East Corridor Study includes the study of North Loop Road from Horizon Boulevard to FM 1110. Existing Conditions and Characteristics
The TSM option was defined as the addition of channelized right turn lanes at the major intersections along this roadway. The Build option was defined as four lanes with a center left-turn lane
(median-controlled or continuous to be studied further). SH 20 (Alameda Avenue) As indicated under the Previous East Side Studies, SH 20 (Alameda Avenue) has already been studied from Piedras Street to Loop 375. The I-10 East Corridor Study includes the study of Alameda Avenue from Loop 375 to FM 1110. Existing Conditions and Characteristics
The TSM option was defined as the addition of channelized right turn lanes at the major intersections along this roadway. The Build option was defined as four lanes with a raised median to
control left-turns. FM 1110 The I-10 East Corridor Study includes the study of FM 1110 from I-10 to North Loop Road (northern section) and North Loop Road to Alameda Avenue (southern section). Existing Conditions and Characteristics
The south section between FM 76 (North Loop Road) and SH 20 (Alameda Avenue) was studied, but widening of this section was screened out from further consideration early in the study process. An alternate route to the west of this alignment is already planned under the No Build Strategy. For the north section, the Build option was defined as four lanes with a
center left-turn lane (median-controlled or continuous to be studied
further). Rojas Drive Rojas Drive is a city street that parallels I-10 to the north from Lomaland Drive to Eastlake Boulevard. The I-10 East Corridor Study includes the entire limits of Rojas Drive. Existing Conditions and Characteristics
Because of the interrelation of operation between Rojas and the Lee Trevino and Zaragoza interchanges, possible improvements to Rojas Drive were considered as part of the Interchange Component analysis. Truck Improvements Component A number of truck freight origins and destinations have been identified in east El Paso that contribute to the concentration of truck traffic within the study corridor. Interstate-10 attracts significant through truck traffic. The Truck Improvements component considered improvements along the I-10 mainlanes, ramps, frontage road intersections, and other parallel routes that could improve maneuverability for trucks. Many improvements targeted toward trucks were TSM-level improvements to Gateway intersection configurations. The Truck Component includes these improvements, plus improvements to address bottleneck locations (for example, at the Horizon Boulevard intersection) and general through capacity needs which substantially affect truck travel. The Truck Component was not considered as a separate strategy, but as part of the Access Management, General Purpose Lanes, Express Lanes, and HOV Lanes Strategies. Research is already being conducted into possible truck improvements. To gather information particular to truck travel along I-10 in El Paso, a truck survey was conducted during the spring of 2001. The survey approach enabled the Project Team to listen firsthand to truck drivers about problem areas and suggestions for improvements. Conceptual Strategy Layouts Conceptual layouts were developed for each strategy and presented and discussed at Working Group Meeting #3. The purpose of the layouts is to provide images of the strategies to compare against what currently exists along the corridor. The images include potential changes to the mainlanes, frontage roads, and interchanges, in addition to potential right of way needs. The conceptual layouts serve as the basis for developing conceptual cost estimates, quantifying potential environmental impacts, and analyzing changes in congestion and traffic operations in the next work phase. Results of the cost, environmental, and traffic analysis were presented at Working Group Meeting #4and the Final Public Meetings. Analysis results and evaluation process are discussed on the Final Public Meetings page. Final recommendations are presented on the I-10 East Corridor Study home page.
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