Concept of Operations for the US-75 Integrated Corridor in Dallas, Texas
April 30, 2008
Award# DTFH-61-06-H-00040
Long Descriptions
Long descriptions for various figures within the report.
Figure 1.2-1 US-75 Corridor Boundaries
Figure 1.2 1 US-75 Corridor Boundaries. Map. The figure shows the primary corridor and its travelshed influence area. The travelshed influence area includes additional alternate modes and routes that may be affected by a major incident or event. The travelshed area is generally bound by the downtown to the south, the Dallas North Tollway to the west, SH-121 to the north, and a combination of arterial streets and the Dallas Area Rapid Transit (DART) Blue Line to the east.
Figure 1.9-1 US-75 ICM Institutional Framework
Figure 1.9 1 US-75 ICM Institutional Framework. Flowchart. The figure shows the proposed institutional framework for the US-75 Corridor. The flowchart is broken into three main sections: Political/Institutional Oversight, US-75 Corridor Coordination, and Agency Operations. Under the left section, Political/Institutional Oversight, and the middle section, US-75 Corridor Coordination, is the North Texas Council of Governments. Within the North Texas Council of Governments: the ITS Steering Subcommittee (left column) reports to the Regional Transportation Council (left column); the US-75 Corridor Steering Subcommittee (middle column) reports to the ITS Steering Subcommittee (left column). In the right column, Agency Operations, are eight boxes: Texas Department of Transportation (TxDOT) (green box), City of Dallas (blue box), City of Richardson (blue box), City of Plano, Dallas Area Rapid Transit (DART) (green box), North Texas Tollway Authority (NTTA), City of University Park, and Town of Highland Park.
Figure 3.1-1 Primary Corridor for the US-75 ICM
Figure 3.1 1 Primary Corridor for the US-75 ICM. Map. The figure shows the primary corridor and its travelshed influence area. The travelshed influence area includes additional alternate modes and routes that may be affected by a major incident or event. The travelshed area is generally bound by the downtown to the south, the Dallas North Tollway to the west, SH-121 to the north, and a combination of arterial streets and the Dallas Area Rapid Transit (DART) Blue Line to the east.
Figure 3.1-2 DART Light Rail Network
Figure 3.1 2 DART Light Rail Network. Map. The figure shows the Dallas Area Rapid Transit (DART) light rail network map. The Red Line is the line that will be part of integrated corridor management. The Red Line has 25 stations, with Parker Road station on the northern end and Westmoreland on the southern end.
Figure 3.3-1 DART Park and Ride Lots
Figure 3.3 1 DART Park and Ride Lots. Map. The figure shows a map of the Dallas area highlighting the location of the eight Dallas Area Rapid Transit (DART) park and ride lots operating within the integrated corridor management (ICM). The Red Line has 25 stations, with Parker Road station on the northern end and Westmoreland on the southern end. The lots are located along the Red Line next to the following stations: Parker Road, Bush Turnpike, Spring Valley, LBJ, Forest Lane, Walnut Hill, Park Lane, and Mockingbird stations. The figure also shows the other rail lines operated by DART which do not fall under the ICM travelshed.
Figure 3.4-2 US-75 HOV - ITS Assets
Figure 3.4 2 US-75 HOV - ITS Assets. Map. The figure shows a map of the US-75 high occupancy vehicle (HOV) lane, highlighting the location of its intelligent transportation system (ITS) assets. These assets include dynamic message sign (DMS), lane-use control signal (LCS), Dragnet safety system (DNS), automated barrier gates (AG), closed-circuit video (CCTV), and microwave vehicle detector (MVD). The map shows 35 locations that have one or more of these devices. There are 7 locations with DMS, 2 with LCS, 2 with DNS, 2 with AG, 22 with CCTV, and 29 with MVD.
Figure 3.4-3 DART System Map
Figure 3.4 3 DART System Map. Map. The figure shows a map of the Dallas Area Rapid Transit (DART) network as well as the area of influence (travelshed area) that integrated corridor management (ICM) has over the DART system. The area of influence follows the US-75 ICM alignment from Parker Road (northern limit) to Dallas downtown (southern limit) and extends approximately 2 miles to each side of the US-75 ICM corridor. Approximately 80% of the rail Red Line and 30% of the Blue Line are within the influence area.
Figure 3.4-4 Transit Signal Priority in Downtown Dallas (Red Line Indicates LRT – Both the Red and Blue Lines)
Figure 3.4 4 Transit Signal Priority in Downtown Dallas (Red Line Indicates LRT – Both the Red and Blue Lines). Map. The figure shows a map of the Blue and Red rail lines in the Dallas downtown area operated by Dallas Area Rapid Transit (DART). It indicates the 12 intersections where transit signal priority will be utilized to maximize train throughput in the downtown area. The five intersections along Bryan Street are: Routh Street, Pearl Street, Hardwood Street, Saint Paul, and Ervay Street. The seven intersections along Pacific Avenue are: Akard Street, Field Street, Griffin Boulevard, North Lamar Street, Market Street, Record Street, and Houston Street.
Figure 3.4-5 NTTA ITS Asset Location
Figure 3.4 5 NTTA ITS Asset Location. Map. The figure shows a map of the President George Bush Turnpike (PGBT) and the Dallas North Tollway (DNT) operated by the North Texas Tollway Authority (NTTA). The PGBT alignment runs west-east and the DNT north-south. The map also depicts the intelligent transportation system (ITS) assets on these two roads: planned closed circuit video (CCTV): 19 on PGBT and 3 on DNT; online CCTV: 18 on PGBT and 28 on DNT; planned dynamic message sign (DMS): 3 on PGBT and 0 on DNT; online DMS: 8 on PGBT and 3 on DNT; planned speed map: 5 on PGBT and 0 on DNT; online speed map: 3 on PGBT and 4 on DNT; planned pavement sensor: 1 on PGBT and 2 on DNT; online pavement sensor: 3 on PGBT and 0 on DNT.
Figure 3.4-7 City of Dallas DMS and CCTV Locations
Figure 3.4 7 City of Dallas DMS and CCTV Locations. Map. The figure shows a map with the location of the dynamic message signs (DMSs) and close circuit video (CCTV). There are approximately 37 new DMSs and 50 CCTV cameras shown. The figure has also three boxes. The top box contains the legend: green semicolon is for existing large galvanized DMSs, red semicolon is for existing small decorative DMSs, blue semicolon is for future small decorative DMSs, green S is for existing cameras, red S is for funded cameras, and blue S is for unfunded cameras. The box in the middle shows a detailed map of downtown Dallas, and the bottom box shows a detailed map of Fair Park.
Figure 3.4-8 City of Plano Traffic Signal Locations
Figure 3.4 8 City of Plano Traffic Signal Locations. Map. The figure shows a map of the City of Plano with the location of its 196 traffic signals. Each intersection with a traffic signal is indicated with a colored bullet. Each color represents a particular zone assignment: blue is Jupiter Tank, yellow is Parkway Service Center, green is AT&T, orange is Coit Tank, blue is Parkwood Tank, pink is White Rock Tank, and white is Tennyson.
Figure 3.4-9 City of Richardson CCTV Location
Figure 3.4 9 City of Richardson CCTV Location. Map. The figure shows a map of the City of Richardson depicting the current camera coverage on specific streets as well as the location of its 22 arterial street cameras. The level of coverage is shown with a gray line. The streets shown with camera coverage are: Coit, US-75, Plan Road, Jupiter Road, Renner Road, Lookout Road, Campbell Road, Greenville Avenue, Arapahoe Road, Centennial Avenue, and Spring Valley Road.
Figure 3.6-1 Dallas/Fort Worth Regional Comprehensive Intelligent Transportation Systems Agreement
Figure 3.6 1 Dallas/Fort Worth Regional Comprehensive Intelligent Transportation Systems Agreement. Scanned letter. The figure shows a one-page Memorandum of Understanding (MOU) signed by Dallas Area Rapid Transit, Council of Government Regional Transportation Council, Dallas-Fort Worth International Airport, North Texas Tollway Authority, Dallas Regional Mobility Coalition, Texas Department of Transportation (Dallas and Fort Worth Districts), and Fort Worth Transportation Authority. The MOU is an agreement in which all the undersigned agencies agree to the concept of a regional comprehensive intelligent transportation system program for the Dallas/Fort Worth region and pledge to work together and with local municipalities in the region to coordinate and cooperate in planning, implementation, and operation of intelligent transportation systems.
Figure 4.9-1 US 75 ICM Institutional Framework
Figure 4.9 1 US 75 ICM Institutional Framework. Flowchart. The figure shows the proposed institutional framework for the US-75 Corridor. The flowchart is broken into three main sections: Political/Institutional Oversight, US-75 Corridor Coordination, and Agency Operations. Under the left section, Political/Institutional Oversight, and the middle section, US-75 Corridor Coordination, is the North Texas Council of Governments. Within the North Texas Council of Governments: the ITS Steering Subcommittee (left column) reports to the Regional Transportation Council (left column); the US-75 Corridor Steering Subcommittee (middle column) reports to the ITS Steering Subcommittee (left column). In the right column, Agency Operations are in eight boxes: Texas Department of Transportation (TxDOT) (green box), City of Dallas (blue box), City of Richardson (blue box), City of Plano, Dallas Area Rapid Transit (DART) (green box), North Texas Tollway Authority (NTTA), City of University Park, and Town of Highland Park.