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The City of El Paso is concerned with the fast growing northwest area and the proposed roadway
improvements by the Texas Department of Transportation (TxDOT) on Loop 375 between IH-10 and Paseo
del Norte. This report has been prepared to present the traffic impact that the Westside Master Plan will have
on the proposed crossing points along Loop 375, in particular Paseo del Norte, Plexxar, and the surrounding
roadway network. Phase 1 of the study included traffic impact analysis using the existing land use proposed
in the Westside Master Plan and was submitted as a separate report. The City of El Paso approved the
Smart Code Ordinance in 2008 in order to encourage mixed use development and discourage automobile
dependent development by creating accessible land use patterns that introduce and encourage transit,
pedestrian, and cyclist oriented development. Phase 1B of this traffic study will use the same alternatives
included under Phase 1, except a 20% reduction in trip production and trip attraction for the Westside
Master Plan traffic analysis zones will be applied in the TransCAD model as an estimation of what is
expected to occur if smart code principles are applied in the Westside Master Plan.
Because smart code land use is currently not coded in the Metropolitan Planning Organization’s TransCAD
model, the technique used for Phase 1B included a 20% reduction to the trip production and trip attraction
factors in the traffic analysis zones for the Westside Master Plan area. Furthermore, the 20% trip reduction
factor that was used for Phase 1B is an estimation of what is expected to occur with smart code
development based on research. TransCAD calculated the traffic volumes for the intersections in the study
area, which was then imported into Synchro to obtain intersection levels of service for the study area.
The approach in this study is not to state that we can achieve any specific reduction in trip production and
trip attraction at the regional level. Instead, the study is a what-if scenario for a level of trip reduction that may
The pros and cons of each alternative are presented in the following summary table.
Alternative 1
PROS CONS
Provides north-south connection of Paseo del Norte Requires grade separation for Loop 375 at Paseo del
at Loop 375 Norte interchange
Provides important alternate north/south roadway in Traffic generated from the use of the Paseo del Norte
the Westside Master Plan to relieve future traffic on interchange will require left and right-turn bays along
Resler and Northwestern as the area develops Paseo del Norte throughout the corridor for added
capacity
Provides connection from IH-10 to Loop 375 without Traffic prefers to use Paseo del Norte as the main
using the IH-10/Loop 375 Interchange arterial to arrive/depart from the study area and
Resler is underutilized
Provides north-south circulation without the use of The intersection of Paseo del Norte at Loop 375 will
any freeways or frontage roads have high vehicular traffic and will operate above
capacity regardless of the trip reduction
The freeway design will remain as proposed in the
TxDOT Schematics. No additional right-of-way will
be required
The freeway design in this alternative includes
frontage roads that will provide access to the
proposed commercial areas adjacent to Loop 375
The grade separated intersections will allow traffic to
move freely with fewer interruptions and less conflicts
between traffic movements which will reduce the
capacity for accidents.
Provides an entrance and exit ramp between Resler
and Paseo del Norte for both directions of travel
The Paseo del Norte roadway alignment can be built
with minimal impact to geological features and
arroyos, as studied in the Westside Master Plan
The majority of the intersections along Paseo del
Norte in the Westside Master Plan area will operate
below capacity and some at capacity
No significant change is seen between Phase 1 and
Phase 1B for this alternative
As land use changes and growth occurs in the study area, the TransCAD model will need to be reviewed.
Any socio-economic data or changes in the proposed land use will impact the results shown in this study. It
may be appropriate to repeat this study with an equivalent scope if any of the projected data in the
Metropolitan Planning Organization model is modified and updated.
This methodology of this study was to reduce trip production and attraction based on the existing land use
map. A shift to Smart Code would likely result in significant revisions to the land use map. Any such
revisions should be modeled using the current regional transportation planning model.