It provides an overall framework that shows how anticipated projects will integrate with each other and with existing systems. Project timeframes are defined as: — Short Term: 0 to 5 years — Medium Term: 6 to 10 years — Long Term: 11 years and beyond. ATDM strategies can include ramp metering, hard shoulder running, dynamic lane use control, and variable speed limits. Use of these strategies would be done to achieve operational objectives, such as improving safety, reducing emissions, and maximizing system efficiency.
Alternate Route Traffic Management Study and Implementation Future Short Term The purpose of this project is to develop and update alternate route traffic diversion plans for traffic operations and incident management staff to use in identifying and implementing alternate routes based on incidents or events occurring on the roadway network that disrupt traffic.
This project will review and study the use and effectiveness of alternate routes and recommend updates where needed, which may include the implementation of alternate route signage that could be activated by TMC operators. The system will send alerts to TMC operators for incident verification and taking appropriate actions such as posting incident information on DMS and notifying incident responders.
Automated Traffic Signal Performance Measures Future Short Term Automated Traffic Signal Performance Measures ATSPM is defined as a suite of performance measures, data collection and data analysis tools to support objectives and performance based approaches to traffic signal operations, maintenance, management and design of the signal system.
The purpose of the application is to improve the overall safety, mobility and efficiency of signalized intersections for all system users. The technology allows for agencies responsible for traffic signal timing updates to use the data provided through ATSPM to determine how best to optimize traffic signal timings based on the collected data.
This project could start with an investigation of available systems and desired functions and features which may determine the availability of asset management systems. Based on the investigation, the City of El Paso could develop an asset management system in—house or procure an asset management system from vendors.
Coordination with TxDOT is possible if study is conducted concurrently. A second component of the project is to develop a maintenance plan for the City to guide maintenance, troubleshooting, repair and replacement of ITS assets.
Increased CCTV coverage can assist TMC operators with monitoring traffic congestion, as well as incident and emergency response personnel that respond to traffic incidents. Increased DMS coverage can assist TMC operators in communicating messages to drivers regarding incidents downstream of the DMS location, which can allow drivers to seek alternate routes around the incident location.
Phase 1 is the design of the traffic signal upgrades. Phases 2—5 is for construction and implementation. Roadside units RSUs will be installed along IH—10, at signalized intersections and other strategic locations curves, locations with weather issues to communicate with on—board units OBUs on passenger vehicles and public agency fleet vehicles using DSRC or other real—time message protocols.
Critical Infrastructure Monitoring Systems Future Medium Term This project will deploy systems that monitor the security and conditions of critical infrastructure systems, such as bridges, tunnels, and other critical assets. Based upon detection of abnormal activity, alerts can be sent to TMC operators, public safety agencies or maintenance personnel for response actions. The existing mid—block crosswalk south of La Union Avenue within the Canutillo community is one of these areas where a HAWK beacon could be implemented to increase pedestrian safety.
These projects could be done independently of roadway improvements, or in conjunction with other improvements along Doniphan Drive SH 20 and Horizon Boulevard FM HAWK beacons provide drivers multiple cues to emphasize the potential presence of pedestrians. These cues include HAWK beacons with two red lenses over a single yellow lens, high—visibility crosswalk markings, a 24—inch stop bar approximately 50—feet from the crosswalk, 8—inch solid lane lines between through travel lanes, and signs that illuminate and read "CROSSWALK.
The proposed ICM communication network for the Doniphan Drive Corridor will be integral to the existing alignment for approximately 15 miles from the state line to Racetrack Dr, which then connects to the Border West Expressway. The initial stage of the ICM will be to install a conduit duct bank with fiber optic cable between the southbound travel lanes and the right of way adjacent to the BNSF railroad. This fiber communication network will provide the potential to connect to each of the traffic signal controllers, school zones flasher systems, and the proposed Sun Metro and El Paso County transit bus shelters along the Doniphan Drive corridor.
At strategic locations, Dynamic Message Signs DMS will be installed to provide real time information to the public, Bluetooth readers for travel time data collection, and CCTV cameras to provide incident verification and corridor monitoring. In addition to real—time traffic monitoring and support, this initial ICM project sets the stage for Connected and Autonomous vehicles to be used within the Doniphan Drive Corridor in the future.
Doniphan Drive SH 20 Railroad Crossing Improvements Future Medium Term This project will install crossing signals and barricade arms, dedicated pedestrian paths with the latest ADA improvements, and warning devices and signage to improve safety and mobility concerns around railroad tracks along Doniphan Drive SH 20 at a total of 18 crossings within the County of El Paso. This could include electronic fare payment cards, mobile smartphone ticketing applications, and Smart Card technology that would allow passengers to tap their card to an electronic reader on transit vehicles or at transit stations for fare payment.
Bus schedule times will be estimated based on information from Automated Vehicle Locator AVL equipment located on transit buses.
Transit information could also be provided to travelers via mobile application that could allow for general transit information as well as personalized information to be provided to transit riders based on their preferences. Emergency Vehicle Preemption Expansion Future Short to Medium Term This project will expand the installation of Emergency Vehicle Pre—emption EVP technology to improve emergency response times along arterial signalized corridors to the scene of an incident.
Systems require the installation of hardware on emergency vehicles and at signalized intersections to facilitate the request from vehicle to intersection in the field. Opportunities exist for potential cost sharing with public transit agencies, who could leverage field—based hardware to communicate transit signal priority requests, which are less disruptive to traffic operations than traffic signal pre—emption requests from emergency vehicles.
ITS Master Plan has defined corridors for new fiber cable segments in the region. However, this project does not contain a physical architecture. The adaptive lanes concept allows TxDOT for better management and response to on—demand traffic need for the corridor.
The adaptive lanes project will include the following technology features: 1 Data Collection such as travel times, incidents, traffic volumes and speeds; 2 Active Traffic Management; 3 Drone Pathway — using drones to aid with incident management and provide live streaming video to TMC and incident responders; 4 Internet of Things to facilitate exchange of useful information; and 5 Truck Platooning — using vehicle to infrastructure V2I connectivity to improve the safety and efficiency of truck travel.
The ICM concept involves the operational coordination of multiple transportation networks and cross—network connections comprising a corridor, and the coordination of the different agencies and stakeholders responsible for corridor mobility.
The underlying principle behind the ICM concept is that these independent, individual transportation networks, and their cross—network connections, can be operated in a more coordinated and integrated manner, resulting in increased overall corridor throughput and enhanced mobility of the corridor users.
The IH—10 ICM system will enable all individual transportation networks within the corridor to be managed as a multimodal system.
Additional systems may be deployed at other locations or corridors. These signs will provide drivers with real—time advanced warning ahead of the parking site to allow drivers to consider alternate plans if a location is full.
Smartphone and web—based services may also be used to provide data to drivers and dispatchers. Upon detection, systems could provide warnings to passenger vehicles through a Connected Vehicle application, or to pedestrians and bicyclists through roadside warning devices or smartphone applications.
This allows for more efficient and effective target enforcement on commercial vehicle weigh compliance. Regional Traffic Signal Timing Optimization and Coordination Future Short to Long Term The purpose of this project is to establish a program for planning, managing and implementing signal timing optimization efforts on arterial corridors in the El Paso region. TxDOT and City of El Paso will work together to identify arterial signalized corridors and schedule to perform signal timing optimization over time.
This project may also include a review of signal phasing and recommendation of updates to reflect changes in travel patterns, and in turn, increase the efficiency of traffic signal operations. Regional Transit Data Hub Future Medium Term The purpose of this project will be to establish a regional transit data hub that would collect and store transit related data for the El Paso region.
The data hub could serve as a central data storage and clearinghouse for access and distribution of transit data to other agencies in the El Paso region. This data hub could be a subset of a regional transportation data hub. Data could be from both public agencies and third parties.
Regional data hub would serve as a central data storage and a data clearinghouse for data access and distribution to all regional stakeholder agencies. In addition, the data hub will have data management and analytic tools to allow agencies and researchers to mine, aggregate, extrapolate and analyze data from multiple sources. The Regional Traveler Information System will deliver traveler information for both freeway and arterial systems as well as transit services in the region.
Information that could be delivered by the system includes travel times, roadway congestion, closures, incidents, work zones, border wait times, weather events, special events, parking, upcoming constructions, transit services, etc. Information could be disseminated through webpages and mobile applications.
Information could also be made available to major employers in the region. This project could also integrate data from third party provider systems to increase amount of data provided to travelers. The data can also help analyze the possibility of the First and Last Mile rideshare.
This could include mobile smartphone ticketing applications used by passengers, as well as Smart Card technology that would allow passengers to tap their card to an electronic reader on transit vehicles or at transit stations for fare payment. Sun Metro Security Cameras on Transit Centers, Stations and Vehicles Future Short Term This project will expand the installation of security cameras by Sun Metro to improve the overall safety of passengers on transit vehicles and at key transit centers and stations.
Videos could be stored temporarily on the vehicle for upload at the transit garage or relay events in real—time to transit dispatchers who can dispatch emergency services as needed. This project will update the TIM Plan and utilize performance metrics strategy to monitor performance of TIM program and adjust as needed.
Potential training opportunities could also be identified for emergency response personnel. Technology is currently deployed along main Brio rapid transit corridors. This project may also include upgrades and enhancements to the existing TSP system.
A project—level architecture for this project is not specifically developed. Device modernization includes upgrading the aging analog cameras to digital. TxDOT Curve Speed Warning System Future Short Term Curve speed warning systems utilize roadside speed detection equipment to detect the speed of vehicles approaching a roadway curve to automate a warning to the vehicles about the need to reduce their speed. Warning messages could be provided through flashing beacons that are activated when vehicle speeds exceed a speed threshold.
Flashing beacons would be installed on static signage with messages about the roadway curve ahead. Other messages could be provided through dynamic message signs that present messages to reduce vehicle speed in advance of the roadway curve. DMS will be connected to TransVista either via fiber or wireless communications. TxDOT Flood Warning System Future Medium Term Flood detection and warning systems use field sensors for high water detection and activate advanced warning signs to alert drivers approaching the high water roadway segments.
Juarez IMIP. Mesilla Valley MPO. Municipal Public Safety Dispatch. Municipal Public Works Department. New Mexico State Police Dispatch. Pavement Management Data Users. PDN Uno Website. Private Sector Traveler Information Services. Public Transportation Archive Data Users. Regional Transit Data Hub. Regional Traveler Information System. Sun Metro Public Transportation Database. Sun Metro Transit Web Site. TransVista Web Site.
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