June 2011 VIA Metropolitan Transit San Antonio, Texasextras.mysanantonio.com/pdf/VIAFinalPlan.pdfPamela Morsi Kiel, Alamo Heights Resident rob Killen, City Coucil District I bianca

June 2011 VIA Metropolitan Transit

San Antonio, Texas

2035 Long Range Comprehensive Transportation PlanExecutive Summary

PrePared for:

VIA Metropolitan Transit, San Antonio, TexasPrePared by:

JacobsIn assocIatIon wIth:

Ximenes & Associates, RJ Rivera, Town Planning, Connetics Transportation Group, and BBP & Associates

June 2011

TECHNICAL ADVISORY COMMITTEE

Leroy alloway, ARMA

bill barker, AICP, COSA - Office of Environmental Policy

Julie brown, TxDOT

Jelynne Leblanc burley, CPS

carmelina rocha davis, COSA - International and Economic Development Dept.

christina de La cruz, COSA - Public Works

Mike frisbie, COSA - CIMS Dept.

Jeanne Geiger, MPO

Marcus hammer, COSA - Public Works

richard higby, Bexar County - Infrastructure Services Dept.

Ivan Jaime, Union Pacific

david Kruse, aIcP, AAGOG

sid Martinez, MPO

bradford McMurray, SAHA

Kelley nuemann, SAWS

allison shulze, AICP, Lone Star Rail District

clay smith, Pe, TxDOT

Mary frances teniente, Bexar County - Infrastructure Services Dept.

Melanie Villalobos, SAHA

trish wallace, AICP, COSA - Planning and Community Development, AE Services

CITIZENS ADVISORY COMMITTEE

bill barker, aIcP, COSA - Office of Environmental Policy

spencer r. (bob) hurst, Valley Forest Neighborhood Association

Pamela Morsi Kiel, Alamo Heights Resident

rob Killen, City Coucil District I

bianca Maldonado, Monticello Park Neighborhood Association

hope olds, Chairwoman, City of Converse Building & Standards Commission

Margaret richardson, Office of State Representative Jóse Menéndez

Michael roberts, People Against Corruption

Patrick shearer, Cambridge Realty Group

alejandro soto, President, Woodlawn Lake Community Association

John f. strieb, City of Castle Hills

albert Uresti IV, Resident

al Uvietta, Leon Valley Resident/District 125 Constituent

christel Villarreal, Highland Hills Neighborhood Association

VIA BOARD OF TRUSTEEShenry r. Muñoz, III, Chair

rick Pych, Vice Chair

steve P. allison

Mary briseño

Linda chavez–thompson, Secretary

Gerald w. Lee

James Lifshutz

bill Martin

Lou Miller

Manuel “Manny” Pelaez

Gavino ramos

VIA LEADERSHIPKeith t. Parker, AICP, President/CEO

roland a. Lozano, Deputy Director

brian d. buchanan, Vice President of Bus and Rail Strategic Planning & Project Development

tony cade, Vice President of Information Technology

yogi cruz, Vice President of Human Capital

bonnie Prosser elder, General Counsel

Gary Glasscock, Vice President of Vehicle Maintenance

Keith J. hom, Vice President of Operations

Priscilla Ingle, Vice President of Public Affairs

steve J. Lange, Vice President of Fiscal Management/Chief Financial Officer

Larry wallis, Director of Audit

LRCTP TEAM

VIA Bus and Rail Strategic Planning and Project Development Staffchristina M. castaño, LRCTP Project Managerarturo herrera Jason rodriguezchristine Viña, aIaVIA Bus Operationstracy Manning, cPaJacobsJavier argüelloJohn Kulpabill LiebermanMike McanellyJimi MitchellLee nicholsrobin Parkerhannah PobanzBBP & AssociatesJim ProstConnetics Transportation Groupchris adkinssusan rosalesRJ Rivera Associates, Inc.rudy riveraLinda VelaTown Planningemil r. MoncivaisXimenes and Associates sonia JimenezLinda Ximenes

IntroductIon Purpose of the Long range comprehensive transportation Plan (LrctP) .................1

san antonio: a history of transportation Innovation ....................................................1

about VIa .........................................................................................................................3

Planning Process: committee oversight and Public Participation ..............................5

relationship to other Plans ............................................................................................7

future Updates ................................................................................................................8

Growth trends and MobIlIty Issues Local and regional Growth Patterns .............................................................................9

changes in travel Patterns and congestion ................................................................10

the systeM Plan 2035 Long range comprehensive transportation Plan ............................................13

bus Improvements ........................................................................................................17

bus rapid transit corridors ..........................................................................................22

rail corridors .................................................................................................................25

downtown circulator corridors .....................................................................................28

Vision corridors .............................................................................................................31

Paratransit services ......................................................................................................32

VIa Vanpool ....................................................................................................................33

bicycle and Pedestrian Integration ..............................................................................35

PhasInG and IMPleMentatIon Project Phasing .............................................................................................................38

financial considerations ..............................................................................................41

Local and regional benefits .........................................................................................45

5

“ ...Folks have often wondered when will we take the steps to invest in mass transit commensurate with being America’s seventh largest city, and one of the fastest growing. I don’t think we’re going to have to wonder much longer. That time is now.” - Mayor Julían Castro

“ Our greatest threat to the continued economic expansion of our region is our transportation system.” - County Judge Nelson Wolff

“ If there are pots of money that are applicable to streetcar, light rail, bus rapid transit or traditional bus transit in San Antonio that are not going to be used for one reason or another, and we can put them to use, we’d like to use them.”

- Henry R. Muñoz, III, VIA Board of Trustees Chairman

“ We can no longer comfortably look at VIA as just a bus company for the transit dependent. It is also the catalyst for economic development, an agent of environmental responsibility and a determinant of how livable our city is.”

- Kathy Clay-Little, African American Reflections Publisher

MOVING FORWARD

Purpose of the Long Range Comprehensive Transportation Plan (LRCTP)Building on VIA’s existing bus

system, the LRCTP outlines policies,

specific corridor improvements,

transit technologies, timelines and

funding options for transportation

improvements through 2035.

The plan explores ways to better

address and improve connections

and transfers, travel times, overall

level of service, facilities, amenities

and connections to other modes

of transportation. Efficient transit

The San Antonio/Bexar County Transportation Task Force set a challenge in

2009 for the region to establish and implement a true community-based vision.

VIA Metropolitan Transit set forward to meet the challenge to create a citizens-

driven transit vision which became the largest community outreach process in the

history of the agency, resulting in the Long Range Comprehensive Transportation

Plan (LRCTP).

service is vitally important to the

community’s quality of life and

economic competitive advantage.

This is especially true as the region

continues to sustain its growth

projections over the next 25 years.

San Antonio: A History of Transportation InnovationKnown for its rich cultural and

historical attributes, San Antonio has

consistently experienced success

in establishing and maintaining

diverse industries. San Antonio’s

transportation advancements have

widely influenced the development

of the urban landscape. The Alamo

City began its transition from a

frontier town to a large American

metropolis once the railroad arrived

in 1877. The following year, San

Antonio began running a mule-drawn

streetcar between Main Plaza and San

Pedro Park. As the streetcar system

continued to grow outward from the

initial city core, development of new

neighborhoods followed, and the

streetcar defined the framework of

today‘s inner city. As growth occurred

in San Antonio’s early suburbs of

Alamo Heights, Prospect Hill and

Woodlawn Lake, transit service allowed

residents to travel greater distances

between work and home. Providing

greater access to the city, the initial

transit system was fundamental to the

growth of the community.

The regional shift from mass

transportation to personal vehicular

travel began with the installation of

the first traffic signal in 1890 and the

sale of the first automobile by a San

Antonio dealer a decade later. During

this period, streetcar service was still

in heavy demand; the busiest line

Introduction1

As one of the fastest growing cities

in the United States, San Antonio

constantly manages finite resources

to meet the fluctuating needs of the

community. The constant influx of

new businesses and residents has

provided diversity and sustainability

to the region’s economic competitive

advantage. Consistent growth has

required the city to invest in various

infrastructure improvements to meet

the needs of residents, businesses

and industries. The continually

evolving transportation needs,

investments and innovation have

allowed San Antonio to thrive in

economic booms and downturns.

the riverwalk, san antonio, texas

1

along South Presa Street served the

community every six minutes during

peak times of the day. The city’s first

established bus service transported

servicemen to Fort Sam Houston in

1917. The streetcar system recorded

over 1.5 million fares in a single month

in 1922 when the population was a

mere 161,379 residents. With over

90 miles of track radiating from San

Antonio’s core in 1928, the privately-

owned streetcar company ended its

expansion with the Guadalupe Line.

Shifting transit operations to

motorized bus, San Antonio was the

first major US city to terminate its

electric streetcar system operations

in 1933. Buses proved to be less

expensive to operate and maintain,

especially amidst the sprawling

nature of San Antonio. Buses were

more flexible for route adjustments

and traveled at higher speeds than

the fixed streetcar system. US

Highway 281, San Antonio’s first

expressway, was introduced in 1943

and shortly thereafter in 1953, the

first terminal of the San Antonio

airport opened, in 1953.

Today, the Bexar County region

maintains over 8,800 miles of roadway,

the San Antonio International Airport

serves over 8.3 million passengers

annually, nine freight rail lines serve

industries across the region, and over

1,400 miles of bus routes provide

reliable transit for residents. San

Antonio is currently the largest

metropolitan area in the nation

to be served by a bus-only public

transportation system. Under the

current leadership of the VIA Board

of Trustees, VIA seeks to enhance the

bus system and become a regional

multimodal transit agency. The

means to accomplish this is outlined

in the Long Range Comprehensive

Transportation Plan (LRCTP).

The vision of the LRCTP builds on

the region’s past accomplishments

of meeting the growing demands of

future Bexar County travelers. VIA

has taken the initiative to envision

a diverse, integrated, multimodal

system which can meet the needs of

the entire community. The LRCTP, a

comprehensive transportation vision

for the community, guides regional

investments and concentrates

resources to reach the greatest

number of people. This plan outlines

both a strong bus improvement

plan and a network of integrated

high capacity transit corridors with

a range of transit mode alternatives.

Moreover, it guides VIA in the

development of these high capacity

transit corridors to help transition

the agency into a regional and

multimodal transit provider.

downtown san antonio

2035 lonG ranGe CoMPrehensive transPortation Plan2

About VIAVIA Metropolitan Transit was created

in 1977, by the approval of voters,

to provide public transportation

services to Bexar County. VIA is not

a department of a city or county

government, but rather a political

subdivision of the State of Texas,

currently serving over 1,200 square

miles, or roughly 98% of Bexar

County. The service area also includes

Bexar County’s portion of Cibolo

and the following municipalities:

Alamo Heights, Balcones Heights,

Castle Hills, China Grove, Converse,

Elmendorf, Kirby, Leon Valley, Olmos

Park, San Antonio, Shavano Park, St.

Hedwig, and Terrell Hills.

BoARd of TRuSTeeSVIA is governed by eleven board of

trustee members who are dedicated

to responding to the community’s

transportation needs and working

with individuals and groups to plan

and implement the best transit service

possible. Board members serve

staggered two-year terms, appointed

by the following entities: five members

from San Antonio City Council, three

from Bexar County Commissioners

Court, and two from the Suburban

Mayors. The board chair is selected by

the board members and also serves a

two-year term.

SeRVICeSVIA currently offers five bus service

categories: frequent, metro, express,

skip, and streetcar. These serve a total of

7,197 bus stops along 91 bus lines that

operate from 4 a.m. to 1 a.m. The fleet

consists of 446 buses, 16 of which are

rubber-tire streetcars. All are handicap

accessible through the use of retractable

wheelchair ramps or wheelchair

Type of Service ToTal riderShip Weekday average

Scheduled Line 41,450,315 129,309

VIAtrans 1,040,516 N/A

Streetcar 1,209,913 3,177

Special Events 101,768 N/A

Ridership FY 2009-10 Table 1.1

lifts. Except for streetcars, all of VIA’s

vehicles are equipped with bicycle

racks to encourage cyclists to ride the

bus. Both modes of transportation

are environmentally responsible and

economically reasonable.

In addition to bus service, VIA also

provides paratransit (VIAtrans), special

event, and vanpool service. All of VIA’s

services are evaluated and revised

quarterly to meet ridership demand and

adjust for cost-effectiveness.

RIdeRSHIPVIA measures ridership based on

numbers of boardings, also known as

unlinked passenger trips. Between 2009

and 2010, all of VIA services totaled

nearly 43 million passenger trips.

via exPress Bus

1 introduCtion

3

via exPress Bus

PASSengeR fACILITIeS

VIA’s service area includes eight

park and ride locations and five

transit centers providing riders

with accessible transfer points and

facilitating peak-period commuter

service in outlying suburban areas.

VIA also operates and maintains the

Robert Thompson Transit Station at

the Alamodome.

Amenities at most transit centers

and park and rides include shelters,

benches, telephones, and lighting.

VIA’s park and ride facilities,

combined, contain more than 1500

parking spaces and directly serve

over 30 bus lines. Transit centers

account for another 220 parking

spaces and serve nearly 50 bus lines.

TRAnSIT PoLICe

VIA employs transit police officers

to patrol all parts of the agency’s

service area and to oversee the

security at VIA headquarters. The

transit police handles service calls,

pro-active checks of buses and

facilities, as well as monitor various

“hot spots” when needed.

enVIRonmenTAL CommITmenT

VIA constantly seeks out ways to

reduce pollution, waste, and energy

demands. As an operator of fleet buses

and vans, VIA’s primary environmental

efforts are focused on the reduction

of vehicle emissions. Every vehicle

purchased since 2003 qualifies as a

federal clean-fuel vehicle. In addition,

the streetcars operate on propane, and

the four downtown circulator buses are

powered by compressed natural gas.

Future vehicles will also incorporate

hybrid technology or all-electric

power sources.

VIA is also exploring the use of

renewable energy where feasible. The

agency gets 100% of its electricity

from CPS Energy’s Windtricity

program. Solar panels power the

lighting at new bus shelters, and

provide power to the Madla and North

Star Transit Centers.

CommunITy InVoLVemenT

VIA provides a variety of educational

programs, such as Classroom on

Wheels, to familiarize the community

with the benefits and service of

public transportation. Tours of

VIA’s bus maintenance facility are

offered to children, and the Class

Pass program provides teachers

with trip planning assistance for

school field trips. In addition to many

other programs throughout the city,

research is being conducted on an

ongoing basis to keep VIA attuned to

community needs.

via frequent, Metro and skiP serviCe Bus

north star transit Center


Planning Process: Committee oversight and Public ParticipationLooking forward to the year 2035,

VIA has developed the regional Long

Range Comprehensive Transportation

Plan (LRCTP) utilizing a planning

process coined “SmartWay SA.”

The LRCTP planning process utilized

a multifaceted approach involving

extensive public involvement, and

a detailed investigation of current

and projected needs of the region.

Lengthy research and development of

applicable solutions focused on the

region’s most critical transportation

needs. The final LRCTP identifies high

capacity transit corridors and a range

of transit alternatives for transportation

investments, to provide mobility,

encourage economic development,

sustainability and attract current and

future transit users.

The development of the regional

LRCTP, fostered by an intensive

public outreach program, including

public meetings and workshops held

in the fall of 2009, summer of 2010,

and winter of 2011. These public

meetings were vital to the process

of developing the plan; citizens

were afforded the opportunity to

provide input on the major decisions

affecting the future transit network in

the region. The public participation

process began in August 2009 with a

public meeting, followed by a three-

day planning workshop and closed

with a public meeting. The workshop

focused on the areas of Finance

and Implementation; Economic

Development and Social Equity;

Corridors, Alignments and Modes;

and Streetcar Feasibility. This kickoff

event was followed by another series

of community workshops in June 2010.

fall 2009 sMartway sa workshoP

► Phase I Public Involvement► Technical Advisory Committee (TAC)► Citizens Advisory Committee (CAC)

► Phase II Public Involvement► Technical Advisory Committee (TAC)► Citizens Advisory Committee (CAC)

► Phase III Public Involvement► Draft► Public review► Board review

► Final System Plan adopted

REFINED ALIGNMENTS

AND PROJECTS TO PRIORITIZE

Potential High Capacity Corridors and Projects from SmartWaySA Workshop Planning & Outreach and Historic Planning Studies

FALL/WinteR 2009

SPRing/SummeR 2010

WinteR 2011

SPRing 2011

SmartWay SA Kick-off WorkshoptAC and CAC input

SmartWay SA Phase ii Public involvementtAC and CAC input

Public ReviewtAC and CAC Review

ViA Board Review

Needs Assessment

Alternatives Evaluation

Financial Studies

REFINEDALIGNMENTS

ANDPRIORITIZEDPROJECTS

1 introduCtion

5

the technical advisory committee (tac) consisted of staff from each of the allied agencies (VIa, san antonio bexar county Metropolitan Planning organization, alamo area council of Government, city of san antonio, bexar county, txdot, Lonestar rail, alamo regional Mobility authority, suburban cities). tac roles and responsibilities included:

► Providing technical guidance;► reviewing and commenting on evaluation measures, conceptual

alternatives, and the screening process;► Providing feedback on public participation activities;► assisting in the development of the stakeholder database;► serving as a liaison to their respective organizations; and► Providing feedback to the team on the clarity and comprehension

of the public presentations.

perspective throughout the

development of the system plan.

VIA’s Board of Trustees was also

involved and stayed informed with its

own workshop, meetings, and updates.

The comprehensive public

involvement process was correlated

to a technical process. This included

a needs assessment, alternatives

evaluation, a concurrent evaluation

of facilities, and an assessment of

operations and financial strategies, all

of which led to the development of

the draft system plan.

Phase I of the public involvement

process, which began in May

lrCtP teChniCal advisory CoMMittee

These workshops were geographically

dispersed throughout the region and

were attended by over 150 participants. The draft LRCTP was unveiled in January 2011. The public provided comments and suggestions on the corridors and policy requirements needed for implementation of the LRCTP plan.

fall 2009 sMartway sa workshoP

In addition to various public outreach

objectives, VIA has worked closely

with two groups – an LRCTP Technical

Advisory Committee (TAC) and an

LRCTP Citizen Advisory Committee

(CAC). These committees provided key

guidance throughout the planning

process and ensured a comprehensive


Relationship to other Plans

downTown TRAnSIT mASTeR PLAn The VIA Downtown Transit Master

Plan is intended to create a vision

for VIA’s future downtown transit

system by defining service and facility

improvements in support of mobility,

connectivity, economic development,

livability, and sustainability. The goal is

to have a plan for interconnecting all

transit modes in the central business

district in a way that improves service,

passenger transfers, and facilities while

helping to reduce traffic congestion

2009 included a review of existing

regional studies and reports, data

collection related to traffic and travel

patterns, evaluation of various transit

technologies, and the preliminary

identification of high capacity corridors.

Phase II explored the corridors

identified in Phase I, as well as a

range of transit technologies. The

corridors were evaluated based on

specific criteria pertaining to mobility,

environment, feasibility, land use and

economic development. Specific transit

technologies were studied to determine

which mode best serves each corridor,

as well as the entire transit system.

and air pollution. The master plan also

includes a study of the future Westside

Multimodal Transit Center (WSMM) to

maximize utilization and efficiency.

BuS RAPId TRAnSIT - VIA PRímo Bus rapid transit, or BRT, is a

transportation technology that

combines features of rail travel with

the flexibility of bus service. VIA is

developing BRT, called VIA Prímo,

along the Fredericksburg Road

corridor. Fredericksburg Road is VIA’s

busiest transit corridor, and it connects

the two largest employment centers

in Bexar County: San Antonio’s central

lrCtP Citizens advisory CoMMittee

the citizen advisory committee (cac) consisted of representatives from a cross-section of interested community organizations in the san antonio/bexar county area. the cac roles and responsibilities included:► Providing feedback on public participation activities;► assisting in the development of the stakeholder database;► serving as a liaison to their respective organizations; and► reviewing and commenting on evaluation measures, conceptual

alternatives, and the screening process.

downtown transit Master Plan

1 introduCtion

7

oTHeR RegIonAL PLAnS► Lone Star Passenger Rail

► Fort Sam Houston BRAC

► SA-BC MPO:

►Long Range Transportation Plan 2035

► Pedestrian Safety Action Plan► COSA:

► Airport Master Plan

► San Antonio Bike Master Plan► SA2020

lstar - ProPosed stationbusiness district and the South

Texas Medical Center. VIA Prímo

will connect these two employment

centers and also provide service

at planned transit facilities at both

the South Texas Medical Center as

well as the Westside Mulitmodal

Transit Center, and in the downtown

area and north to Loop 1604, to

serve the main campus of the

University of Texas at San Antonio.

The VIA Prímo BRT features and

technologies include transit

signal priority, increased service

frequencies, stylized low-emission

vehicles, real-time bus information,

enhanced station amenities, and

smart fare collection. Prímo will also

complement proposed plans for

enhanced downtown amenities.

future updatesThe VIA Long Range Comprehensive

Transportation Plan was developed in

consideration of existing conditions,

long term projected regional needs

and financial strategies. Due to the

nature of long range planning, not

all elements of growth and decline

can be predicted, and therefore,

as updated data and information

becomes available, VIA will revise

the LRCTP and associated plan

recommendations every five years.

This periodic update will allow the

agency to prioritize and align transit

investment decisions to coincide with

other regional projects and priorities.

via PrÍMo - ProPosed south texas MediCal Center transit Center


Growth Trends and Mobility Issues

The LRCTP system is designed as

an integrated network to allow

VIA to serve the entire region with

transportation options. Part of

the technical process included

investigating travel patterns and

transportation needs, in an effort

to better serve the San Antonio

and Bexar County region in the

future. VIA considered potential

areas of community growth, which

will demand more transit options.

Projecting future needs requires

analysis of demographic and growth

factors that generate additional

trips and increase travel demand

on regional and corridor levels.

Traffic congestion and delay on area

roadways provide only one indicator

of transportation need.

To determine future travel needs,

VIA coordinated with the San

Antonio-Bexar County Metropolitan

Planning Organization (SA-BC

MPO) which serves as the regional

agency responsible for coordinating

transportation planning for San

Antonio and Bexar County. The SA-

BC MPO uses a computer model to

analyze future (25 year) travel demand

for the San Antonio region.

Local and Regional growth PatternsPopulation, employment and income

are important characteristics affecting

the need for public transportation.

According to the SA-BC MPO model,

Bexar County’s population is expected

to grow from 1,630,520 people in

2008, to nearly 2,150,000 people

in 2035. This growth represents an

additional half million people, or, an

approximate 32% increase over the 27-

year period (1.2% per year). Population

density (average number of persons

per acre) for Bexar County will increase

from 2.03 people per acre in 2008, to

2.67 people per acre in 2035.

In 2008, the Bexar County population

was 85% of the region total (i.e.,

1,630,520 people in Bexar County

vs. 1,925,905 people in the region),

while in the year 2035, Bexar County

will represent 76% of the region

total. This trend reflects the region

becoming more urbanized as growth

expands into the surrounding

counties. In spite of high growth

rates in the outlying counties,

58% of all population growth by

2035 is expected to occur in Bexar

County. Bexar County will remain the

dominant center of growth within the

greater San Antonio region.

Considerable population growth

is projected along Loop 1604,

particularly to the west and

northwest of Bexar County’s core

area. Moderate growth is expected

for areas inside Loop 410. Another

significant pocket of growth is

located south of Loop 410, between

IH-35 and IH-37, and attributed

to the development of the Toyota

manufacturing facility and the

developing campus of Texas A&M

- San Antonio. Population densities

are expected to increase inside Loop

1604 as well as inside Loop 410.

downtown san antonio, texas

9

perSonS denSiTy (per Acre)

Demographic County 2008 2035 Growth % 2008 2035 Change

populaTion

Bexar 1,630,520 2,149,142 518,622 32% 2.03 2.67 0.64

Guadalupe 112,110 228,911 116,801 104% 0.25 0.50 0.26

Comal 109,145 267,876 158,731 145% 0.30 0.74 0.44

Kendall 32,310 79,580 47,270 146% 0.08 0.19 0.11

Wilson 41,820 101,821 60,001 143% 0.08 0.20 0.12

Totals 1,925,905 2,827,905 901,425 47% 0.75 1.10 0.35

employmenT

Bexar 735,657 1,088,266 352,609 48% 0.91 1.35 0.44

Guadalupe 68,859 135,666 66,807 97% 0.15 0.30 0.15

Comal 46,672 103,067 56,395 121% 0.13 0.29 0.16

Kendall 10,727 27,261 16,534 154% 0.03 0.06 0.04

Wilson 7,382 16,985 9,603 130% 0.01 0.03 0.02

Totals 869,297 1,371,245 501,948 58% 0.34 0.53 0.20

County-Level Population, employment and Density, 2008 and 2035

SouRCe: san antonio – Bexar County MPo 2008 Base year and 2035 foreCast for infill/transit oriented develoPMent sCenario

Table 2.1

Employment growth is expected to

be distributed to the north, south

and west between Loop 410 and

Loop 1604. Employment densities

will become more pronounced in

the core areas of downtown, the

South Texas Medical Center area,

Fort Sam Houston and other major

employment centers.

Changes in Travel Patterns and CongestionIn order to build a solid blueprint for

the region’s transit system, the LRCTP

team researched travel patterns to

determine where residents live, work

and travel on a daily basis. Most trips

in the region are those traveling to

and from work, while other trips are

non-work related, such as shopping

trips or travel to school. The region’s

total trips are estimated to increase

from 7.5 million trips per day in 2008,

to approximately 11.7 million trips per

day in 2035, an increase of 57%.

This increase will require additional

choices for travel in the region.

Whether in a transit vehicle, walking,

or biking, quality and affordable

public transit choices that integrate

with multiple modes of transportation

throughout the community will help

the region manage congestion and

economic issues that impact daily lives.

Ultimately, the LRCTP can assist in

shrinking the regional carbon footprint

and provide for a better quality of life.transit - MultiModal interseCtion in houston, texas


2035 PoPulatIon by count y Figure 2.1

SouRCe: san antonio – Bexar County MPo 2008 Base year and 2035 foreCast for infill/transit oriented develoPMent sCenario.

Kendall count y

GuadaluPe count y

wIlson count y

coMal count y

bexar count y

bexar, 2,149,14276%

wilson, 101,8214%

Kendall, 79,5803%

comal, 267,8769%

Guadalupe, 228,9118%

note: Figure 2.1 reflects the forecast of

population, not population density. The

increase in population shown for analysis

zones outside the City of San Antonio will be

dispersed over a large geographical area.

For this reason, the population densities of

these zones will grow slightly but will remain

relatively low. For a better understanding of

Bexar County’s population density, please

refer to Figure 2.2.

2 Growth trends & MoBility issues

11

PoPulatIon densIt y coMParIson Figure 2.2

bexarcount y

bexarcount y

2008 2035

Downtown San Antonio Downtown San Antonio

0 - 5 5 - 10

10 - 15

15 - 20

20 - 25

25 - 30

Population Density(Persons per TAZ Acres)


2035 Long Range Comprehensive Transportation PlanIn the year 2035, the Long Range

Comprehensive Transportation

Plan (LRCTP), as shown in Figure

3.1, envisions 39 miles of light rail,

5 miles of streetcar, 57 miles of bus

rapid transit and an expanded base

network of regular fixed route bus

service, transit centers and park and

ride facilities. The entire high capacity

network is anticipated to contribute 22

million annual boardings to the system.

All recommended LRCTP

improvements represent major

investments to help neighborhoods,

business areas, and the general

community. New and improved

transit services allow more people

to enjoy the community, whether

for work, play, or day-to-day living.

LRCTP corridors include the most

dense areas of population and

employment in San Antonio, designed

specifically to serve the greatest

number of people. Once completed,

the LRCTP will connect residents to

numerous communities, activities,

work locations and other destinations.

Potential development supported

by transit generally occurs adjacent

to transit lines and stations, and can

provide residents with increased

commercial variety, walkable

neighborhoods, and accessibility

to most daily needs. This type of

“Transit Oriented Development”

(TOD), incorporates many different

The System Plan

The Long Range Comprehensive

Transportation Plan outlines policies,

specific corridor improvements,

transit technologies, timelines and

funding options for transportation

improvements through 2035. The

plan builds on the existing VIA bus

system as a baseline, and explores

ways to better address and improve:

► Connections and transfers► Travel times, especially during

peak periods► Overall level of service► Facilities (stops, transit service

centers, etc.) and amenities► Connections to other modes of

transportation.

uses into one area. It provides

a pleasant working, living, and

recreational environment, all within

easy walking distance of each of them.

With continued support from the

City of San Antonio, station areas will

encourage dense developments which

will concentrate people and activities,

thus improving ridership levels and

“downtown development is a strong influence on our community transportation systems, economic growth and development, community safety, growth management, and vibrancy of the arts in the community. strengthening san antonio’s downtown may also have a positive influence on natural resource preservation, both in reducing transportation impacts on the environment and in encouraged higher-density development patterns, decreasing the strain on the surrounding areas.at the same time, improved transportation options, economic growth, civic involvement and a vibrant cultural scene should help the downtown thrive.” - sa2020 draft final report

reGional suPPort

Pedestrian Mode BiCyCle Mode - B-CyCle san antonio

13

north-south circulatoreast-west circulatornortheast/southeast east/west central fredericksburg/northwestsouth/west connectornorth/south central

existing and Improved bus system

brtrail

BUS INTERFACE

LEGEND

MODE

Lonestar Passenger rail

Kerrville right-of-way acquisition

Park and ride

Park and ride (Proposed)

transit center

transit center (Proposed)

P

P

t

t


2035 lrctP systeM Plan Figure 3.1

the efficiency of the overall system.

Each station will have the potential to

attract many people, businesses and

events. This nodal type of development

can create a network of major activity

centers throughout the city that will

attract more development, investors,

employers and residents. Transit can

assist the City of San Antonio to meet its

goals for inner-city redevelopment and

livable communities.

Increased transit usage in the region

can increase opportunities for physical

activity, decrease exposure to air

pollution and improve transportation

related safety. Providing convenient

alternatives, transit can encourage

active transportation like walking and

cycling, and it can foster connectivity

and accessibility.

The multimodal corridors in the

LRCTP are intended to support and

enhance travel by foot, by personal

automobile, or by bicycle. Specific

corridors within the plan are also

designed to connect to other major

transportation facilities, e.g. the North/

South Corridor connection to the San

Antonio International Airport, and

connections from several corridors

to the future Austin-San Antonio

LoneStar Passenger Rail service. Most

of the corridors will provide access to

future inner-city circulator corridors,

providing patrons access to shorter-

length connector trips.

As the foundation of the high capacity

transit network, the bus system

provides patrons with links to adjacent

neighborhoods and smaller scaled

activity centers. The combination of

the high capacity network and the

bus network provides comprehensive

coverage of the entire region to serve

the community with fast, reliable and

safe travel.

The bus service foundation of the high

capacity network remains as the most

prominent mode within the system.

VIA has made a commitment to

provide quality bus service to aid in the

success of all high capacity corridors.

Regular bus service improvements

identified in the plan include a

30-minute guarantee for all peak

routes, more crosstown service, new

local routes, new limited and express

service, better weekend and evening

service and better bus facilities.

the LrtcP is vital to the region as it moves forward and considers the influence that efficient transit service can have on a community and the overall quality of life. the plan explores opportunities for: ► transit-oriented development opportunities (development geared to

easy access to transit services)► Long-term sustainable transportation options that protect investments

and the environment► economic development opportunities ► strategies to attracting additional users

lonG terM reGional iMPaCts

loCal Bus - frequent, Metro, skiP Bus raPid transit rail CirCulator liGht rail

3 the systeM Plan

15

PARK HILLS

UNIVERSITY

CROSSROADSMALL

RANDOLPH

SHAVANO PARK

CASTLE HILLS

LEON VALLEY

HELOTES

TERRELL HILLS

KIRBY

WINDCREST

LIVE OAK

BALCONES HEIGHTS

HILLCOUNTRYVILLAGE

OLMOS PARK

ALAMOHEIGHTS

HOLLYWOOD PARK

St. Mary’sUniversity

Our Lady of the Lake

Lackland AFB

Palo AltoCollege

South ParkMall Brooks

City Base

ATT Center

St. Philip’sCollege

Ft. Sam Houston

IncarnateWord

San AntonioInternational

AirportSouth Texas

Medical Center

USAA

UTSA Valero

La Cantera

Six FlagsFiesta Texas

The Rim

Rolling Oaks Mall

TrinityUniv.

San AntonioCollege

PearlBrewery

Port San Antonio

UTSA

Missions

P

P

P

PP

P

P

P

P

TT

T

T

T

T

T

T

T

T

NORTHSTAR

MEDICALCENTER

INGRAM

KEL-LAC

MADLA TRANSIT CENTER

UNIVERSITY

RANDOLPH

CROSSROADSMALL

ELLISALLEY

281

90

35

35

37

10

10

151

87

1604

410

BRT

Texas A&M San Antonio

bus IMProVeMents Figure 3.2

VIa bUs IMProVeMent GoaLs

► 30 minute or better service► Better weekend &

evening service► Expanded bus facilities► Increase in service hours► Reduction in average trip time► More crosstown services► New local routes

► New limited extended services

via Bus - frequent, Metro, and skiP serviCe

LEGEND

existing bus routesbus ImprovementsPark and ride


transit center


P

P

t

t


bus IMProVeMents by cateGory

new/extended express bus service

new/extended Local bus service

new/Limited-stop bus service

Improved existing bus service

improvemenT caTegory ToTal number of rouTeS

peak vehicle requiremenT

Frequency

Improve 60 min peak to 30 min peak 22 32

Improve 60 min base to 30 min base 29 -

Improve 30 min peak to 15-20 min peak 15 38

Improve 30 min base to 15-20 min base 12 -

Improve 15-20 min peak to 10-12 min peak 8 24

Improve Weekend Frequency with Mid-Peaks 16 -

Extend Weekend Mid-Peak Frequency thru Base 20 -

Express Services - New & Expansions 5 12

Limited-Stop - New Service 11 25

Expand Local Service Coverage 14 25

Improve Service Span 8 1

Improve Reliability (As Needed) - 32

ToTal 160 189

Bus ImprovementsAs the agency grows and accommodates the needs of additional transit modes, important enhancements will be made to the existing bus system. The bus system will continue to serve as the foundation of transit service throughout the region.

enHAnCed BuS CoRRIdoRSThe LRCTP includes numerous enhancements to the existing bus system including improvements in frequency, length, service hours. Encompassed in the range of improvements are additional limited stop “Skip Service” routes, Express Service routes, and Local Service routes. All bus route and service improvements are summarized in Table 3.1.

Capital costs are primarily limited to vehicles. Bus service can serve a wide range of passenger travel demands, and bus size can be adapted to passenger loads. Operating costs, however, rise substantially when providing for significant increases in capacity. In contrast, bus stops are typically low cost and easily accessible due to frequent stop spacing. System-wide bus improvements are shown in Figures 3.2, 3.3, and 3.4.

enhanced Bus Table 3.1

Maintaining premium bus service is a crucial element of regional system improvements, as it provides a highly flexible and relatively low cost service with wide geographical coverage.

As the LRCTP is implemented, VIA will restructure routes to provide broader access to all high capacity corridors.

via - ProPosed eleCtriC Bus CirCulator

3 the systeM Plan

17

existing bus routes

new routes/extensions

Park and ride


transit center


P

P

t

t

b u s i m p rov e m e n t s : frequency b u s i m p rov e m e n t s : new routes/ extensIons

Figure 3.3 F igure 3.4

existing bus routesfrequency ImprovementsPark and ride


transit center


P

P

t

t


exPReSS BuS CoRRIdoRSExpress bus service, also known as

commuter bus service, is intended

to run more efficiently than local

bus service between two commuter

destinations. Oftentimes, express bus

provides service between downtowns

or major employment districts and

residential areas such as suburbs or

outlying cities. Express bus routes

operate with limited stops and travel

on freeways, to increase speed

and improve efficiency. Additional

passenger amenities are often

featured on express buses, such as

reclining seats, reading lights, and

Wi-Fi, to make longer trips more

comfortable.

Table 3.2 summarizes the LRCTP

express bus route recommendations

for routes that are planned for

implementation by year 2035, and as

shown in Figure 3.5. Based on system

level estimates, the financial plan

would need to include approximately

$1.4 million (2010 dollars) to fund the

express route improvements in Table

3.2.

As compared to fixed guideway

alternatives, express buses are a

relatively low-cost, easy to implement

solution. In addition, bus priority

lanes can add more options for

commuters and typically serve

longer trips with limited access to

neighborhoods. Bus priority lanes

can also aid in operational efficiencies

by allowing buses to

avoid delay on highly

congested arterials

and freeways, and

improve travel

times for carpools,

vanpools, and transit

during congested

periods.

express bus corridors

corridor freeWay/roadWay corridor

currenT rouTe exTenT lengTh

(miles)

North Central US Hwy 281 6 Stone Oak Parkway to South Military Dr

36

Northwest IH-10 94 Boerne Stage Road to Downtown 39

Northeast IH-35 17 Topperwein Road to Downtown 27

Southeast IH-37 N/A Southwest Military Drive to Downtown

12

West State Hwy 151 N/A Loop 1604 to Downtown 44

Total length (miles) 158

express Bus Route Recommendations Table 3.2

via exPress Bus

3 the systeM Plan

19

exPress routes Figure 3.5

the VIa downtown transit Master Plan, initiated in december 2010, will identify facility related needs for the downtown transit market. this plan will include the location of potential transfer facilities within the central business district. the VIa downtown amenities Program, established in March 2010, was developed to determine the transit facilities and amenities

needed to improve efficiency, passenger safety, convenience and use of the transit system within the downtown. the recommendations will include transit amenity-related design standards.

downtown transit Master Plan

A series of near-term and long-term recommendations are outlined here for implementation to accommodate multiple mode technologies and their required maintenance facilities.

To ensure efficient operations and reliable service, VIA maintains various operational facilities, including warehouses, a bus yard, and maintenance facilities. Currently VIA

TRAnSIT fACILITIeS And PASSengeR AmenITIeSIn order to operate and maintain a multimodal transit system, an assessment of all facilities is needed to ensure compatibility among the various technologies. VIA’s existing facilities include park and ride facilities, transit centers, maintenance facilities and administrative buildings.

DOWNTOWN TRANSFER CENTER

WESTSIDEMULTIMODAL

TRANSIT CENTER

BROOKS CITYBASE TRANSIT

CENTER

HWY 151 AND LOOP 1604

BOERNE PARK & RIDE

STONE OAKPARK & RIDE

ROLLING OAKSPARK & RIDE

NACO PASSTRANSITCENTER

PARK HILLS

UNIVERSITY

CROSSROADSMALL

INGRAMTRANSFERCENTER

KEL-LAC

ELLISALLEY

RANDOLPHPARK & RIDE

SHAVANO PARK

CASTLE HILLS

LEON VALLEY

HELOTES

TERRELL HILLS

KIRBY

CHINA GROVE

WINDCRESTCONVERSE

LIVE OAK

BALCONES HEIGHTS

HILLCOUNTRYVILLAGE

OLMOS PARK

ALAMOHEIGHTS

HOLLYWOOD PARK

St. Mary’sUniversity

Our Lady of the Lake

Lackland AFB

Palo AltoCollege

South ParkMall Brooks

City Base

ATT Center

St. Philip’sCollege

Ft. Sam Houston

IncarnateWord

San AntonioInternational

AirportSouth Texas

Medical Center

USAA

UTSA Valero

La Cantera

Six FlagsFiesta Texas

The Rim

Rolling Oaks Mall

TrinityUniv.

San AntonioCollege

PearlBrewery

Port San Antonio

UTSA

Missions

P

P

P

PP

P

P

P

P

TT

T

T

T

T

T

T

T

T

NORTHSTAR

MEDICALCENTER

MADLA TRANSIT CENTER

281

90

35

35

37

410

10

10

151

87

1604

BRT

Texas A&M San Antonio

facIlItIes Figure 3.6

Park and ride


transit center


P

P

t

t

has the capability to repair, paint and maintain vehicles and property self-sufficiently. As VIA operations expand, facilities must accommodate the expanded needs of the system.

VIA owns and maintains various properties that house a variety of administrative offices, a child development center and customer information centers. Additional facilities will be required to meet the needs of a growing workforce.

Park and ride and transit center facilities are an essential component

of the transportation system in Bexar County, and help support regional transit goals, such as transit efficiency and multimodal integration.

By providing safe, reliable and consistent service, VIA attracts transit patrons throughout the region. This expansive geographic demand for transit service is apparent in the utilization of existing park and rides and transit centers, by motorists, pedestrians and cyclists. Existing and proposed park and rides and transit center locations are shown on Figure 3.6.


bus raPId transIt corrIdors Figure 3.7

northeast/southeast fredericksburg/northwestsouth/west connector

Park and ride


transit center


P

P

t

t

LEGEND

Brt vehiCle

3 the systeM Plan

21

corridor freeWay/roadWay corridor exTenT lengTh*

(miles)projecTed daily

riderShip

Northeast/South Austin Highway/Broadway/Roosevelt Ave

Stone Oak Parkway to Southwest Military

17.3 6,200 - 9,300

South/West Connector South Military Dr/General McMullen Dr/Culebra Dr

South Texas Medical Center to Brooks City Base

19.9 8,700 - 13,000

Northwest Fredericksburg Rd Downtown to University of Texas - San Antonio

20.1 11,400 - 17,100

Total 57.3 26,300 - 39,400

Bus Rapid transit Routes Table 3.3Bus Rapid Transit CorridorsBus Rapid Transit (BRT), using exclusive

bus lanes, provides the speed and

guideway advantages typically

attributed to a rail line, with the added

advantage of circulation within local

areas. They allow high-speed operation,

express/non-stop service and one-

seat rides. BRT vehicles are designed

to look similar to rail vehicles, with

wide doors, large windows, and low-

floor access. BRT stations can also be

designed to resemble rail stations, with

off-vehicle fare collection and intelligent

transportation systems (ITS) that show

the arrival time for the next bus. This

technology has been implemented at

various levels of exclusive right-of-way

and operates effectively in several US

cities. For an at-grade busway to be

effective and provide faster operating

speeds, the number of grade crossings

should be limited, transit priority signal systems should be installed, or queue jump lanes should be added. BRT vehicles may operate in mixed traffic, but often have a dedicated lane for a substantial part of the route. The LRCTP recommends implementation of three

BRT corridors. All BRT corridors are shown in Figure 3.7 and Table 3.3.

noRTHeAST/SouTH CoRRIdoRDesignated as one of San Antonio’s most vibrant “cultural corridors,” the Broadway and Roosevelt Ave connection provides endless opportunities for future transit riders to embrace the best of the San Antonio cultural offerings. Connecting one of the most lively and diverse neighborhood commercial districts, Southtown, to various museums and attractions north of downtown, this corridor will serve as an important catalyst for future investment in the region. The corridor begins at the

Naco-Pass Transit Center and continues south adjacent to Terrell Hills. The route continues south by the McNay Art Museum, passing the University of the Incarnate Word, Trinity University, Brackenridge Park, the San Antonio Zoo, and the Pearl Complex. Passing

downtown, the corridor serves the entire Central Business District, University of Texas – San Antonio downtown, and the Alamodome. The corridor continues south in the vicinity of the Southtown commercial district, Mission San Jose National Park, and the future Lone-

Metro raPid Brt vehiCle - los anGeles, California

*Corridor lengths based on ridership modeling assumptions.


Star Brewery complex. The corridor terminates at South Military Drive, where it intersects with the South/West Connector Corridor. The corridor also provides access to the East/West Central Corridor in Downtown. Other modes suitable for study within this corridor include light rail transit and streetcar.

SouTH/weST ConneCToR CoRRIdoR To address the needs of major crosstown travel, the South/West Connector corridor connects Brooks City Base, Port San Antonio, and the South Texas Medical Center, via the proposed Medical Center Transit Center, which serves the South Texas Medical Center. From the South Texas Medical Center, the corridor continues south serving St. Mary’s University and Our Lady of the Lake University.

Further south, the corridor provides transit access to Port San Antonio. The corridor extends eastward, reaching South Park Mall and Brooks City Base. This corridor links the VIA network to the proposed Lone Star Passenger Rail, which will serve commuters between Austin and San Antonio at the proposed Port San Antonio station. This line also provides access to the Northeast/Southeast Corridor, the North/South Central Corridor, the East/West Central Corridor and the Northwest Corridor. The line is augmented by the existing Madla Park and Ride, the proposed Medical Center Transit Center and a potential Brooks City Base Transit Center. Although the recommendation for this corridor is bus rapid transit, enhanced bus and light rail transit are both additional opportunities for improved transit service within the corridor.

noRTHweST CoRRIdoRCurrently one of the most heavily traveled bus corridors, the Northwest, corridor will reach one of the most dense employment centers of the city. The South Texas Medical Center attracts a wide array of business interests, employees, customers and visitors. This corridor will provide the connection

between the largest employment

centers of the city, downtown central

business district and the South

Texas Medical Center. Beginning

at its northern extent of University

of Texas – San Antonio (UTSA), the

Northwest Corridor connects the

university campus, Valero Energy

Corporation headquarters and

employment campus. Continuing

south, the corridor serves Crossroads

Mall and the Central Business District,

including the downtown campus

of UTSA. Supporting this corridor

are the existing University Park and

Ride, the proposed Medical Center

Transit Center, the existing Crossroads

Park and Ride and the proposed

Westside Multimodal Transit Center.

Connecting to other high capacity

corridors, the Northwest Corridor

provides access to the South/West

Connector Corridor and the East/

West Central Corridor. This corridor

has initiated development as the BRT

Prímo route. As noted in the Vision

Corridor chapter, the Northwest

Corridor has also been identified as

a location for potential future light

rail transit.

Bus raPid transit vehiCle

raPid ride Brt vehiCle - alBuquerque, new MexiCo

3 the systeM Plan

23

raIl corrIdors Figure 3.8

east/west central north/south central

Park and ride


transit center


P

P

t

t

RAIL CORRIDORS

dart liGht rail - dallas, texas


Metro liGht rail - houston, texas

Rail CorridorsThe primary advantage of modern

light rail transit (LRT) is its high

passenger capacity and adaptability to

a variety of operating environments.

While capital costs are much

higher, lower labor requirements

per passenger served generally

allow light rail to be operated at a

lower cost per passenger than bus

alternatives. LRT trains can consist of

up to four vehicles, accommodating

ten times the number of passengers

as a traditional bus. Its flexibility

and relatively low cost, compared

to other rail alternatives, allows LRT

to emerge as a viable alternative in

several high capacity transit corridors.

Establishment of LRT can play a

significant role in transit oriented

development and redevelopment near

LRT stations.

Stations serving LRT corridors can be

designed as simple, sidewalk stops

with shelters or as elaborate facilities.

Property values typically increase in

areas surrounding station locations.

Improved access, exposure, and

development incentives often spur

development and reinvestment

within station areas. A joint planning

process, resulting in station area

plans, provides opportunities for

the community to influence the

development of the urban space.

Typically, municipalities adopt

affordable housing policy guidelines

to ensure that existing and future

residents are able to enjoy the station

area investment. Rail technologies

often aid in enlarging the market for

transit. An overall effective transit

system can attract businesses, events

and residents to the community. The

benefits provided to the environment,

short-term and long-term, can help

the region maintain good standing

with federal air quality requirements

and provide a healthier environment

for the community.

Light rail requires a higher capital

cost investment when compared to a

bus network, due to track installation,

electrification, and modifications to

streets and traffic control. Light rail

at-grade operation can be affected

by traffic in areas with shared right-

of-way. This can be mitigated by provision of exclusive lanes and


(miles)projecTed daily

riderShip

East/West Central Commerce/Old US Hwy 90 Kel-Lac Park and Ride to Ft. Sam Houston

20.1 10,900 - 16,300

North/South Central San Pedro/Pleasanton San Antonio Airport to South Military Drive

18.8 10,800 - 16,300

Total 38.9 21,700 - 32,600

Rail Corridors Table 3.4


3 the systeM Plan

25

traffic control that favor light rail. LRT can operate in multi-car trains at speeds up to 70 mph on separated rights-of-way. The number of grade crossings and on-street sections will slow operating speeds significantly. Conversely, improvements to benefit transit may impact traffic flow and pedestrian movements. The LRCTP recommends two LRT corridors in the

region. Information on each corridor can be found in Table 3.4 and Figure 3.8.

eAST/weST CenTRAL CoRRIdoR

The East/West Central corridor provides an essential link connecting east San Antonio, west San Antonio and downtown. The corridor connects Lackland Air Force Base to Fort Sam Houston, which provides seamless access to one of the region’s largest employers, the US Department of Defense. The East/West Central Corridor is designed to link historically relevant neighborhoods and commercial districts to the east and west of downtown to the core of downtown San Antonio. At its western-most extent, the East/West Central Corridor reaches the Kel-Lac Park and Ride. The corridor continues east to serve many important community destinations including Our Lady of the Lake University and the downtown campus of UTSA. The corridor continues through downtown and serves Sunset Station, the Alamodome and numerous downtown employers. Passing

rtd liGht rail - denver, Colorado

liGht rail - dallas, texas

downtown, the corridor extends east near St. Philip’s College and the AT&T Center. It then shifts north to reach Fort Sam Houston. Connecting many residents, students, and employees, the east/west central corridor has the opportunity to provide mobility improvements to a diverse transit market. The corridor will provide access to the AT&T Center, St. Philips College, Sunset Station, the Alamodome, the downtown campus of UTSA, and Our Lady of the Lake

University. Augmenting potential transit service on this corridor, the existing Kel-Lac Transit Center and Ellis Ally Park and Ride help provide access for other potential patrons. This corridor will also connect to the proposed Westside Multimodal Transit Center (WSMM) and the proposed Downtown Transfer Center. Providing a critical regional connection, this corridor intersects all high capacity LRCTP corridors, including the South/West Connector


Corridor, the Northwest Corridor, the North/South Central Corridor and the Northeast/Southeast Corridor. The Lone Star Passenger Rail also connects with the East/West Corridor at the WSMM. Although the LRCTP outlines a potential mode as light rail transit, it is recommended that future studies also investigate the feasibility of bus rapid transit.

noRTH/SouTH CenTRAL CoRRIdoR The North/South Central Corridor connects major destinations and serves the densest areas of employment and residences in San Antonio. The corridor also connects various southern and northern neighborhoods with major employers throughout the corridor, especially the core, or downtown San Antonio. Serving as the northern terminus, the corridor connects the San Antonio International Airport with employees and travelers to downtown and surrounding neighborhoods. The corridor connects with the existing North Star Transit Center and travels south near the North Star Mall and adjacent commercial activity.

The corridor also connects Trinity University and San Antonio College to downtown, where it also serves the UTSA Downtown Campus. Traveling south through downtown, the corridor reaches the future Lone Star Brewery mixed use development. The corridor is supported by two transit facilities including the existing North Star Transit Center and the proposed Downtown Transfer Center. This corridor intersects with the East/West Central Corridor. Future extensions are noted in the Vision Corridors Section on page 31; these include a southern addition, to reach the future Texas A&M – San Antonio campus, as well as a northern extension from the San Antonio International Airport, to the Stone Oak neighborhood, north of Loop 1604. Although the LRCTP outlines the potential mode as light rail transit, it is recommended that future studies also investigate the feasibility of bus rapid transit.

valley Metro liGht rail vehiCle - Phoenix, arizona

Charlotte area raPid transit (Cats) liGht rail vehiCle - Charlotte, north Carolina

3 the systeM Plan

27

downtown Circulator CorridorsTwo downtown circulator corridors will serve short downtown trips and will aid in bringing workers, residents and tourists to and through downtown. A comprehensive circulator system can strengthen the high capacity network by increasing connectivity among rail, bus rapid transit, and activity centers, beyond a comfortable walk distance. The LRCTP

cIrculator corrIdors Figure 3.9

north-south circulator

east-west circulator

Park and ride


P

t

streetCar - seattle, washinGton

CIRCULATOR CORRIDORS

recommended corridors for circulator service can be found in Table 3.5 and Figure 3.9.

Although downtown circulation can be achieved with a variety of different transportation solutions, modern streetcar technology is recommended, due to its compatibility with the existing pedestrian-oriented, mixed use environment. Streetcars are effective in supporting urban revitalization initiatives. Further study

will determine the community-desired mode and alignment.

Modern streetcar technology operates predominately on-street in mixed traffic. Vehicles and power systems are generally lower in cost than higher speed, higher capacity rail systems. In areas where maximum speeds are restricted by street-running operations, modern streetcars may represent a lower cost alternative to light rail.

eAST-weST CIRCuLAToR

The East-West Circulator serves Cattleman Square, city and county offices, Market Square, the Vistana residential development, and Santa Rosa Hospital. Its route would overlap that of the East/West Central Corridor described earlier, and the two could share the same tracks. The streetcar circulator would provide service for those traveling short distances within the central core, while the light rail line would cater to those traveling longer distances through or outside the core. Capital cost economies would be achieved, as the tracks for the streetcar circulator would be constructed first and then shared with


the circulator provides access to HemisFair Park, the Henry B. Gonzalez Convention Center, the Tower of Americas, and the Institute of Texan Cultures. The corridor continues outside of downtown near the Robert Thompson Transit Station, the Alamodome, and Sunset Station. The corridor serves the Fredrich Building, the Carver Cultural Center, and the historic city cemeteries. St. Paul Square, and the Dignowity Hill, Lavaca, and Downtown neighborhoods all are within a short walking distance of the corridor.

noRTH-SouTH CIRCuLAToR Unlike the East-West Circulator, the North-South Circulator would not

share its tracks with light rail. This circulator line would, however, overlap its route with that of the Northeast/Southeast bus rapid transit corridor.

At the southern terminus in the vibrant Southtown District, the corridor extends north and passes HemisFair Park and the Henry B. Gonzalez Convention Center. The corridor provides access to the existing Riverwalk Streetcar Station,

light rail when that service is later implemented. Light rail construction would only be required beyond the east and west termini of the East-West circulator corridor.

The East-West Circulator western terminus is located at the Westside Multimodal Transit Center. The corridor passes through the heart of San Antonio’s government district, serving the future public safety headquarters, and the existing San Antonio Police Department, Bexar County Courthouse, City Hall, and Main Plaza. In addition to serving government facilities, the alignment serves major entertainment areas, e.g., the River Walk, La Villita, and numerous hotels. Further east,


(miles)

projecTed daily

riderShip

East-West Houston/Commerce/Nueva

Frio Street to Cherry

2.7 7,400 - 11,200

North-South Broadway/Losoya/S. Alamo

Josephine to South St. Mary’s Street

2.2 3,300 - 5,000

Total 4.9 10,700 - 16,200

Circulator Corridors Table 3.5

the Inner-city rail streetcar downtown circulator study report was completed in april 2010. a specific focus of the study was to identify and recommend elements for a downtown circulator system using modern, historic, or replica streetcar vehicles. the inner-city rail streetcar downtown circulator study considered types of operations which could leverage the most economic development while providing mobility to the downtown workers, residents and visitors.

inner-City rail streetCar downtown CirCulator study

which currently serves VIA’s three rubber-tire streetcar circulator routes. The North-South Circulator serves various tourist attractions, hotels, and central business district activity within the downtown area. It passes through the River North District, near the San Antonio Museum of Art, Pearl complex and Fort Sam Houston.

streetCar - seattle, washinGton


3 the systeM Plan

29

VIsIon corrIdors beyond 2035 Figure 3.10

2035 LrctP system Plannorth centralInner northwest crosstown, Inner north central crosstowneast crosstownnorthwestsouth centralnorthwest

existing and Improved bus system

BUS INTERFACE

MODE

brtrail

brt Joint development corridors**Identified as potential joint development corridors with regional partner agencies

P

P

t

t

Lonestar Passenger rail

Kerrville right-of-way acquisition

Park and ride


transit center


tower of the aMeriCas - san antonio



(miles)

North Central US Highway 281 San Antonio Int’l Airport to Stone Oak Parkway

9.5

Inner Northwest Crosstown, Inner North Central Crosstown

Wurzbach Parkway Ingram Transfer Center to Randolph Park and Ride

19.1

Northwest Bandera Road Downtown to Leon Valley

11.6

East Crosstown New Braunfels Ave San Antonio College to Brooks City Base

11.4

South Central Pleasanton Road South Military Drive to Texas A&M San Antonio

4.2

Northwest Fredericksburg Road UTSA to Downtown 20.0

Total 75.8

Vision Corridors Table 3.6

Vision CorridorsAdditional potential corridors have been identified as candidates for high capacity investment beyond 2035. These potential corridors will be reevaluated during each five-year LRCTP update for potential inclusion in the LRCTP. All vision corridors are found on Table 3.6 and Figure 3.10.

noRTH CenTRAL/ uS 281 CoRRIdoRAlthough the majority of transit activity within the existing network occurs within Loop 410, there is additional demand north of Loop 410, which can be effectively addressed by Express bus service. It is recommended that future study of the North/South Central Corridor (San Pedro-Pleasanton) include this area as a potential extension.

InneR noRTH-noRTHweST CRoSSTown/wuRzBACH PARkwAy CoRRIdoRServing as a critical crosstown connection, the Inner North-Northwest Crosstown/Wurzbach Parkway Corridor can provide additional access to existing transit facilities and to numerous northern residents. The LRCTP recommendation includes limited-stop service to provide efficient, reliable bus service along this corridor.

noRTHweST/BAndeRA RoAd CoRRIdoRConnecting downtown to Leon Valley and St. Mary’s University, the Northwest/Bandera Road Corridor is an excellent candidate for improved bus services. While the corridor did not prove to warrant new high capacity service at this time, it is recommended that this corridor be reviewed in the next 5-year update, to reevaluate its potential for high capacity service.

eAST CRoSSTown/ new BRAunfeLS CoRRIdoR With the potential to connect Brooks City Base to Fort Sam Houston, the East Crosstown/New Braunfels Corridor serves as an important component of the transit network. Bus frequency improvements have been indentified within this corridor. While the LRCTP did not deem high capacity service necessary to serve the existing and projected transit market, it is important that the decision be readdressed during the 5-year update process to ensure that service levels are meeting the demand of corridor patrons.

SouTH CenTRAL/PLeASAnTon RoAd exTenSIon Development of the Texas A&M-San Antonio campus, south of Loop

410, is important to consider during the design of the North/South Central Corridor. This campus will be enhanced by a New Urbanist master planned community called Verano. The entire community and campus is projected to become a major activity and employment center. VIA service has been incorporated in the transit-oriented, master plan design. Although the LRCTP specifies that the South Central Corridor extend as far as South Military Drive, it is recommended that this southern extension be studied further.

noRTHweST/fRedeRICkSBuRg RoAd CoRRIdoR VIA is currently developing the Fredericksburg Road BRT Prímo, however, the community has expressed an interest in investment of light rail transit technology in this corridor. The LRCTP recommends further study of the feasibility of light rail transit on this corridor after successful implementation and maximum capacity of the BRT system has been established.


3 the systeM Plan

31

VIatrans Monthly trIP ProJectIons Figure 3.11

via Paratransit vehiCle - san antonio, texas

Paratransit ServicesVIA paratransit service, VIAtrans,

provides disabled patrons within three-

quarters of a mile of a fixed bus route

with curb-to-curb pick-up and drop-off

public transportation. This accessible

service is provided in accordance with

the American with Disabilities Act

(ADA) of 1990. Paratransit service is

an alternative mode of transportation

which allows VIA to provide more

flexible service. Mini-buses equipped

with ramps or wheelchair lifts are

utilized to provide service.

VIAtrans complements regular bus

service and is available the same hours

identified as possible innovations

designed to improve paratransit service

and to control rising costs as demand

for these services continue to rise.

Improvements in service planning,

client management, scheduling and

daily operations can help VIA provide

improved customer service and more

efficient operations. Automatic vehicle

location (AVL) can provide VIA with

advantages in adjusting schedules in

real time, rerouting vehicles, dispatch

emergency assistance and tracking

performance of operators. Patrons

can also benefit from these improved

technologies by the ability to inquire

on the status of various service

requests. Web-based services can result

in lower call center volumes, allowing for

more time with customers and constant

consumer service support.

and days as fixed bus service. In a

typical month during 2009, VIAtrans

served 4,500 people by providing over

81,000 trips.

As seen in Figure 3.11, monthly trip

projections are forecasted to reach

over 130,000 trips by 2035. This

forecast demonstrates that increased

demand will increase the peak

vehicle requirement to 163 vehicles.

As the need for paratransit service

increases, VIA will be required to

expand its operations to meet that

need. New facilities will be required

to allow for greater capacity of vehicle

parking, maintenance and fueling.

Improvements in communication

and computer technology have been


VIA Vanpool

VIA Vanpool Services provide

commuters an option to share daily

trips to work with coworkers. The

vanpool program serves those who

commute up to 100 miles one way,

either from, to, or entirely within VIA’s

traditional bus service area. The service

bus$113 M, 80%

deMand resPonse$27.6 M, 20%VanPool

$0.726 M, 0%

VIa oPeratIonal exPenses VanPool countFigure 3.12 Figure 3.13

via vanPool

allows for groups of individuals to

share the cost of travel and to develop

a customized commuter service.

Vanpooling reduces gasoline and

parking costs for each passenger. VIA

provides a tool to match commuters

with similar trips, enabling individuals

to utilize the service. Vanpool riders

establish a customized schedule, and

pick-up and drop-off locations which

coincide with the needs of the group.

Groups of five or more split the cost

of a van and fuel. Cost savings for

each individual increases with every

additional vanpool rider. Different van

sizes are available to accommodate

varying vanpool sizes. Vanpool service

is a great opportunity for employers

throughout the region to contribute

to a successful transportation system.

Vanpools are essential elements of the

overall transit system because they

allow for efficient, flexible commutes.

Currently, the largest number of

originating vanpools comes from

Schertz, with the majority traveling

to Fort Sam Houston and Port San

Antonio/Lackland. There are also several

vanpools that go from San Antonio

14 17 25 48 42 72 94

to Austin, Floresville to San Antonio,

and from Boerne to San Antonio. The

average occupancy is seven, though

occupancy ranges from as few as five to

the maximum allowance of fifteen.

Over the past seven years of its

existence, the VIA Vanpool Service has

seen a considerable amount of growth.

VIA expects continued growth in service

in the immediate to mid-term, due to

high fuel prices, and a well-defined

target market.

3 the systeM Plan

33

cosa bIcycle facIlItIes* Figure 3.14

LEGEND

existing bike facilitiesfuture bike facilities

B-CyCle station san antonio, texas

*data provided by city of san antonio


the city of san antonio and the san antonio bexar county Metropolitan Planning organization are collaborating in the update of the bicycle Master Plan. the Goal of this master plan is to make it easier for cyclists to safely ride anywhere in san antonio and bexar county. the process assesses existing facilities for riding, recommends locations for additional facilities such as bike lanes, and prioritizes facility implementation. the plan is scheduled to be completed in the spring of 2011.

BiCyCle Master Plan

Bicycle and Pedestrian IntegrationVIA is committed to the integration

of cyclists and pedestrians into

the regional LRCTP system.

Improvements in both bicycle and

pedestrian infrastructure provide a

safer, more accessible and healthier

system for all users. Transit patrons

are generally willing to walk up to

one-quarter of a mile for bus transit

and one-half mile for rail transit,

as long as reasonable walking

conditions are provided.

Other cities have successfully

implemented “Complete Street”

policies to ensure that all roadways

consider multiple users, including

motorists, transit patrons, cyclists B-CyCle Pay station, san antonio, texas

and pedestrians. Complete street

recommendations vary by roadway

type, but often include user-friendly

sidewalks, bike lanes, dedicated

bus lanes, accessible transit stops,

properly marked crosswalks and

accessible pedestrian signals. These

improvements allow for safe access

for all users, regardless of travel mode,

ability or age.

BICyCLe InTegRATIonVIA encourages multi-modal

commuting. VIA provides bicycle

facilities at its major transit centers

and park and ride facilities and

provides bicycle racks on its bus fleet.

All new technologies associated with

the LRCTP recommendations will

include amenities to accommodate

for bicycles. During the design of

facilities, pedestrian and bicycle access

are both considered. Construction

of off-site facilities, e.g., bike paths

and lanes, and their maintenance, are

generally the responsibility of the City

of San Antonio. Existing and future

City of San Antonio bicycle facilities

are shown in Fure 3.14. The LRCTP

recommends that the City of San

Antonio prioritize on the location and

implementation of bicycle facilities

near transit stops and stations.

MultiModal serviCe- houston, texas

3 the systeM Plan

35

PedeSTRIAn InTegRATIon Consideration of pedestrian

movement is critically important

to the success of a transit system.

Pedestrain access is considered

during design of all VIA facilities,

including transit centers, park and

rides, stations and transfer centers.

The LRCTP recommends that the City

of San Antonio prioritize the location

Pedestrian direCtional infrastruCture in houston, texas

of pedestrian facility improvements at

transit stops and stations.

Pedestrian facilities and amenities

are critical in transit-oriented design.

Numerous strategies can aid in the

development of accessible pedestrian

environments including bus shelters,

landscaping, street furniture, walkways,

public art, and access to parks and

other public spaces. Pedestrian-

friendly station areas typically have

land uses which include medium to

high-density mixed uses, utilizing

street-oriented, pedestrian-scaled

architecture. To encourage easy

and well-integrated transit access,

pedestrians require safe crossings,

adequate buffering from traffic,

continuous and ample sidewalks and

the san antonio bexar county Metropolitan Planning organization initiated a Pedestrian safety action Plan to help prioritize pedestrian infrastructure investments, that will help make streets safer for all users.

Pedestrian safety aCtion Plan

safe waiting areas. Closely spaced

trees providing shade, traffic calming

techniques, and short block lengths

also encourage pedestrian activity

in transit-rich areas. Many different

approaches can be used to encourage

safe routes to and from transit stops

and stations.

Pedestrian Crosswalk in downtown houston, texas


Phasing and Implementation

circulator corridors Park and ride (Proposed)

rail corridorsbus rapid transit corridorsPark and ride (Proposed)

bus rapid transit corridors


bus rapid transitrail

Park and ride transit center




2015

2020

2025

2030

2035

MODE

EXISTING FACILITIES

P

P

P

P

t

t

4 PhasinG and iMPleMentation

37

2035 Phased systeM Plan Figure 4.1

2015 2020 2025 2030 2035

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035

northwest corridor

north-South circulator

east-West circulator

east/West central corridor

north/South central corridor

South/West connector corridor

northeast/Southeast corridor

brooks city mixed-use center

nacopass mixed-use center

uS 281/Stone oak park and ride

downtown Transfer facility

State highway 151 park and ride

paratransit facility

ih-35 north park and ride

ih-10 West park and ride

new operating facility/garage

fort Sam houston/aT&T parkway Transit center

example Project Development timeline Table 4.1

Project PhasingThe LRCTP helps VIA achieve

its mission to provide safe,

dependable and cost-effective public

transportation services to enhance

the quality of life in the communities

they serve. Individual corridors will

be studied in the next stage of system

plan development. Development

timelines vary, depending on the total

length of the corridor, the mode and

the funding sources. Each corridor

will be developed individually. The

timeline and associated maps of the

phased LRCTP can be found on Figure

4.1 and Table 4.1.

The adopted 2035 LRCTP will be

reviewed by the Federal Transit

Administration (FTA), congressional

and state legislators, the Texas

Department of Transportation (TxDOT)

and other regional agencies. The

Northwest Corridor is currently

advancing through development

of the BRT Prímo route along

Fredericksburg Road. VIA has also

determined the need for a downtown

circulator to provide cohesiveness to

all corridors extending outside of the

downtown core. This circulator will

also advance through the Alternatives

Analysis process to allow for review

of all possible alignments and transit

technologies in order to determine the

best performing combination.


The LRCTP recommends corridors be

advanced through the FTA process.

The corridor alignments will go

through the advanced planning,

environmental review, engineering and

design processes before construction

begins. All corridors will be assessed

to ensure that they are still vital to

the transit system. The LRCTP will be

reviewed every five years to update

the findings and recommendations as

new and updated data is available

for assessment.

PRojeCT deVeLoPmenT STRATegy

VIA will begin to implement the LRCTP

by focusing corridor-by-corridor to

implement the full 2035 vision. The

first priority corridors will be advanced

for further planning and development.

One of the factors that determine

which projects move forward first is

the potential for both local and federal

funding. VIA has the opportunity to

apply for federal funding to support

its best performing corridors. Federal

funding will allow VIA to do more for

its patrons in a shorter period

of time.

InITIATe PRIoRITy PRojeCTSVIA will initiate the application process

for potential funding assistance from

the FTA which includes more study

and development of each corridor.

Major steps in the individual corridor

development process include:

i – alternatives analysis

An alternatives analysis (AA) provides

for the evaluation of transit technology

and alignment options for a specific

corridor. Informing local officials and

community members of the benefits,

costs and impacts of transportation

options, the process enables the

community to identify a preference.

This phase is complete when local

and regional decision makers select

a “locally preferred alternative.” This

alternative is adopted by the VIA Board

of Directors and then the San Antonio-

Bexar County Metropolitan Planning

Organization (SA-BC MPO) and

identified in the regional long-range

transportation plan.

ii – preliminary engineering

During the preliminary engineering

(PE) phase of project development,

consideration for all design options

is established to refine the locally

preferred alternative and complete

the National Environmental Policy

Act (NEPA) process. Preliminary

engineering improves estimates of

project costs, benefits, and impacts.

In addition, during the PE phase of

project development, VIA will finalize

YEARS 1 - 4:Solving the Problem - Planning

YEARS 4 - 6Engineering the Solution - Design

YEARS 6 - 8Ground Breaking - Construction

YEAR 9Opening Date - Service

u.s. Made streetCar vehiCle - Portland, oreGon


39

to support VIA’s project potential for

federal funding. VIA may be eligible

for federal capital funds to pay a

portion of the AA costs. In order to be

awarded funding, VIA must conduct

a series of planning and analysis

procedures, designed to meeting

specific guidelines set by the FTA.

Alternatives Analysis Steps

1. identify purpose and need -

The AA is initiated with a

comprehensive understanding of

the transportation problems in

need of resolution for the selected

corridor study boundary.

2. define alternatives - A range

of low- to high-cost capital

investment alternatives are

identified and defined to meet the

AA purpose

and need. Several different modes

and alignments are included in

the alternatives.

3. evaluate alternatives - All

alternatives are evaluated using

a wide variety of performance

measures including, but not

limited to: ridership forecasts,

capital costs, operations and

maintenance costs, environmental

impacts, and land

use analysis.

4. Select locally preferred

alternative (lpa) - The costs,

benefits and impacts of each

alternative are analyzed and the

locally preferred alternative is

selected to be continued for

further development.

eleCtrified/Battery Powered streetCar and dart liGht rail vehiCle; Photo By kinkisharyo

management plans, demonstrate its

technical capacity to develop

the project, and commit local

funding sources.

iii – final design

Final design is the last phase of project

development and includes preparation

of final construction plans, detailed

specifications and bid documents.

ImmedIATe nexT STeP - ALTeRnATIVeS AnALySIS (AA)To develop a project suitable for

consideration of federal funding, VIA

must first conduct an Alternatives

Analysis (AA) to evaluate the costs,

benefits and impacts, for a range of

transportation alternatives. The AA

serves as the process for development

of the technical information necessary


► FONSI/ROD - FTA Action (Finding of No Significant Impact/Record of Decision) Approval to Advance to PE

► SELECT LOCALLY PREFFERED ALTERNATIVE (LPA)

► FULL FUNDING GRANT AGREEMENT (FFGA) - FTA Action-Approval to Advance to Final Design

RegiOnAL SYStem PLAn Prioritize corridors for further study

ReVenue SeRViCe

ALteRnAtiVeS AnALYSiS Study of all possible alternatives, both route and technology of a single corridor

enViROnmentAL ReVieW

PReLiminARY engineeRing

FinAL DeSign

Pe

AA

SYStem PLAnning

COnStRuCtiOn

OPeRAtiOn

financial Considerations

key ReVenue SouRCeSFunding options are a critical

consideration of the LRCTP. VIA

currently provides expansive service

coverage with one of the lowest capital

and operating budgets in the state

of Texas. Large scale transportation

projects require many different options

for funding.

VIA must identify new revenue

sources to sufficiently fund the capital,

operations and maintenance costs of

the LRCTP. Utilizing a combination of

debt and cash, VIA can fund the system

development and on-going operating

expenses. Many potential funding

sources require legislative action

entailing either voter authorization,

interlocal agreements or changes in

legislation.

LoCAL fundIng oPPoRTunITIeSPotential sources of new revenue

for transit investments in

San Antonio include:

• Sales Tax

• Transportation Related Fees

• Tolls/Managed Lanes

• Hotel/Motel/Rental Car Tax

• Tax-Increment Financing

• Public Improvement Districts

• Joint Development/Value Capture

fedeRAL fundIng oPPoRTunITIeSThe federal funding process is

important to VIA; a large amount of

the initial capital costs can be funded

with federal grants. The federal

government has outlined a multi-

stepped process to obtain funding.

VIA’s LRCTP addresses the first

requirement of a “System Plan,” which

identifies the region’s needs, ensures

supportive policies are established,

and identifies priority corridors. As

stated, the next stage for each corridor

is an Alternative Analysis, which will

define the final alignment and mode.

Each stage of project development

involves public participation to ensure

that the projects are developed to

meet community needs. To obtain

federal funding support, the LRCTP

corridors must be competitive at a

national scale and satisfy a range

of criteria.

eA/eiS


41

TranSiT faciliTieS

FacilitiesCapital Cost

(2011 Dollars)

State Highway 151 $ 2 M

Brooks City Base Mixed-Use Center 3 M

NacoPass Mixed-Use Center 1 M

US 281 Stone Oak Park and Ride 2 M

Downtown Transfer Facility 30 M

Paratransit Facility 8 M

New Operating Facility/Garage 50 M

IH 35 North Park and Ride 2 M

IH 10 West Park and Ride 2 M

Ancillary Facility 25 M

Fort Sam Houston/AT&T Parkway Transit Center 13 M

Capital expenditures Table 4.2

buS improvemenTS

Improvement categoryNumber of Routes

Peak Vehicle Requirement

Capital Cost (2011 Dollars)

Frequency

Improve 60 min peak to 30 min peak 22 32 $ 11.20 M

Improve 60 min base to 30 min base 29 - -

Improve 30 min peak to 15-20 min peak 15 38 13.30 M

Improve 30 min base to 15-20 min base 12 - -

Improve 15-20 min peak to 10-12 min peak

8 24 8.40 M

Improve Weekend Frequency with Mid-Peaks

16 - -

Extending Weekend Mid-Peak Frequency thru Base

20 - -

Express Services - New & Expansions 5 12 4.20 M

Limited-Stop - New Service 11 25 8.80 M

Expand Local Service Coverage 14 25 8.80 M

Improvements to Service Span 8 1 .35 M

Reliability Improvements (As Needed)

- 32 11.20 M

buS rapid TranSiT

CorridorRoute Miles*



Northeast/Southeast 16.3 15 $ 88 M

South/West Connector 20.9 19 140 M

Northwest 4.9 5 12-22 M

rail TranSiT




East/West 20.9-21.7 24 $ 942-1,297 M

North Central/South 14.9-15.6 18 911-1,068 M

circulaTorS




East-West 2.2 - 2.7 6 $ 132 - 152 M

North-South 2.2 6 132 M

*Route Miles based on cost estimate assumptions.


Operating expenses Table 4.3

buS improvemenTS

Improvement categoryNumber of Routes

Annual Operating Cost (2011 Dollars)


Frequency

Improve 60 peak to 30 peak 22 $ 3,298,002 32

Improve 60 base to 30 base 29 3,554,989 -

Improve 30 peak to 15-20 peak 15 3,155,231 38

Improve 30 base to 15-20 base 12 2,241,499 -

Improve 15-20 peak to 10-12 peak 8 2,184,391 24

Improve Weekend Frequency with Mid-Peaks

16 808,601 -

Extending Weekend Mid-Peak Frequency thru Base

20 909,048 -

Express Services - New & Expansions 5 $ 1,370,598 12

Limited-Stop - New Service 11 $ 4,734,116 25

Expand Local Service Coverage 14 $ 6,561,665 25

Improvements to Service Span 8 $ 2,373,886 1

Reliability Improvements (As Needed)

- $ 4,478,201 32

buS rapid TranSiT




Northeast/Southeast 16.3 $ 15.4 M 15

South/West Connector 20.9 19.0 M 19

Northwest 4.9 4.8 M 5

lighT rail TranSiT




East/West 20.9-21.7 $ 10.0 M 24

North Central/South 14.4-15.6 6.4 M 18

circulaTorS




East/West 2.2-2.7 $ 1.6 M 6

North/South 2.2 1.6 M 6

*Route Miles based on cost estimate assumptions.


43

LRCTP CoSTScapital costCapital cost assumptions, found in Table 4.2, include those for all bus improvements, bus rapid transit, rail transit and circulator characteristics and associated costs. Transit capital costs embody the total cost of developing the service such as vehicles, rail infrastructure and initial construction costs.

Bus rapid transit (BRT) corridor capital costs include all vehicle costs, but exclude any necessary storage or maintenance facility improvements. The Northwest Corridor cost range assumes an entirely mixed traffic

operation or partial dedicated guideway.

Rail Transit corridor costs reflect a range of alignment and guideway alternatives (shared use, dedicated, aerial) for each corridor identified. Capital costs include all vehicles and storage and maintenance facility costs.

Circulator corridor capital costs reflect a range of alignment and guideway alternatives for each corridor. The total costs for these corridors is based on light rail infrastructure. Capital costs include all vehicles and storage and maintenance facility costs.

operations and maintenance costTransit operation and maintenance

(O&M) costs represent the ongoing cost for running a service. Operation and maintenance cost assumptions, found on Table 4.3, include those for bus improvements, bus rapid transit and circulator characteristics and associated costs.

Bus rapid transit corridor operation and maintenance costs assume 16 hours of weekday service and 12 hours of weekend/holiday service. The BRT corridors were assumed to operate at 10-minute peak and 15-minute off-peak service.

Rail Transit operations and maintenance costs assume 16 hours

of weekday service and 12 of hours weekend/holiday service. Rail Transit corridors were assumed to operate at 15-minute peak and 30-minute off-peak service. The total number of vehicles assumes two-car trains and includes a 20% spare ratio.

Circulator corridor operations and maintenance costs assume 16 hours of weekday service and 12 hours of weekend/holiday service. Circulator corridors were assumed to operate at 15-minute peak and 30-minute off-peak service. The total number of vehicles assumes two-car trains and includes a 20% spare ratio.

Cost Summary: High Capacity Corridors Capital Cost Range (YOE)

Corridor Name Opening Year of Rev Ops

Transit Technology

Corridor Length (Route Miles+)

# of Vehicles

Low High O&M Cost (YOE)

Northwest Corridor** (Leon Valley Ext.) 2013 BRT 4.9 5 $11,700,000 $22,600,000 $5,590,000

Northeast/Southeast Corridor 2035 BRT 16.3 15 $165,300,000 $169,700,000 $42,610,000

South/West Connector Corridor 2030 BRT 20.9 19 $232,000,000 $232,000,000 $43,200,000

East-West Circulator 2017 Streetcar 2.2 - 2.7 miles 6 *$156,000,000 $180,220,000 $2,320,000

North-South Circulator 2017 Streetcar 2.2 miles 6 *$156,370,000 $156,370,000 $2,320,000

East/West Central Corridor 2023 Rail 20.9 - 21.7 miles 24 $1,290,100,000 $1,774,500,000 $17,230,000 - 18,220,000

North/South Central Corridor 2025 Rail 14.4 - 15.6 miles 18 $1,323,300,000 $1,551,900,000 $11,920,000

ToTal eSTimaTed coST $3,334,770,000 $4,087,290,000 $125,190,000 - 126,180,000

Table 4.4

*The Inner-City Rail Streetcar Feasibility Study, June 2010, depicted lower costs for these corridors. The higher costs presented in this table were based on light rail infrastructure.

Cost Summary: Bus improvements (Cumulative to 2035)Capital Costs (2011 Dollars) O&M Costs (2011 Dollars)

Bus Improvements Bus 189 $66,150,000 $35,670,226

Transit Facilities $138,000,000

ToTal eSTimaTed coST $204,150,000 $35,670,226

Table 4.5

+Route Miles based on cost estimate assumptions.**Cost estimate does not include existing BRT Prímo funding.


iMProved BiCyCle ConneCtions

Pedestrian friendly sPaCe

downtown revitilization

Local and Regional Benefits

BenefITS of TRAnSITVIA has an opportunity to influence

the region’s growth with a fundamental

approach to transit service. The LRCTP

serves as the community’s vision of

future transit within Bexar County. As

VIA begins to implement the LRCTP,

the community will appreciate the

numerous benefits of transit, both

at the individual scale and at the

community level.

Increased walking and cycling spurred

by increased transit use can provide

health benefits. Decreased driving

can help reduce stress levels and

traffic congestion levels. The LRCTP

corridors are estimated to reduce

310,000 vehicle miles traveled daily.

Less dependence on the personal

automobile results in cost savings for

car maintenance and fuel prices. The

cost of transit is less likely to fluctuate

with rising oil costs and demand, so

families throughout the region will be

more financially secure knowing that

their transportation costs will remain

relatively constant. As generations

begin to age and driving becomes less

desirable, transit becomes a necessary

tool to maintain one’s independence.

The LRCTP corridors are estimated to

produce an additional 70,000 - 80,000

daily riders. Mobility improvements

are an obvious advantage of transit

projects, but transit can also help solve

a variety of other goals and needs for

a city. It not only reduces the number

of miles traveled in vehicles but it can

have the added benefit of improving

air quality. Reducing 300,000 lbs of

carbon dioxide from our region’s air,

the LRCTP corridors have the potential

to help sustain a cleaner, more vibrant

community for our entire region.

Many regions have experienced

ancillary benefits from implementation

of various transit solutions. They can

help create pedestrian-friendly urban

spaces, provide improved bicycle

connections, and improve overall

mobility by providing an alternative

vehicular travel. As roadways become

increasingly congested, it is important

to investigate alternative modes of

transportation. A healthy transit

system is an important part of the

overall transportation network.

Transit can also transform communities,

spur economic development and the

revitalization of downtown, through

reinvestment of underutilized land.

This type of reinvestment helps the

local economy and leads to job

creation.

TRAnSIT foR SAn AnTonIoIn January 2009, the San Antonio/

Bexar County Transportation Task

Force indicated that San Antonio

was the only one of the five largest

metropolitan areas in Texas not

engaged in a community-based

visioning and planning process.

During the last two years VIA

Metropolitan Transit embarked on the

challenge to create a community-based

transit vision which became the largest

community outreach process in the

history of the agency. The result of the

community vision became the Long

Range Comprehensive Transportation

Plan (LRCTP).


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the latest data on stimulus spending shows that funds spent on public transportation created jobs more effectively than stimulus funds spent on highways. In the first 10 months since arra was signed, investing in public transportation produces twice as many jobs as investing in roads.- US House of Representatives Transportation and Infrastructure Committee, december 10, 2009.

JoB Creation

VIA successfully engaged the

community in a 20-month process of

planning, visioning, and developing the

road map for San Antonio to become a

“premier multimodal city.”

Many multimodal transit agencies

throughout the US have become

examples of the growing importance of

transit as the foundation for developing

sustainable communities. Many

studies have documented the impacts

of Transit Oriented Development (TOD)

on the taxing jurisdictions and on local

economic activity.

With the culmination of this plan, VIA

Metropolitan Transit has contributed to

a community vision, which establishes

the priority for improving transit

services throughout the region for

the next 25 years. The next step is to

collaborate and make strides towards

each vision of the community, including

art and culture, community safety,

downtown development, economic

competitiveness, education, family

well-being, civic engagement, health,

natural resources, growth management,

and transportation, and build the

foundation for a successful city in the

years to come.

The VIA LRCTP will help lead the way for the groundwork needed to achieve community success.

• EnhancEd Economic dEvElopmEnt

• improvEd mobility and congEstion rEliEf

• improvEd air quality

• incrEasEd mobility

• transit supportivE land usE

• pEdEstrian and bikE- friEndly nEighborhoods

• EnhancEd quality of lifE

• sprawl rEduction

• transit oriEntEd dEvElopmEnt (tod)

• inner-city redevelopment• possible reinvesment of over 30,000 vacant land acres throughout the region• 2,900 - 5,600 potential jobs created

• reduction of 310,000 vehicle miles traveled daily

• potential to reduce 300,000 pounds of carbon dioxide from our region’s air



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Documents

June 2011 VIA Metropolitan Transit San Antonio, Texasextras.mysanantonio.com/pdf/VIAFinalPlan.pdfPamela Morsi Kiel, Alamo Heights Resident rob Killen, City Coucil District I bianca