In 1977, the Governor of Texas established the San Antonio-Bexar County Urban Transportation Study (SABCUTS), Transportation Steering Committee as the official Metropolitan Planning Organization (MPO) for the urbanized area. Today, SABCUTS is referred to as the San Antonio-Bexar County MPO. The Transportation Steering Committee, now referred to as the Transportation Policy Board, is comprised of 19 (ten elected and nine appointed) officials representing the State of Texas through the Texas Department of Transportation and the State Delegate Members, Bexar County, the City of San Antonio, Suburban Cities, the Northeast Partnership, Alamo Area Council of Governments, and VIA Metropolitan Transit.
The San Antonio-Bexar County MPO is committed to continuously improving the region’s multi-modal transportation system. The Transportation Policy Board also recognizes the importance of a fiscally constrained mobility plan for the area and adopted this Metropolitan Transportation Plan (MTP) on December 6, 2004. Individuals with questions or comments on this document, or those who wish to provide input into the planning process may contact the MPO through the following phone number, mailing address or e-mail address:
San Antonio-Bexar County MPO 1021 San Pedro, Suite 2200 San Antonio, Texas 78212 Phone: (210) 227-8651 Fax: (210) 227-9321 Website: www.sametroplan.org E-mail: [email protected] San Antonio – Bexar County Metropolitan Planning Organization Transportation Policy Board (TPB) Voting Members
Chairman Lyle Larson Commissioner Bexar County Vice Chair Amy Madison Director of Community Development Northeast Partnership Hon. Leticia Van de Putte State Senator - District 26 State of Texas Hon. Elizabeth Ames Jones Representative - District 121 State of Texas Robert Tejeda Commissioner Bexar County Tommy Adkisson Commissioner Bexar County Joel Williams Councilman - District 2 City of San Antonio Richard Perez Councilman – District 4 City of San Antonio Carroll Schubert Councilman – District 9 City of San Antonio Chip Haass Councilman – District 10 City of San Antonio Gabriel Perez Executive Director for Infrastructure Bexar County Emil R. Moncivais,AICP Director of Planning City of San Antonio Thomas G. Wendorf, P.E. Director of Public Works City of San Antonio Jack Leonhardt Mayor – City of Windcrest Greater Bexar County Council of Cities Hank Brummett VIA Board Member VIA Metropolitan Transit Oliver Hill VIA Board Member VIA Metropolitan Transit David Casteel, P.E. District Engineer Texas Department of Transportation Clay R. Smith, P.E. Planning Engineer Texas Department of Transportation Al Notzon Executive Director Alamo Area Council of Governments
Ex-Officio Members
John Milam President/CEO VIA Metropolitan Transit Jesse Balleza Env./Transportation Planning Coordinator Federal Highway Administration John Sweek Grants Management Federal Transit Administration Tim Juarez Transportation Planner Texas Department of Transportation Howard Anthony Wood Citizen Citizen Doye Eugene Uptain (Alt.) Citizen (alternate) Citizen Vic Boyer Executive Director San Antonio Mobility Coalition
San Antonio – Bexar County Metropolitan Planning Organization Technical Advisory Committee (TAC)
Voting Members
Les Locke, P.E. - Chair County Engineer Bexar County Garry Ford, P.E. (Alt) Traffic Section Manager Bexar County Jesús Garza - Vice Chair Planning Manager City of San Antonio Bill Burman Senior Planner City of San Antonio John Friebele, P.E. Traffic Engineer City of San Antonio Todd Hemingson Planning VIA Metropolitan Transit Ana Sandoval (Alt) Planning VIA Metropolitan Transit Dean Danos Deputy Director Alamo Area Council of Governments David Kruse (Alt) Data Resources Mgr. Alamo Area Council of Governments Ken Zigrang Transportation Planner Texas Department of Transportation Judy Friesenhahn, P.E. (Alt) Project Develop.Engineer Texas Department of Transportation John Paul Walker SA Transportation Association Star Shuttle John Williams (Alt) SA Transportation Association Bexar Trailer Blake Partridge Universal City Superintendent Northeast Partnership Matt Smith City Manager City of Shavano Park
Ex-Officio Members
Roland Hinojosa Utility Coordination Council Tim Juarez Transportation Planner Texas Department of Transportation Les Heinen Aviation Dept. City of San Antonio Richard Garcia Regional Director Texas Commission on Environmental Quality
TPB-Members – 12/06/04
Mobility 2030 San Antonio – Bexar County Metropolitan Transportation Plan Table of Contents
Executive Summary ------ES-1
Introduction
Background ------I-1 TEA-21 Planning Factors------I-2 Metropolitan Transportation Plan Mission Statement ------I-4 Metropolitan Transportation Goals ------I-4 Consistency with Other Local Plans and Programs------I-6
1. Demographic Development
Accomplishments Over the Past Five Years------1-1 Background ------1-1 METROPILUS------1-2 Population and Households: 2000 – 2030 ------1-2 Income: 2000 – 2030 ------1-4 Employment: 2000 – 2030 ------1-4 Land Use Projections------1-7
2. Transportation Needs Analysis
Accomplishments Over the Past Five Years------2-1 Background ------2-1 Adopted Goals of the Texas Metropolitan Transportation Plan ------2-1 Relationship to the Metropolitan Transportation Plan ------2-3 Texas Congestion Index ------2-4 Modeling Results ------2-4 Analysis Methods------2-6
3. Public Involvement Process
Background ------3-1 Public Involvement – Phase 1------3-1 Public Involvement – Phase 2------3-2 Public Involvement – Phase 3------3-3 Public Involvement – Phase 4------3-4 Public Meeting------3-4 Environmental Justice ------3-6 Summary ------3-8
4. Bicycle Planning and Needs Assessment
Accomplishments Over the Past Five Years------4-1 Background ------4-1 Vision Statement------4-2 Goals and Objectives------4-2 Public Involvement and Community Support ------4-4 Transportation Agency Initiatives------4-5 Bicycle Network Development------4-6 Funding the System------4-9 Summary ------4-9
5. Pedestrian System
Accomplishments Over the Past Five Years------5-1 Background ------5-3 Goals and Objectives------5-3 Existing Pedestrian System------5-5 Pedestrian Needs and Issues ------5-5 Programs ------5-6
6. Public Transportation Element
Accomplishments Over the Past Five Years------6-1 Goals ------6-1 Existing Public Transportation System ------6-2 The Importance of Public Transportation------6-5 VIA’s Public Transportation Services------6-7 Public Transportation Needs and Issues ------6-10 Upcoming Programs for Public Transportation------6-12 Advanced Transportation District: Ten Year Plan ------6-14 Consensus-Developed Public Transportation Network ------6-15 Conclusion ------6-16
7. Roadway Element
Accomplishments Over the Past Five Years------7-1 Background ------7-1 Roadway System Policies------7-1 Roadway Functional Classification------7-2 Congestion ------7-5 Year 2030 Roadway System ------7-5 Factors Affecting the Future Year Roadway System ------7-5 Conclusions ------7-7
8. Freight Element
Accomplishments Over the Past Five Years------8-1 Background ------8-1 Local Freight Conditions ------8-1 Hazardous Materials ------8-3 NAFTA Impacts on the Region ------8-4 Conclusions ------8-7
9. Environmental Element
Accomplishments Over the Past Five Years------9-1 Air Quality Background------9-1 Air Quality Issues------9-1 Clean Air Plan ------9-7 Water Background ------9-8 Local Trends------9-10 Mitigation Efforts------9-11
10. Congestion Management System
Accomplishments Over the Past Five Years------10-1 Goals and Objectives------10-1 Congestion Management System Overview------10-2 Strategy Implementation Responsibilities ------10-11 Programs ------10-13
11.Financial Plan
Background ------11-1 Goals and Objectives------11-1 Funding Partners ------11-1 Funding Programs------11-2 Gap Funding------11-8 Funding Summary------11-10
12.Project List
Funded Projects ------12-1
List of Figures
Figure 1.1 2030 Households by Traffic Serial Zone ------1-3 Figure 1.2 Demographic Growth for the San Antonio Area------1-6 Figure 1.3 2030 Total Employment by Traffic Serial Zone------1-7
Figure 2.1 Texas Congestion Index Analysis ------2-6 Figure 2.2 2030 Transportation Needs Analysis Results in Lane Mile Equivalents --- 2-7
Figure 3.1 Public Meeting Comment Forms------3-5 Figure 3.2 MTP Public Involvement Map------3-7 Figure 3.3 San Antonio-Bexar County MPO Public Involvement Process ------3-8 Figure 3.4 Public Project Selections------3-9
Figure 4.1 Existing and Funded On & Off-Road Bicycle Facilities ------4-6 Figure 4.2 MTP – Public Involvement Bicycle Network ------4-7 Figure 4.3 Recommended Bicycle Network ------4-8
Figure 5.1 Implemented Projects in the San Antonio-Bexar County Region ------5-1 Figure 5.2 Completed and Funded Pedestrian Projects------5-2
Figure 6.1 VIA Metropolitan Transit Authority Service Area ------6-4 Figure 6.2 Bexar County Population 16 and Over ------6-6 Figure 6.3 VIA Metropolitan Transit Fixed Route Service as of January 2004------6-9 Figure 6.4 2030 Consensus Developed Public Transportation Network ------6-17
Figure 7.1 Functionally Classified System Map ------7-4 Figure 7.2 City of San Antonio Major Thoroughfare Plan Map ------7-6
Figure 8.1 Freight Movement within the MPO Study Area------8-2 Figure 8.2 Hazardous Material Route Map ------8-3 Figure 8.3 National Truck Traffic Network Flows------8-4 Figure 8.4 Value of Exports to Mexico and Canada ------8-5 Figure 8.5 Value of Imports from Mexico and Canada------8-6 Figure 8.6 Breakdown of Truck Traffic at TxDOT Traffic Count Locations, 2003 ------8-8 Figure 8.7 Total Truck Traffic at TxDOT Traffic Count Locations, 2003------8-8
Figure 9.1 Ozone Formation ------9-2 Figure 9.2 Locations of Ozone Monitoring Sites------9-3 Figure 9.3 San Antonio Eight-Hour Design Value Trends by Site------9-4 Figure 9.4 Annual Number of Days 8 hour Ozone Averages 85 ppb------9-5 Figure 9.5 Air Improvement Resources Committee Structure ------9-7 Figure 9.6 Location of the Edwards Aquifer ------9-8 Figure 9.7 Edwards Aquifer System ------9-9 Figure 9.8 Population Growth ------9-10 Figure 9.9 Water Pumped------9-10 Figure 9.10 Aquifer Filter System ------9-11
Figure 10.1 Congested Roadway Facilities------10-1
List of Tables
Table 1.1 Income Level Categories ------1-4 Table 1.2 Employment Categories ------1-5 Table 1.3 Population and Employment Control Totals for the Study Area ------1-5 Table 1.4 MPO Study Area Land Use Distribution ------1-7
Table 2.1 Needs-Based Model Run Description ------2-5 Table 2.2 Costs Associated with Additional Lane Mile Equivalents ------2-8
Table 5.1 Transportation Improvement Program Project Selection Guidelines ------5-8
Table 6.1 VIA Metropolitan Transit Financial Projections to 2030 ------6-13
Table 7.1 Functional Classification System Description ------7-3
Table 9.1 Forecasted Change in Anthropogenic Emissions, 1999-2007 ------9-6
Table 10.1 Congestion Management System Components and Definitions ------10-3 Table 10.2 Congestion Management Strategies and Implementation Phases ------10-5 Table 10.3 Strategy Implementation Responsibilities ------10-12
Table 11.1 Metropolitan Transportation Plan Funding Summary 2005-2030 ------11-10
Executive Summary
Metropolitan Transportation Plan Background
Planning for the future transportation needs of this region requires a comprehensive look at the current transportation system, future demographics, and the anticipated available funding for the area for transportation projects. Although this seems like a simple exercise, there is a lot of work involved in improving the region’s transportation infrastructure. The San Antonio metropolitan area's economy and environment depend heavily on the condition and efficient performance of our regional transportation system. Recognizing the mobility needs of our community and addressing those needs will eventually lead to improvements in our economy and quality of life. This update to the Metropolitan Transportation Plan aims to take a step in that direction. Public involvement in the planning process is necessary to insure that transportation decisions are not made independently and that Federal tax dollars are used in accordance with legitimate public needs and desires.
In August 1977, the Governor of Texas designated the SABCUTS Steering Committee as the official Metropolitan Planning Organization (MPO) for San Antonio and Bexar County. This organization is the forum for cooperative transportation planning and decision-making by officials of the urban area's local governments and transportation agencies. The MPO Transportation Policy Board is comprised of nine elected and ten appointed officials representing the following entities: state delegation, the Texas Department of Transportation, the Alamo Area Council of Governments, Bexar County, City of San Antonio, 24 local municipalities and VIA Metropolitan Transit.
The passage of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) marked a significant change in the planning and development of metropolitan transportation systems. In its Declaration of Policy, ISTEA mandates "a National Intermodal Transportation System that is economically efficient and environmentally sound...and will move people and goods in an energy efficient manner." Specifically, "the National Intermodal Transportation System shall consist of all forms of transportation in a unified, interconnected manner . . . to reduce energy consumption and air pollution while promoting economic development . . ."
On May 22, 1998, Congress passed the Transportation Equity Act for the 21st Century (TEA-21) authorizing highway, highway safety, transit and other surface transportation programs for the next six years. TEA-21 builds on the initiatives established in ISTEA. TEA-21 combines the continuation and improvement of current programs with new initiatives to meet the challenges of improving safety as traffic continues to increase at record levels, protecting and enhancing communities and the natural environment, and advancing America’s economic growth and competitiveness domestically and
MOBILITY 2030 ES - 1 Approved: December 6, 2004
internationally through efficient and flexible transportation. This document was written based on the planning requirements of TEA-21 since a new reauthorization bill has not yet been passed by Congress.
TEA-21 Planning Factors
When Congress passed TEA-21, one of the modifications from ISTEA consolidated the previous sixteen planning factors into seven broad areas. The seven planning factors, listed below, closely reflect the Metropolitan Transportation Plan Goals which are listed later in this section.
1) Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency
2) Increase the safety and security of the transportation system for motorized and non-motorized users
3) Increase the accessibility and mobility options available to people and for freight
4) Protect and enhance the environment, promote energy conservation, and improve quality of life
5) Enhance the integration and connectivity of the transportation system
6) Promote efficient system management and operation
7) Emphasize the preservation of the transportation system
Metropolitan Transportation Plan Mission Statement
In February 1998, the Transportation Policy Board adopted the following mission statement as part of the MTP:
The San Antonio metropolitan area is served by an environmentally friendly transportation system where everyone is able to walk, ride, drive or wheel in a safe, convenient, and affordable manner to their desired destinations.
Based on the input received through the public involvement process, the following goal statements were derived.
MOBILITY 2030 ES - 2 Approved: December 6, 2004
Metropolitan Transportation Plan Goals
• Invest in the development of a regional transportation system that serves to increase the mobility and efficiency of the movement of persons and goods.
• Encourage the cost effective expansion of the regional transportation system to meet the growing mobility needs while ensuring air quality; enhancing the safety of the traveling public; fostering appropriate land use patterns; advancing alternative modes of transportation; and, increasing accessibility for the traditionally under served segments of the community.
• Support systematic and coordinated maintenance programs, and make available the adequate resources to preserve existing roadways and transit systems.
• Increase the efficiency of the existing transportation system and decrease traffic congestion by coordinating traffic operations and developing and implementing strategies to reduce travel demand at both the regional and corridor levels.
• Invest in a public transit system that meets the existing and projected needs of the region by developing effective routes and schedules and constructing functional and attractive passenger amenities.
• Incorporate the spirit and intent of the Americans with Disabilities Act pertaining to mobility and accessibility into all levels of the transportation system.
• Enhance the effectiveness of the regional transportation system by addressing the social, economic, energy and environmental issues of the region in all transportation planning efforts.
• Improve the opportunities for alter-native means of transportation that diminish the growth in single occupancy vehicles and enhance air quality by upgrading the availability of bicycle and pedestrian facilities; promoting High Occupancy Vehicle analysis in future project planning; investigating opportunities for fixed guideway systems; and encouraging the conversion to alternative fuels.
• Promote the development of a regional transportation system that recognizes the unique characteristics of the San Antonio-Bexar County area and ensures respect for neighborhoods, historic and archeological resources, the Edwards Aquifer, and other social and environmental issues.
• Promote the development of a regional transportation system that enhances economic activity; provides for employment growth; and encourages public-private partnerships through the equitable distribution of resources. MOBILITY 2030 ES - 3 Approved: December 6, 2004
• Facilitate the involvement and participation of individual citizens, neigh-boyhood and other interested groups, business and community leaders, local governments, and state agencies in the transportation planning process.
Demographics
The basis of any effective planning effort rests primarily on a determination of the area’s base year demographics (population, household size, employment, household income, and land use) and future projections of these demographics. The MPO used 2000 as the base year for this update of the Metropolitan Transportation Plan (MTP). For the future years, various federal and state government data sources were used for the population and employment forecast totals in five year increments to the year 2030.
As a result of this forecasting exercise, it has been projected that residential development in the northwestern and western part of Bexar County, between Loop 410 and the Medina County Line, will grow significantly. The northeast part of the study area is expected to grow as well. Southern Bexar County is forecast to show higher than normal gains in the number of households, mainly due to the anticipated opening of the new Toyota Plant.
Employment growth will continue in western Bexar County and across the north. The trend appears to be for most of the employment growth to occur generally outside Loop 410 to the Bexar County Line. One exception to this trend is downtown San Antonio, where growth will be substantial. Continued growth in the medical center area will be a factor in the northwest. The Toyota Plant will be a factor in employment growth in south Bexar County.
Transportation Needs Analysis
This is the first time that a Needs Analysis was completed as an initial step in the development of the Metropolitan Transportation Plan (MTP) update. The eight largest MPOs in Texas (known as Transportation Management Areas or TMAs), in a collaborative manner, developed their regions’ components for the Texas Metropolitan Mobility Plan (TMMP). The TMMP requires the eight TMA’s to adopt a comprehensive, locally developed, visionary, realistic, and financially unconstrained plan to reduce congestion and improve mobility and air quality. While the MTP serves as a financially constrained plan identifying only what can be afforded given anticipated funding streams, the TMMP goes one step further and becomes a needs-based plan, which quantifies transportation needs beyond the fiscal constrained barrier. After performing the steps involved in the TMMP process, it is anticipated that the area will need approximately $4.9 billion dollars to eliminate all severe congestion. Another $2.7 billion is needed to build future proposed freeway-to-freeway interchanges for the area MOBILITY 2030 ES - 4 Approved: December 6, 2004 and $782 million is needed to purchase the right-of-way to construct these new improvements. This calls for a total need of $8.38 billion for new capacity as a result of this needs based plan. Furthermore, as transportation infrastructure continues to age and begins to fail, the area must find the dollars to continually maintain the current system. It is estimated that rehabilitation of this area’s transportation system will come at a cost of approximately $8.49 billion over the span of the MTP. This brings the total transportation needs in the MPO study area to approximately $16.86 billion over the next 25 years. It should be noted that this figure is above and beyond the traditional funding sources outlined in this MTP.
Public Involvement Process
The MPO believes in the proactive involvement of citizens, affected public agencies, representatives of transportation agency employees, private providers of transportation, and other interested parties in the development and updates of the Metropolitan Transportation Plan (MTP), the Transportation Improvement Program and significant transportation studies.
A proactive approach to an effective public involvement process requires several elements:
• Early, continuous, and meaningful public involvement; • Reasonable public access to technical planning information; • Collaborative input on transportation alternatives, evaluation criteria and mitigation needs; • Transportation planning meetings that are open to the public; and • Access to the planning and decision-making process prior to closure.
The MPO developed an extensive public involvement approach beginning with the creation of a Technical Working Group (TWG) and a Citizens Working Group (CWG), each consisting of approximately 70 participants, to assist in the development of the Plan. While working with these groups, the general public was kept apprised of the MTP Update process through various visioning sessions, internet postings, quarterly MTP Update newsletters, and general public meetings. Members of the news media have been invited to each of the MTP Update work sessions resulting in several articles in the daily and weekly newspapers. Additionally, articles describing the MTP Update process were published in the MPO’s weekly electronic newsletter and distributed to the MPO’s master mailing list of more than 900 individuals and organizations.
In summary, the public has been involved in the planning process early, continuously, and in a meaningful way. Members of the public were provided reasonable technical information and collaboratively determined alternatives and solutions. This
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process made them true partners in creating the metropolitan area’s new long-range transportation plan.
Bicycle Planning and Needs
Although the San Antonio-Bexar County area does not have a long-standing history of implementing bicycle projects and promoting bicycle facilities, the area has made some great strides over the last decade. Regional leaders have begun to understand the importance of creating and maintaining a multi-modal transportation system. Various goals and objectives have now been identified to ensure that this area continues to develop and implement a comprehensive bicycle network.
Vision Statement
San Antonio and Bexar County recognize bicycling as a clean, healthy and affordable form of transportation and recreation. A comprehensive on-road and off-road bicycle network will make our community a place where bicycling will be desirable for trips of all kinds by all segments of the population.
The following goals sustain the vision for a bicycle-friendly community:
Goal 1 Institutionalize Bicycling: recognize and incorporate bicycling as a significant and required element for all transportation, land use, and economic development planning for the San Antonio/Bexar County region.
Goal 2 Build the Network to Increase Ridership: create a comprehensive on-road and off-road bicycle network throughout the San Antonio/Bexar County region.
Goal 3 Find the Funding: identify and secure local, state, federal and private funding to expand and improve bicycle transportation facilities and programs in the San Antonio/Bexar County region. Create a continuing local source for bicycle funding.
Goal 4 Make Bicycling Safer through Education and Enforcement: develop a program to educate elected officials and the general public concerning the opportunities, benefits, and safety aspects of bicycling in the San Antonio and Bexar County region.
Bicycling is a cost effective, energy efficient, clean, and healthy way, to travel. With the growing concerns of congestion, air quality and the public interest in promoting alternative transportation modes, the adoption of policies that encourage alternate transportation modes will aid in reducing congestion, improving air quality, and enhancing the community’s quality of life. The Regional Bicycle Master Plan and the City of San MOBILITY 2030 ES - 6 Approved: December 6, 2004
Antonio's adopted Master Plan support this objective. The Metropolitan Planning Organization will continue to work to accomplish these goals and implement the region’s Bicycle Master Plan.
Pedestrian System
There is a growing awareness and momentum toward improving pedestrian facilities, and public officials are responding to this need. This awareness began to develop in the early 1990s upon passage into law of the Americans with Disabilities Act (ADA). Roadway construction projects (capacity projects and rehabilitation projects) within the Urbanized Area normally include accessible pedestrian facilities. As this momentum continues and is extended, we are closer to a workable pedestrian facilities system that will accommodate pedestrian mobility needs. The following goals have been established to meet this increasing pedestrian mobility needs.
Goal 1 Provide pedestrian facilities that are safe for general pedestrian travel and for extraordinary travel circumstances.
Goal 2 Unite parts of the pedestrian facilities system into a whole, workable system by completing system gaps, providing linkages to activity centers, and connecting with other modes of travel.
Goal 3 Increase pedestrian access to, and around, intermodal facilities by providing new linkages and improving existing connections.
Goal 4 Employ accessible, barrier-free, state-of-the-art design for all new and replacement pedestrian facilities.
Goal 5 Effectively utilize available resources to provide for basic pedestrian mobility and accessibility needs before providing enrichments.
Public Transportation Services
VIA Metropolitan Transit (VIA) is a political subdivision of the State of Texas, authorized by State Enabling Legislation to receive locally-generated sales tax income at a rate not to exceed one percent and subject to approval by voters within the VIA service area. VIA currently collects sales tax income at a rate of one-half percent as approved in the November 1977 referendum that established VIA. VIA is also supported, to a much smaller degree, by fare box revenue, Federal Transit Administration (FTA) funding, advertising revenue, and interest income. VIA is governed by an eleven member Board of Trustees. Five of the Trustees are appointed by the City of San Antonio, three by Bexar County and two by the Greater Bexar County Council of Cities. These appointed Trustees elect an eleventh person to serve as MOBILITY 2030 ES - 7 Approved: December 6, 2004
Board Chairman.
The VIA service area is 1,215 square miles in size, which is equivalent to 97% of Bexar County. It currently includes the City of San Antonio, thirteen suburban cities and the unincorporated areas of Bexar County. Suburban cities located within the service area are Alamo Heights, Balcones Heights, Castle Hills, China Grove, Converse, Elmendorf, Fair Oaks Ranch, Grey Forest, Helotes, Hollywood Park, Kirby, Leon Valley, Olmos Park, St. Hedwig, Shavano Park, Terrell Hills, and portions of Cibolo, Schertz, and Selma. Cities entirely or partially located within Bexar County but which are not part of the VIA service area are Hill Country Village, Live Oak, Lytle, Somerset, Universal City, Windcrest, Grey Forest, Helotes, and Hollywood Park.
As of 2004, VIA serves nearly 7,000 bus stops and nine transit centers and park and ride facilities. VIA’s operational fleet consists of 342 full-size buses, 67 small buses, 19 streetcars, for a total of 428 fixed route vehicles. For VIAtrans service, VIA operates 105 vans directly and 121 vans are operated by a private contractor. (Bus Operations Daily Report of Bus Availability for October 7, 2004). Since 1990 all transit vehicles purchased by VIA have been equipped with lifts or ramps to accommodate persons in wheelchairs VIA has also purchased low floor and kneeling vehicles to accommodate patrons who cannot negotiate steps. VIA expects to have its bus fleet entirely accessible by 2008.
The San Antonio region faces many challenges in the area of Public Transportation. While VIA has long been one of the most financially efficient transit systems in the country, its fiscal constraints and service area characteristics have limited what it can offer the community in the future.
However, in 2003 the Texas Transportation Code legislating transit authorities was modified to allow the creation of an Advanced Transportation District. This new legislation allows transit authorities meeting specific criteria to call for an election to create an Advanced Transportation District and to impose a sales tax for the purposes of advanced transportation and mobility enhancements. On November 2, 2004, voters in Bexar County approved a ¼-cent sales tax increase to fund the Advanced Transportation District. The revenues from this sales tax are to be distributed as follows: 50% to the Advanced Transportation District (VIA Metropolitan Transit Authority), 25% to the participating municipality (City of San Antonio), and 25% to the Texas Department of Transportation. This funding will give the transportation community additional funds too provide the citizens of this region with more transportation choices.
Roadway Needs
As population and employment continue to grow in the San Antonio metropolitan
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area, a higher burden will be placed on the transportation system. To accommodate traffic increases on the roadway system, additional lanes will need to be added and operational improvements will need to be made. In addition to congestion levels, factors that were considered while developing the future year roadway network included impacts to neighborhoods, acceptability by the public, environmental concerns and fiscal constraints.
The proposed roadway system improvements in the MTP are limited by the amount of funding available, or those revenues that can be reasonably expected over the 25-year life of the MTP. While more improvements are necessary than what funding is available for, the roadway projects selected address the most congested areas of the MPO study area. The future year (2030) roadway system was developed using an extensive public involvement process (see Chapter 3 Public Involvement) and technical analysis. Using the functionally classified system as an overall framework, a network of the future year highway and street system was developed. Freeways, arterials, and selected collector streets in the MPO study area comprise the future year roadway network.
Even with the investment made over the next twenty-five years in transportation infrastructure, the local traffic congestion is expected to increase. Transportation demand management strategies will become increasingly important and, when implemented, can have an effect on growth, land use, travel patterns and travel behavior.
Freight Movement
The signing of the North American Free Trade Agreement (NAFTA), as well as the creation of the maquiladora plants which predate NAFTA, have helped fuel the yearly increase in truck crossings from Mexico into the United States. These crossings, through Texas border cities alone, have increased on average by 16.5% for the 1992 through 1997 time period. With the dramatic increase in goods movement across the United States/Mexico border, an accompanying increase in truck traffic in the San Antonio region, especially along IH 35, becomes predictable and knowledge of local truck traffic becomes vital.
The value of exports between Texas and Mexico has increased 9.8% between 1999 and 2003. Although this percentage may not seem as high as it has been in previous years, it is important to note that the export business between Texas and Mexico has turned into an annual $41 billion dollar industry. This increase has had a notable impact on the San Antonio region because San Antonio is located on a major truck-travel route to Mexico. Although imports from Mexico and Canada to Texas are not as substantial in dollar value as the exports, the value of imports from Mexico has increased 44% from 1997 to 2003. The value of imports from Canada has also grown significantly, growing 34% over the same time period.
NAFTA related trade will continue to impact the San Antonio metropolitan area and MOBILITY 2030 ES - 9 Approved: December 6, 2004
will continue to grow at a faster rate than what was earlier anticipated. The growth in freight movement and the growth in local population and employment will increase the level of service on local freeways. Planning agencies in this region understand that transportation planning efforts must now increase the focus on freight movement in order to improve the area’s transportation system.
Environmental Concerns
On April 15, 2004, the San Antonio-Bexar County metropolitan area was deemed to be in “non-attainment” with the National Ambient Air Quality Standards (NAAQS) for ozone. However, the official designation of being “non-attainment” has been deferred because the region has signed an Early Action Compact (EAC) with the Environmental Protection Agency. By signing an EAC, the area pledged to meet the 8-hour standard two years earlier than required by the NAAQS by agreeing to meet specified milestones. As long as the area meets the agreed upon milestones and achieves attainment status by 2007, the impacts of the non-attainment designations will be deferred.
The Alamo Area Council of Governments AIR Committee developed the Clean Air Plan (also known as the EAC) for the San Antonio area. Essentially, the Clean Air Plan is a blueprint specifying voluntary measures regional organizations have committed to implement in order to improve air quality more quickly than required by the Environmental Protection Agency (EPA). The Clean Air Plan’s primary purpose is early implementation of air quality measures to avoid the penalties associated with a non-attainment designation. The deferred status explained above remains for the duration of the Clean Air Plan or until a milestone in the Clean Air Plan is not met.
Clean Air Plan Timeline:
• December 31, 2002: Clean Air Plan and milestone timeline signed by all parties
• December 31, 2004: State adoption of plan in State Implementation Plan (SIP)
• Control measures incorporated into the SIP; any modifications are SIP revisions
• December 31, 2005: Adopted control strategies must be implemented
• December 31, 2007: Attainment Date
• December 31, 2012: Maintenance Demonstration Date - ensures attainment through this period Congestion Management System
Although the San Antonio area is not considered one of the most congested cities in America, it has been identified as having one of the fastest growing congestion levels in the country. The average citizen in San Antonio spends more than 18 hours stuck in traffic MOBILITY 2030 ES - 10 Approved: December 6, 2004
each year, an increase of 157% over the past decade (Urban Mobility Study, Texas Transportation Institute, 2002). Congestion is a major contributor to the air quality concerns and to the overall efficiency of the area wide transportation system. With non- attainment of air quality standards rapidly becoming a real possibility for this area, congestion management strategies and transportation control measures must be applied effectively toward relieving a substantial portion of these concerns.
Goals of the Congestion Management System are to:
Goal 1 Increase the efficiency of the existing transportation system and decrease traffic congestion through coordination of traffic operations and development of strategies to reduce travel demand at both the regional and corridor levels.
Goal 2 Diminish the growth in single occupancy vehicles and enhance air quality by improving the opportunities for alternative means of transportation.
The Objectives of these goals can be found in the Congestion Management section (Chapter 10) of the MTP.
Financial Information
The transportation system in the San Antonio-Bexar County study area will need to be maintained and enhanced to meet the mobility needs of people and goods for the 25- year horizon of this plan. To meet the growing travel needs, it is necessary to identify reasonable and available federal, state, and local transportation funds, both public and private. Traditional transportation funds are available through a variety of sources, many of which contain restrictions on how they can be used and/or allocated. It is also necessary to estimate relevant expenses including capital for both maintenance and operation of the system.
In order to meet the expected mobility needs of the region, the Financial Plan investigates the available existing and forecasted funding amounts from all governmental sources. Specifically, it looks at recent historical trends in transportation-related expenditures and projects them forward for the next 25 years.
Revenue Summary
Funded Projects
The complete project listing can be found in Chapter 12 of this document.
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Estimated Revenue Sources
Traditional Funding Total------$4,138,670,000 VIA Metropolitan Transit Total ------$3,189,000,000 Advanced Transportation District ------$850,000,000 Total Traditional Revenue------$8,177,670,000
Potential Additional Revenue Sources
Transportation Enhancement Program------$10,000,000 Congestion Mitigation Air Quality (CMAQ)------$375,000,000 Commission Strategic Priority Funding------$375,000,000 FHWA Demonstration Funds ------$50,000,000 FTA “New Starts” Program ------$24,000,000 Private Sector (Comprehensive Dev. Agreements) ------$1,485,000,000 Total – Potential Funding Programs------$2,319,000,000
Commuter Rail District------to be determined at a later date Bonding Capacity ------to be determined at a later date Regional Mobility Authority Contribution ------to be determined at a later date
Unfunded Projects
See Supplemental List of Unfunded Roadway and Transit Projects in Section 12
MOBILITY 2030 ES - 12 Approved: December 6, 2004
Introduction
Background
Transportation is an important factor in all our lives. How well we get to and from work, school, hospitals, shopping centers and recreational facilities is critically important to us all. The ability to travel directly affects our socio-economic well-being. On a larger scale, the San Antonio metropolitan area's economy and environment depend heavily on the condition and efficient performance of our regional transportation system. Appropriate transportation planning, recognizing the mobility needs and identifying the available resources, will allow for the maintenance and improvement of our transportation system, therefore affecting our economy and quality of life.
The fundamental purpose of transportation planning is to ensure that our ability to move people and goods throughout the metropolitan area keeps pace with the growing demand for mobility. Transportation improvement projects, both roadway and transit, by their very nature take a long time to accomplish. This long range planning must be accomplished in a continuing, comprehensive and coordinated manner. It must also be consistent with the economic, social and environmental goals and objectives of the local governments within the San Antonio-Bexar County Urban Transportation Study Area. Public involvement in the planning process is necessary to ensure that transportation decisions are not made independently and that federal tax dollars are used in accordance with legitimate public needs and desires. The region’s long-range transportation plan, the Metropolitan Transportation Plan, is a federally required, financially constrained plan with a horizon year of 2030.
Long-range transportation planning requirements are not new. Transportation planning by metropolitan planning organizations dates back to the passage of the Federal Highway Act of 1962. This act required that all urban areas with populations of 50,000 or greater develop and maintain a comprehensive, cooperative and continuing regional transportation planning process. Accordingly, in 1963, San Antonio, Bexar County and the Texas Department of Highways established the San Antonio - Bexar County Urban Transportation Study (SABCUTS). In August 1977, the Governor of Texas designated the SABCUTS Steering Committee as the official Metropolitan Planning Organization (MPO) for San Antonio and Bexar County. This organization is the forum for cooperative transportation planning and decision-making by officials of the urban area's local governments and transportation agencies. The MPO Transportation Policy Board is comprised of ten elected and nine appointed officials representing the following entities: the State of Texas through the State delegation and the Texas Department of Transportation, the Alamo Area Council of Governments, Bexar County, City of San Antonio, Greater Bexar County Council of Cities, Northeast Partnership and VIA Metropolitan Transit. The passage of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) marked a significant change in the planning and development of metropolitan MOBILITY 2030 I - 1 Approved: December 6, 2004
transportation systems. In its Declaration of Policy, ISTEA mandates "a National Intermodal Transportation System that is economically efficient and environmentally sound...and will move people and goods in an energy efficient manner." Specifically, "the National Intermodal Transportation System shall consist of all forms of transportation in a unified, interconnected manner . . . to reduce energy consumption and air pollution while promoting economic development . . ."
On May 22, 1998, Congress passed the Transportation Equity Act for the 21st Century (TEA-21) authorizing highway, highway safety, transit and other surface transportation programs for the next six years. TEA-21 builds on the initiatives established in ISTEA. TEA-21 combines the continuation and improvement of current programs with new initiatives to meet the challenges of improving safety as traffic continues to increase at record levels, protecting and enhancing communities and the natural environment, and advancing America’s economic growth and competitiveness domestically and internationally through efficient and flexible transportation. This document was written based on the planning requirements of TEA-21 since Congress has not yet passed a new reauthorization bill.
TEA-21 Planning Factors
The TEA-21 seven planning factors closely reflect the Metropolitan Transportation Plan Goals, which are listed later in this section. The seven planning factors are listed below as well as their applicability to the MTP Update. These goals have also been supported through the public involvement associated with the MTP Update as documented in Chapter 3.
1) Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency
One of the MTP goals is to invest in the development of a regional transportation system that serves to increase mobility and efficiency of the movement of people and goods. Land use patterns influence transportation alternatives and strategies that, in turn, influence productivity and efficiency. Continued population growth, as the San Antonio-Bexar County region is experiencing, influences economic growth, in particular employment types and income levels.
2) Increase the safety and security of the transportation system for motorized and non- motorized users
Specific actions to increase the safety and security of non-motorized users that are recommended by the MTP include developing off-road bicycle facilities, and for pedestrians, to consider distance from curb, signage, drainage, slope, speed limits, pedestrian crossings and signals, and education of the traveling public. For both non- MOBILITY 2030 I - 2 Approved: December 6, 2004
motorized and motorized users, coordinating traffic operations and implementing strategies to reduce travel demand at the regional and corridor levels will increase the safety of the traveling public.
3) Increase the accessibility and mobility options available to people and for freight
The MTP includes other transportation modes such as the rideshare program and Bus Rapid Transit, which reduce the dependency on single occupant vehicles. Accessibility and mobility opportunities are enhanced by continuing to develop and upgrade bicycle and pedestrian facilities and other modes of transportation.
4) Protect and enhance the environment, promote energy conservation, and improve quality of life
The MTP encourages the implementation of strategies to protect and enhance the environment and quality of life. Specific strategies include the development of multi- modal transportation modes such as improved transit service and encouraging non- motorized vehicle travel. Other efforts include conversion of fleets to alternative fuels, and specific activities that are implemented on Air Quality Health Alert Days.
5) Enhance the integration and connectivity of the transportation system
Integration and connectivity of the transportation system is enhanced by additional sidewalk construction; designating bicycle lanes or bicycle paths; providing accessible transit service; providing adequate levels of transit service; and providing passenger amenities to facilitate a transfer between transportation modes. Real time travel information for both roadway and transit travel can also greatly improve the usability of the transportation system.
6) Promote efficient system management and operation
Through the Congestion Management Plan (see Chapter 10), efficient system management and operation are identified. Operational Management strategies included are the TransGuide System, Freight Management, and Corridor Management. Community campaigns include Rideshare programs, telecommuting, and trip planning. Policy Management strategies include Growth Management and Parking Management.
7) Emphasize the preservation of the transportation system
Preservation of the transportation system is closely related to Planning Factor #6. Many of the strategies outlined previously are effective in promoting efficient system management and operation will therefore preserve the transportation system. Preservation of the existing transportation system can also be encouraged through
MOBILITY 2030 I - 3 Approved: December 6, 2004
preservation of rights-of-way, such as abandoned rail corridors, which may be needed for future transportation corridors
Metropolitan Transportation Plan Mission Statement
The Metropolitan Transportation Plan (MTP) is the basic framework for the San Antonio - Bexar County Metropolitan Planning Organization's continuous, comprehensive, and coordinated regional transportation planning efforts for the next 25 years. The MTP will provide the framework for the efficient, safe and convenient transportation of people and goods in consonance with the metropolitan area's overall economic, social, energy and environmental goals. Special effort will be made to provide improved access for all citizens to a variety of transportation choices including alternatives to single occupant vehicles; provision of an effective and efficient public transit system; and the continuous involvement of the public in the transportation planning process.
In February 1998, the MPO Transportation Policy Board adopted the following mission statement:
The San Antonio metropolitan area is served by an environmentally friendly transportation system where everyone is able to walk, ride, drive or wheel in a safe, convenient, and affordable manner to their desired destinations.
The input received in the early stages of the MTP development validated this goal statement. Also based on the input received through the public involvement process, the following goal statements were validated:
Metropolitan Transportation Plan Goals
• Invest in the development of a regional transportation system that serves to increase the mobility and efficiency of the movement of persons and goods.
• Encourage the cost effective expansion of the regional transportation system to meet the growing mobility needs while ensuring good air quality; enhancing the safety of the traveling public; fostering appropriate land use patterns; advancing alternative modes of transportation; and, increasing accessibility for the traditionally under served segments of the community. MOBILITY 2030 I - 4 Approved: December 6, 2004
• Support systematic and coordinated maintenance programs, and make available the adequate resources to preserve existing roadways and transit systems.
• Increase the efficiency of the existing transportation system and decrease traffic congestion by coordinating traffic operations and developing and implementing strategies to reduce travel demand at both the regional and corridor levels.
• Invest in a public transit system that meets the existing and projected needs of the region by developing effective routes and schedules and constructing functional and attractive passenger amenities.
• Incorporate the spirit and intent of the Americans with Disabilities Act pertaining to mobility and accessibility into all levels of the transportation system.
• Enhance the effectiveness of the regional transportation system by addressing the social, economic, energy and environmental issues of the region in all transportation planning efforts.
• Improve the opportunities for alternative means of transportation that diminish the growth in single occupancy vehicles and enhance air quality by upgrading the availability of bicycle and pedestrian facilities; and encouraging the conversion to alternative fuels.
• Promote the development of a regional transportation system that recognizes the unique characteristics of the San Antonio-Bexar County area and ensures respect for neighborhoods, historic and archeological resources, the Edwards Aquifer, and other social and environmental issues.
• Promote the development of a regional transportation system that enhances economic activity; provides for employment growth; and encourages public-private partnerships through the equitable distribution of resources.
• Facilitate the involvement and participation of individual citizens, neighborhood and other interested groups, business and community leaders, local governments, and state agencies in the transportation planning process.
An important element of the MTP is to determine how approximately $10 billion in federal, state, and local transportation funds should be spent over the next 25 years. One of the findings during the MTP development is that population is expected to increase 68% between 2000 and 2030 and employment is expected to increase 75% between 2000 and 2030. Therefore, even with a $10 billion investment in transportation infrastructure, the congestion levels will increase at a faster rate than the available funding levels. Given that MOBILITY 2030 I - 5 Approved: December 6, 2004 overall transportation needs far outstrip available funding resources, public input is essential to developing an acceptable list of transportation improvement projects for the community.
Transportation improvement projects fall into six general areas:
• Increasing roadway capacity - increasing the number of lanes on streets, highways and freeways to carry more vehicles.
• Maintenance of existing roadways - repairing and reconstructing (without adding lanes), and adding operational improvements to existing streets, highways and freeways.
• Operational improvements to existing roadways – providing right and/or left turn lanes at intersections, traffic signal preferential treatments, intelligent transportation systems and access management to improve the traffic flow and reduce the immediate need for additional capacity.
• Public transit services - increasing the frequency of service and extending or adding bus routes; improving passenger facilities; and building other forms of transit like bus rapid transit, commuter rail and activity center people movers.
• Non-motorized transportation - building accessible and barrier-free sidewalks; repairing existing sidewalks; designating bicycle lanes on streets or providing for off-road facilities.
• Other transportation service – including the Alamo Area Commute Solutions Program which is the local rideshare program
Consistency with Other Local Plans and Programs
The City of San Antonio’s Master Plan and Major Thoroughfare Plan, the Texas Metropolitan Mobility Plan, VIA Metropolitan Transit’s Comprehensive Service Plan, the Advanced Transportation District, the Early Action Compact, the Congestion Management Plan, bicycle and pedestrian plans, actions from the joint San Antonio and Austin MPO meeting which was held in April 2004 and upcoming actions of the San Antonio Mobility Coalition and the Bexar County Regional Mobility Authority were specifically considered in the development of the Metropolitan Transportation Plan. Table I-1 shows the Metropolitan Transportation Plan’s consistency with these locally adopted plans and programs.
This document updates the Metropolitan Transportation Plan locally adopted in December 1999. The document represents the planning efforts of numerous transportation agency staff working with technical and public involvement consultant teams, elected and MOBILITY 2030 I - 6 Approved: December 6, 2004 appointed governmental officials, and community-based organizations and private citizens over a two-year period. The planning process has been continuing, comprehensive, coordinated and fully inclusive. The MTP is intended to be a flexible and dynamic document, and amendable as regional conditions change. It will be reviewed and updated every five years or as required by federal regulations.
MOBILITY 2030 I - 7 Approved: December 6, 2004
1. Demographic Development
Accomplishments Over the Past Five Years
The San Antonio – Bexar County Metropolitan Planning Organization (MPO) continually improves upon its’ demographic forecasting methodology. Over the past five years the MPO has reviewed other models such as UrbanSim for their usability in the region. Zone to zone travel times have been incorporated into the model to improve the reliability of forecasts; historical databases have been built that can be used for studies in development trends; weaknesses in existing models have been evaluated and compensated for in the local review process; and the demographic models have been used in several of the adjacent counties that impact transportation in Bexar County. The refinement of demographic forecasting procedures will continue to be a priority for the MPO.
Background
The basis of any effective planning effort rests primarily on a determination of the area’s base year demographics (population, household size, employment, household income, and land use) and future projections of these demographics. The MPO used 2000 as the base year for this update of the Metropolitan Transportation Plan (MTP). For the future years, various federal and state government data sources were used for the population and employment forecast totals in five year increments to the year 2030 for the San Antonio area.
The process for forecasting future growth in population and employment is not an exact science. Multiple forecasting models exist with differing assumptions and results. What is needed for the transportation planning process is a “comfort level” with the demographic control totals used to predict future travel. The tendency is to be more comfortable with the recent trends. If the economy is doing well and jobs and housing are expanding, the tendency is to select an optimistic forecast. The tendency to select a conservative forecast usually occurs if the current or most recent trend is decreasing or if a flat economy exists. Upturns and downturns in the economy occur in cycles that, over a 20 or 30-year time span, tend to counteract each other. That is why annualized growth rates are important indicators for long term demographic projections.
If a conservative approach is taken and selected control totals are too low then the risk is to be behind in planning for needed infrastructure. If the control totals are too optimistic, this could result in a false or premature justification for roadway and/or transit infrastructure improvements.
While area-wide demographic control totals were readily available, these figures needed to be disaggregated to census tracts and eventually to the traffic serial zone
MOBILITY 2030 1 - 1 Approved: December 6, 2004 level for use in the travel demand model. It should be noted that while the allocation model used for the disaggregation process will produce an estimate of what may happen in the future, there is no way to predict the occurrence of unforeseeable changes that would effect the future distribution of employment and population. This, in part, necessitates that the forecast be reviewed and updated on a regular interval.
The demographic forecasting output for each future year increment is the result of a joint effort by the transportation planning agencies in the study area. Concurrence by these agencies on future demographics is necessary before work commences on a subsequent model run. Concurrence ensures minimizing duplication of effort in data development and maximizes local confidence in demographic forecasts.
METROPILUS
The MPO currently uses the METROPILUS software package for all demographic forecasting model runs. The model provides the most reasonable and disaggregated data for future years. METROPILUS is an evolution of the DRAM (Disaggregated Residential Allocation Model) and EMPAL (Employment Allocation Model) package and combines employment, residence location, transportation networks, and land consumption in a single comprehensive package embedded in a Geographic Information Systems (GIS) environment.
The overall concept of the METROPILUS forecasting process can be stated simply: the model allocates the total growth in employment, households, and land use for an area into its sub-regional component zones. This allocation is made possible by using regional trends, transportation facility descriptions, and data on current location of employment and households. The required data for the METROPILUS model runs include current census of population and employment by place of work, total future population and employment, travel times between zones and current land use information. The forecasts are done in five-year increments with one forecast becoming input to the next five-year forecast.
Population and Households: 2000-2030
The base year input for METROPILUS came from the 2000 Census. Since the travel demand model requires population and employment by traffic serial zones (TSZ), the final forecasting output was at the TSZ level. The population control totals (forecasted number of persons in the study area), in five-year increments to year 2030, are an average from the Texas Water Development Board and the Texas State Data Center and were approved by the MPO Policy Board in June 2002.
METROPILUS requires the number of persons in future years as a control total and it uses that number to predict the households. This is, in part, because households
MOBILITY 2030 1 - 2 Approved: December 6, 2004 are the group unit where data is available for modeling the relationship between employment and people. Not everyone is employed at a given time and they are usually part of a family or housing relationship. Households are the way the software groups persons; they may not always be part of a family (as defined by the Census Bureau), but they are always part of a household.
The year 2030 households map is shown in Figure 1.1. Residential development in the northwestern and western part of Bexar County, between Loop 410 and the Medina County Line, is expected to grow significantly. The northeast part of the study area is expected to grow as well. Southern Bexar County is forecast to show higher than normal gains in the number of households, mainly due to the anticipated opening of the new Toyota Plant.
Figure 1.1 2030 Households by Traffic Serial Zone
Income: 2000-2030
MOBILITY 2030 1 - 3 Approved: December 6, 2004 As one of the model inputs, median household income for the base year was gathered from the 2000 Census. The information was used to divide households into four income groups as needed for METROPILUS. The model specifies a roughly equal grouping of incomes; therefore, each of the categories roughly equate to 25% of the total number of households in the Study Area. The four income categories are shown in Table 1.1.
Table 1.1 Income Level Categories
Category Income Level Low $0 - $19,999 Low-moderate $20,000 - $34,999 High-moderate $35,000 - $59,999 High $60,000+
Income is also used in generating ratios of households by income and employment type. The model uses these ratios to generate forecasts of households by income group.
Besides forecasting future employment and households, another forecasting requirement is median household incomes in the future year. For the base year, the census tract median household income figure was used. The 2030 forecast contains a median household income figure derived from an analysis of 30 year trends in Bexar County. Household income estimates from the 1970-2000 decennial census were adjusted for inflation to 1960 dollars using the Consumer Price Index data from the federal government. A trend line was established and a growth percentage calculated and applied to the incomes for 2030.
Employment: 2000-2030
A primary source of base year employment information was the Texas Workforce Commission's (TWC) files (3rd Quarter 2000). The information was geo-coded based on the addresses provided. Where street addresses were not available (i.e. post office boxes) telephone books and telephone surveys were made to collect information from those employers. For the portion of the study area outside the Bexar County area, Guadalupe and Comal counties, telephone books, and TWC data were also used to the extent possible. In addition, employment data records were leased from InfoUSA and also geocoded by address. The results were then merged with the TWC records and cross checked for accuracy and completeness. The employment control totals, in five- year increments to year 2030, are from Dr. Ray Perryman, a respected authority on the Texas economy. The employment forecast totals were approved by the MPO Transportation Policy Board in June 2002.
MOBILITY 2030 1 - 4 Approved: December 6, 2004 The METROPILUS model requires that employment be delineated into at least four and not more than eight different employment categories. The employment categories are shown in Table 1.2.
Table 1.2 Employment Categories
Category Type of Employment 1 Agriculture, 2 Construction, Mining, Manufacturing 3 Wholesale 4 Retail 5 Transportation, Communication, Utilities 6 Services 7 Finance, Insurance, Real Estate, Public Administration
Besides total employment the model also needed a breakdown of employment by type for year 2000 and for each of the forecasted years. The document, “U.S. and San Antonio Area Economic Projections” (City Public Service) was used for this breakdown of employment by type. These employment categories were grouped into the forecast categories listed in Table 1.2.
With respect to military employment in the study area, the actual number of persons in uniform at each of the bases was collected from the San Antonio Greater Chamber of Commerce, who in turn received the information from the military bases.
The population and employment control totals are shown in five-year increments in Table 1.3. These same figures are shown graphically in Figure 1.2.
Table 1.3 Population and Employment Control Totals for the Study Area
2000 2005 2010 2015 2020 2025 2030 Population 1.42 1.58 1.74 1.91 2.07 2.23 2.39 (in millions) Households (in 0.50 0.56 0.62 0.68 0.75 0.82 0.89 millions) Employment 0.72 0.80 0.89 0.98 1.08 1.18 1.26 (in millions) Empl/Pop % 0.51 0.51 0.51 0.52 0.52 0.53 0.53
MOBILITY 2030 1 - 5 Approved: December 6, 2004 Figure 1. 2 Demographic Growth for the San Antonio Area
3,000,000
2,500,000 Households 2,000,000 Employment Population 1,500,000
1,000,000
500,000
0 2000 2005 2010 2015 2020 2025 2030
The year 2030 employment map is shown in Figure 1.3. Employment growth will continue in western Bexar County and across the north. The trend appears to be for most of the employment growth to occur generally outside Loop 410 to the Bexar County Line. One exception to this trend is downtown San Antonio, where growth will be substantial. Continued growth in the medical center area will be a factor in the northwest. The Toyota Plant will be a factor in employment growth in south Bexar County.
In addition to local area knowledge of on-going developments in the area, staff collected zoning data from each of the incorporated communities in the MPO study area. Staff overlaid the zoning categories (e.g. residential, commercial) with vacant land parcels. Available vacant land for development could then be checked in each community and used as a check on the modeling process.
Land Use Projections
One of the integral components of the METROPILUS forecasting process is land use. This model reflects current state of the art in modeling in that it connects land use and the transportation system. In order to develop this data as input into the model, staff acquired a computerized parcel file and database file from the Bexar Appraisal District. The files were merged and the information grouped to reflect land use types throughout Bexar County. The balance of the land use in the study area (portions of Comal and Guadalupe Counties) was generated from additional aerial photos and windshield surveys by staff. Table 1.4 shows the distribution of land uses by category in the MPO study area.
MOBILITY 2030 1 - 6 Approved: December 6, 2004 Figure 1.3 2030 Total Employment By Traffic Serial Zone
Table 1.4 MPO Study Area Land Use Distribution
Land Use Category Number of Acres Percent of Total Acreage Residential 132,000 15% Commercial 56,000 7% Industrial 54,000 6% Streets 64,000 7% Vacant Developable 528,000 62% Vacant Non-Developable 22,000 3% Total 856,000 100%
MOBILITY 2030 1 - 7 Approved: December 6, 2004 2. Transportation Needs Analysis
Accomplishments Over the Past Five Years
This is the first time that a Needs Analysis was completed as an initial step in the development of the Metropolitan Transportation Plan (MTP) update. The eight largest MPOs in Texas (known as Transportation Management Areas or TMAs), in a collaborative manner, developed their regions’ components for the Texas Metropolitan Mobility Plan (TMMP). The TMMP development process and analysis tools will be refined over time to even better document the growing transportation needs in Texas.
Background
The federal government has required the area to develop this document, a fiscally constrained MTP. Although the MTP is important to the area, the State of Texas recognized the need for the TMMP, which focused on the transportation needs of the eight large metropolitan areas around the state and identified the funding “gap” that exists between traditional funding resources and the amount needed to reduce congestion to a locally acceptable level. Identifying the amount of the funding gap and the transportation options and funding tools to close this gap is important because in order to maintain a vibrant economy and fulfilling quality of life, we must provide reliable mobility, improved safety, streamlined project delivery and economic vitality. This chapter provides only an overview of the needs based planning effort undertaken as a step in the development of both the TMMP and the MTP. For more detailed information please refer to the region’s TMMP document which was locally adopted in July 2004.
Adopted Goals of the Texas Metropolitan Mobility Plan
Seven goals that the TMMP will strive to achieve are listed below. These goals are important to all citizens and are important to the success of any community.
Relieve congestion – every large metropolitan community experiences some type of congestion. While some communities may experience heavier congestion than others, every region strives to improve the mobility needs of its citizens. A congestion index was developed to quantify the amount of congestion into a single unit. Focusing on surface modes of transportation, the index was based on the delay time experienced by people and in the delivery of goods.
Improve safety – based on results from the needs analysis which was a theoretical exercise in adding lanes to all congested roadways, it is apparent that mobility will be improved and that a higher degree of reliability will be built into the system, which translates into a safer overall regional transportation system. Operational
MOBILITY 2030 2 - 1 Approved: December 6, 2004 improvements such as intersection improvements, traffic signal enhancements, and intelligent transportation system deployment will also work to improve this system.
Improve air quality – the degradation of air quality will always be one of the outcomes of increased congestion. Therefore, one of the goals is to improve air quality.
Improve quality of life – a good quality of life can only be achieved through an effective and efficient transportation system. Beyond reducing congestion and improving air quality, quality of life impacts of proposed projects are important and identified in the issues below:
• provide greater transportation choices • create a more cost-effective transportation system • promote livable neighborhoods, towns and cities • encourage efficient use of developed areas and preserve open space and natural resources • improve public awareness and communication on transportation issues • support a strong and sustainable economy • respect San Antonio’s natural environment
Improved opportunities for enhanced economic development – reduced congestion and improved mobility is crucial to the economic vitality of a metropolitan area. Failing to solve metropolitan congestion problems will result in significant economic consequences for existing and emerging metropolitan regions. A region must ensure that further growth is well planned and comprehensively integrated with all transportation modes. Transportation and land use play an important role in the development of any community. The way transportation is planned and constructed in this area must be responsive to regional trends in economic expansion, population growth, development, quality of life, public health, and the environment
Enhance infrastructure maintenance – in adding additional capacity to a transportation system, the region must understand the importance of maintaining all current and future infrastructure. A key component of transportation planning is not only identifying future mobility needs of the area, but also the magnitude of infrastructure that must be maintained over time to ensure proper functionality and usability of the system without any degradation of service. This includes not only the existing transportation system, but also future facilities, because once they are constructed, a dedicated source to support their maintenance must also exist.
Streamline project delivery – the Texas Metropolitan Mobility Plan is intended to allow for expanded use of innovative tools for a more stream-lined process for project delivery. Public-private partnerships and efficient cash-flow management methods are two of the traditional techniques used to provide more timely delivery of improvements.
MOBILITY 2030 2 - 2 Approved: December 6, 2004 A region is committed to maximizing all resources and exploring all streamlining options in order to ensure that projects are built in a timely manner.
Relationship to the Metropolitan Transportation Plan
In order to meet state and federal planning requirements, Metropolitan Planning Organization’s have been preparing long-range metropolitan transportation plans for many years. Although there are many similarities between the TMMP and the MTP, and the development of the TMMP was a positive step in the development of the MTP, the differences are very evident.
The MTP is a comprehensive, multi-modal blueprint for transportation systems and services aimed at meeting the mobility needs of the San Antonio-Bexar County Metropolitan Planning Organization (MPO) study area. This document serves as a statement of the ways the region plans to invest in the transportation system over the next 25 years. The MTP includes both long and short-range policies, strategies, and projects that lead to the development of an integrated inter-modal transportation system that facilitates the efficient movement of people and goods. The MTP serves to guide the expenditure of federal, state, and local funds expected to be available for transportation improvements through year 2030. The MTP is required to be financially constrained, which means that it must be balanced to anticipated revenue streams over time. One of the most important aspects is the identification and analysis of the financial resources available to implement its project recommendations. Because of the financial-constraint requirement, the MTP does not address or quantify unmet funding needs and does not typically look beyond what can be achieved with the amount of available funding, resulting in a realistic, yet constrained picture.
The TMMP is a state-based requirement intended to serve as a framework for identifying unmet transportation needs in the state’s larger metropolitan areas. The TMMP requires the eight Transportation Management Areas (TMA’s) in Texas to develop a comprehensive, locally developed, visionary, realistic, and financially unconstrained plan to reduce congestion and improve mobility and air quality. While the MTP serves as a financially constrained plan identifying only what can be afforded given anticipated funding streams, the TMMP goes one step further and becomes a needs- based plan, which quantifies transportation needs beyond the fiscal constrained barrier. Instead of taking a conservative approach and focusing only on what funding can be predicated to be available, the TMMP focuses on the magnitude of unmet needs and provides decision-makers with a better idea of the total transportation needs for each region, shows that we are not currently meeting mobility needs adequately and that additional funding is needed. The over-arching goals of the MTP and TMMP are similar.
MOBILITY 2030 2 - 3 Approved: December 6, 2004 Texas Congestion Index
The Texas Congestion Index (TCI) is a variation of the Travel Time Index developed by the Texas Transportation Institute for the Annual Urban Mobility Report. It is intended to be a single, uniform measurement of congestion that addresses the transportation of persons and freight by all modes within the major metropolitan areas of the state. The TCI identifies the overall transportation needs of the region and shows the effect of spending to relieve congestion by all agencies and the private sector in a given metropolitan area.
This TCI compares the travel time in peak period to the travel time that would be required for the same travel at free-flow speeds. Some of the key elements of the index include speed and/or travel time, person-miles moved, dollar value of improvements, travel delay, and the variation in speed or reliability of travel time. The normal travel time associated with a trip would be defined as 1.0. Therefore, a TCI of 1.15 means that a peak-period trip would take no more than 15 percent longer than off-peak, or free- flow, travel.
A TCI of 1.0 has been defined as the desirable level for any given area. When the TCI reaches a level of 2.0 the area has reached gridlock which hurts growth and economic development opportunities. Reaching this level of congestion is unlikely since federal and state funds will continue coming to the area, at least at current levels.
Because a single index can obscure some elements or characteristics, the TCI process creates several measures aimed at assessing various elements of metropolitan transportation services. The TCI will help evaluate the programs and strategies that should be pursed to accomplish mobility objectives. It is designed to complement existing tools, procedures, measures and practices to improve congestion relief analysis.
Modeling Results
Table 2.1 and Figure 2.1 show the different modeling efforts that were under- taken to document the transportation needs for the MPO study area. Each point measures a different level of investment and each model run shows the corresponding level of congestion. The table below details the test and results that were conducted for each network year.
If all funding streams remain the same as today and all projects are constructed as scheduled using traditional funding sources, the index is expected to reach 1.47. In order to build the projects that are needed to bring congestion down to a tolerable and locally acceptable level, the region must find an additional $8 billion in funding. This figure includes added more roadway lanes, transit projects, the addition of several key interchanges around the region, and the right of way needed to expand the system. MOBILITY 2030 2 - 4 Approved: December 6, 2004 However, this figure does not include the cost associated with rehabilitating the existing transportation system. It is important to note that although it may be impossible to achieve a funding level of this magnitude, everyone must realize the funding needs of the region and the state, and come up with ways to close the funding gap.
Table 2.1 Model Run Description
Network Year Test Conducted Year 1995 network This test established the overall congestion levels in TCI = 1.14 1995. Year 2000 network and year This test established the overall congestion levels in the 2000 demographics base-year. TCI = 1.21 Year 2000 network and year This test established the impact of congestion in 2030 2030 demographics on the system if no improvements were made other than TCI = 2.03 those that were in place in year 2000. Existing + Constructed since This test provided a refinement of the base-year plus Year 2000 + Committed in quantified improvements that had been made since the the FY 2004-06 TIP and base year model run and the impacts of added capacity 2030 demographics projects for which funding had already been committed. TCI = 1.83 This test established the area’s future funding needs in Needs Assessment “lane mile equivalents” which were then used along with TCI = 1.12 average “per mile” costs to estimate the area’s future funding shortfall. This test provided a benchmark of committed funds for a realistic funding scenario. A reassessment of funding Traditional Funding Sources showed some projects, which were originally expected TCI = 1.47 to be funded through 2025, were not realistic. The 2025 MTP was backed off to a more realistic funded plan. This test provided a benchmark of using the funding Additional Funding Tools and tools outlined in SB 3588, implementing Bus Rapid Private Investment Transit in the Fredericksburg Road Corridor and private TCI = 1.40 investment in the arterial roadway system.
MOBILITY 2030 2 - 5 Approved: December 6, 2004
Figure 2.1 Texas Congestion Index Analysis
2.03 2.00 Severe Traffic Congestion
1.83 1.80
1.60
1.47
1.40
1.21 $8,000,000,000 Funding Gap 1.20 1.14
Ideal Traffic Flow 1.12 1.00 1995 2000 2005 2010 2015 2020 2025 2030
Analysis Methods
The results of the needs analysis are reflected in Figure 2.2 and Table 2.2. The traditional roadway funding sources allow for 430 lane miles to be added to transportation system in the MPO study area. After running the travel demand model and having it identify all congested facilities, and then allowing the model to add capacity in increments of whole number lanes until that level of congestion is eliminated, the resulting additional lane mile equivalents needed under this needs-based plan are 2,330.
MOBILITY 2030 2 - 6 Approved: December 6, 2004 The process used to identify this additional need is based on an all-or-nothing travel demand model run, which has a tendency to make the freeway facilities overly attractive due to faster speeds, which adds the majority of trips to these faster facilities. It is anticipated that congestion will ultimately be alleviated through a mixture of types of improvements. This analysis provides a good representation of overall needs, but does not clearly identify where and how those needs will eventually be accommodated. In other words, even though the graphic shows that some areas of Loop 410 need up to four additional lanes, the right-of-way or construction costs may make this expansion unattainable. Therefore, other congestion reduction strategies such as transit, vanpool, further deployment of intelligent transportation system strategies, operational improvements, incident management, access management or improvements to adjacent facilities would need to be implemented in order to improve mobility in that area. This graph should not be interpreted as a future road expansion tool, but rather an unconstrained need of transportation options and solutions needed by facility in the MPO study area.
Figure 2.2 2030 Transportation Needs Analysis Results in Lane-Mile Equivalents
MOBILITY 2030 2 - 7 Approved: December 6, 2004 Table 2.2 Costs Associated with Additional Lane Mile Equivalents Needed in the MPO Study area
Base Year Eliminate all Traditional Funding Lane Severely Congested Facilities Levels Mileage Facilities by Area Additional Type Additional Cost Cost Lane Miles (in millions) Lane Mile (in millions) Equivalents Downtown 30 0 $0 20 $126 Area Freeways Downtown 70 0 $0 0 $0 Arterials Urban 690 180 $558 280 $868 Freeways Urban 1,800 70 $175 720 $1,800 Arterials Suburban 340 140 $420 300 $900 Freeways Suburban 650 20 $24 540 $648 Arterials Rural 140 20 $32 60 $96 Freeways Rural 471 0 $0 410 $451 Arterials Subtotal 4,190 430 $1,209 2,330 $4,889 Freeway to Freeway Interchanges 16 $2,705 Right-of-Way costs $782 Lane miles to be rehabilitated w/mobility improvements 2,790 $6,183 Other lane miles to be rehabilitated over time period 950 $2,305 Total unfunded needs (does not include traditional $16,864 funding level costs)
From a financial standpoint, it is important to not only identify the long-term needs for the MTP, but to also identify the levels of funding needed to reach such a goal. The table above reflects the lane mile equivalents needed as a result of the needs-based analysis along with the estimated total costs of these needs.
As shown in Table 2.2, approximately $4.9 billion dollars is needed to eliminate all severe congestion. Another $2.7 billion is needed to build future proposed freeway-
MOBILITY 2030 2 - 8 Approved: December 6, 2004 to-freeway interchanges for the area and $782 million is needed to purchase the right- of-way to construct these new improvements. This calls for a total need of $8.38 billion for new capacity as a result of this needs based plan. It should be noted that this figure is above and beyond traditional funding sources.
Furthermore, when completing a future needs assessment it is important to not only account for the addition of new capacity to the system, but to also consider that most of the current facilities will be in need of some degree of partial or total rehabilitation over the next 25 years. As transportation infrastructure continues to age and begins to fail, the area must find the dollars to continually maintain the current system. It is estimated that rehabilitation of this area’s transportation system will come at a cost of approximately $8.49 billion over the span of the MTP. This brings the total transportation needs in the MPO study area to approximately $16.86 billion over the next 25 years.
The Financial Plan outlines the traditional funding source categories and details some strategies for closing this funding gap.
MOBILITY 2030 2 - 9 Approved: December 6, 2004 3. Public Involvement Process
Background
The mission of the San Antonio – Bexar County Metropolitan Planning Organization (MPO) is to provide a continuous, comprehensive and coordinated (“3-C”) regional transportation planning process for the safe and efficient movement of people and goods consistent with the community’s overall economic, social and environmental goals.
The MPO believes in the proactive involvement of citizens, affected public agencies, representatives of transportation agency employees, private providers of transportation, and other interested parties in the development and updates of the Metropolitan Transportation Plan (MTP), the Transportation Improvement Program and significant transportation studies.
A proactive approach to an effective public involvement process requires several elements:
• Early, continuous, and meaningful public involvement; • Reasonable public access to technical planning information; • Collaborative input on transportation alternatives, evaluation criteria and mitigation needs; • Transportation planning meetings that are open to the public; and • Access to the planning and decision-making process prior to closure.
Public Involvement – Phase 1
Four public meetings were held to begin the MTP update process. The meeting times were from 6:00 p.m. to 8:30 p.m. on the following dates and locations:
• Southwest: Tuesday, October 21, 2003, Dwight Middle School, 2454 W. Southcross • Northwest: Wednesday, October 22, 2003, Leon Valley Conference Center, 6427 Evers Road • Southeast: Thursday, October 23, 2003, Claude Black Community Center, 2805 E. Commerce • Northeast: Monday, November 3, 2003, Roosevelt High School, 5110 Walzem Road
At each of these meetings, after a brief presentation to give the participants background information on the MPO and the MTP, the participants were guided through a visioning process by the facilitator. Participants were asked to project themselves 25 years into the future and think about what would be in place at that time, especially as it related to transportation and the elements affecting it. They were asked to jot down their thoughts and images onto butcher paper that was on the table in front of them. They worked individually, then shared their thoughts with other group members, and then collectively drew a picture that represented elements they had imagined in their trip into the future.
MOBILITY 2030 3 - 1 Approved: December 6, 2004 They were asked a series of questions designed to stimulate further discussion about the vision: what they thought needed to change in order to achieve it and what the best way to proceed should be.
There were several common themes throughout the discussions in all of the groups. The most common theme was the need to increase mass transportation services in order to relieve congestion and protect air quality. Mass transportation included the use of commuter rail, light rail, high-speed rail, bus rapid transit and monorail. The discussion highlighted the need to change people’s attitudes about mass transportation, especially bus service.
The discussion of the need for increased mass transportation in many cases led to further discussions about density and the desire to change how development occurs. They indicated that there should be less sprawl, more use of existing buildings and more in-fill development instead of continuing to expand outward.
• Individuals at these meetings were interested in being able to walk and/or bike to places easily and safely, which means that more bicycle trails and sidewalks would be necessary.
• Environmental issues were consistently raised among the groups. Air quality was frequently mentioned, as was the desire for additional parks and green space.
• Sustainability of the environment was also brought up when participants referenced alternative sources of energy for vehicles. Hybrid and electric cars were mentioned as well as the general need to seek additional alternative fuels, whatever they might be.
• The complete record of these four public meetings is documented in the Public Meeting Report submitted by Ximenes & Associates.
Additional Visioning Sessions
Throughout the public involvement process, the MPO continued to gauge the needs of the community by conducting these type of facilitated visioning sessions throughout the region. Members of the Bexar County Commissioners Court, City of San Antonio Quality of Life Committee, the Greater Bexar County Council of Cities, and the University of the Incarnate Word Summer PREP program for junior high and high school students all provided input into this important process.
Public Involvement – Phase 2
Citizen Working Group
For this portion of the public involvement, the MPO study area was divided into five geographical sectors: Southeast, Southwest, Northwest, Northeast and Central. Local
MOBILITY 2030 3 - 2 Approved: December 6, 2004 elected officials (federal, state, county, city, and suburban cities) were individually briefed on the MPO’s public involvement plan and its purpose. These elected officials were asked to designate constituent representatives to work with the MPO for an extended period. People were recruited from a broad cross-section of the community representing city council districts, county precincts, neighborhood association, business community, schools and colleges, environmentalists, developers, historical conservationists and many other interests. Approximately 75 citizens were recruited for the Citizen Working Group (CWG). The purpose of the CWG was to assist the MPO in identifying and refining transportation corridor recommendations and prioritizing them through the MTP process. Additionally, CWG members were asked to be ambassadors to their respective geographic area or organization to explain and gain general support for the adoption of the MTP.
The first CWG worksession was held on October 11, 2003. Committee members were given presentations by locally and regionally recognized experts in a variety of transportation-related areas: conditions affecting future growth including demographic projections, regional water plan, air quality, and economic development. Transportation options for the San Antonio area were also presented, including traditional bus service, Bus Rapid Transit, freight/passenger rail, toll roads and trucking.
Technical Working Group
For this portion of the public involvement a broad array of local professional engineers, planners, architects, environmentalists, land developers, and freight operators were invited to join MPO member agency staff personnel thus creating the Technical Working Group (TWG), numbering about 75 people. The TWG members had also been invited to the October 11th worksession so they could receive the same information that the CWG members were receiving.
Public Involvement – Phase 3
Citizen Working Group
The second CWG worksession was held on November 15, 2003. Desired outcomes of the meeting were to provide committee members with an overview of transportation- related information to help them make informed decisions, review the input from the initial public meetings, develop comfortable working relationships with each other, understand the different perspectives of the work group members and begin the process of building a long- range transportation plan by identifying travel networks to be modeled for their geographic sector that would reflect the desired vision of the population.
At the half-day worksession the CWG members were divided up into the geographic sectors which they represented. Each group was provided with maps of their geographic area and resource information such as maps of demographic projections, current congested facilities, future congested facilities, and the visioning information from the first MOBILITY 2030 3 - 3 Approved: December 6, 2004 round of public meetings. Participants were asked to take a multi-modal approach and consider additional lanes, toll lanes, high occupancy vehicle lanes, bus rapid transit, pedestrian facilities and bicycle facilities in all corridors in the MPO study area. Each of the groups developed a transportation network for each of these modes.
After completing this exercise the modes by geographic sectors were taped together and the participants considered continuity and consistency across the entire region. The additional lanes, toll lanes, high occupancy vehicle lanes and bus rapid transit networks were tested using the MPO’s multi-modal travel demand model. The model results were used in the fourth phase of the public involvement process.
Technical Working Group
The second TWG worksession was held on November 19, 2003. The TWG worksession was similar to the CWG worksession in that the participants developed modal networks. However, the groups developed networks for the entire region rather than by geographic sector.
Public Involvement – Phase 4
Both the TWG and CWG members were invited to the final worksession on July 31, 2004. The purpose of the worksession was to develop a preliminary financially constrained list of projects. Again, breaking into six groups, each group was allocated a $3 billion budget. Each group had to reach consensus on corridors and modes prior to that project being considered “funded”. There was a significant amount of consensus between the six groups in funding both bicycle and pedestrian facilities and the acceptance of bus rapid transit. The results of this worksession are depicted in Figure 3.4 and were used to develop a draft financially constrained list of projects.
Public Meeting
A public meeting was held on the draft Plan and financially constrained list of projects on September 30, 2004. Approximately 45 persons attended. There were nine informational stations generally relating to the Plan chapters: Vision and Introduction, Public Involvement, Demographics and Transportation Needs, Transit including Bus Rapid Transit and the San Antonio – Austin Commuter Rail, Pedestrian and Bicycle, Roadway, Freight, Environmental, Financial Plan.
Meeting attendees were provided with an “Input Booklet” of comment forms when they signed-in. Each station had its own comment form. Attendees were asked to review the materials at each station and then respond to specific questions. Figure 3.1 shows examples of some of those questions along with the responses from the public. A full list of results from this meeting may be requested from the MPO.
MOBILITY 2030 3 - 4 Approved: December 6, 2004 Figure 3.1 Public Meeting Comment Forms
Strongly No Strongly Public Involvement Agree Agree Opinion Disagree Disagree The flyers/newsletters were informative. 2 5 2 The postcard announcing the mtg. was 2 4 2 informative. I am satisfied with the Public Involvement portion 4 3 1 1 of the MTP.
Strongly No Strongly Transit/BRT/Commuter Rail Agree Agree Opinion Disagree Disagree Transit is important to San Antonio’s future. 8 3 New modes of mass transportation are needed for 7 3 San Antonio’s future. BRT is important to San Antonio’s future. 7 1 3 Commuter Rail between Austin and San Antonio is 4 2 2 2 1 important to San Antonio’s future. I am satisfied with the Transit/BRT/Commuter Rail 3 3 4 portion of the MTP.
Strongly No Strongly Roadway/Toll Agree Agree Opinion Disagree Disagree The information presented at this station was clear 1 8 2 1 and understandable. The solution to traffic congestion in San Antonio is 2 6 2 1 1 adding more roadway/toll miles. I am satisfied with the Roadway/Toll portion of the 1 7 1 1 MTP.
Strongly No Strongly Environmental Agree Agree Opinion Disagree Disagree TRANSIT will have a positive impact on San 3 2 5 1 Antonio’s environment. BICYCLE MOBILITY will have a positive impact 4 3 3 1 on San Antonio’s environment. ROADWAYS/HIGHWAYS will have a positive 2 2 4 2 1 impact on San Antonio’s environment. BUS RAPID TRANSIT will have a positive impact 3 3 5 on San Antonio’s environment. COMMUTER RAIL will have a positive impact on 1 4 4 2 San Antonio’s environment.
MOBILITY 2030 3 - 5 Approved: December 6, 2004 I am satisfied with the Environmental portion of the 4 5 MTP. Space was also provided for attendees to write in additional comments. Some of the comments that were received include:
• The MPO needs to work for economic stimulus: getting small businesses involved and looking at the Eastside of San Antonio. • We need to consider human capital so we don’t leave anyone behind. • Have subways been considered in this plan? • Among possible solutions, why isn’t the MPO fighting for the area’s fair share of gas tax dollars • The region needs to step up its lobbying efforts. • Toll roads present a big inequity for this area • Sidewalks need better ADA accessibility • We need to consider an evacuation process for the inner city • The toll road definition needs to get out to the public. Need to ensure that people understand that additional lanes will be tolled, not an entire existing roadway. • Need to improve sidewalks.
Environmental Justice
The San Antonio-Bexar County MPO understands the importance of including all members of the community in the transportation planning process, including minority and low-income populations. According to the Federal Highway Administration, effective transportation decision-making depends upon understanding and properly addressing the unique needs of different socioeconomic groups. This is more than a desktop exercise; it requires a comprehensive and inclusive involvement of the public. The MPO recognizes that a diverse segment of the population is needed in order to properly address the transportation needs of the entire region.
In order to accomplish this goal, the MPO conducted meetings and involved citizens from all portions of the study area. Additionally, meetings were advertised in city-wide newspapers, as well as neighborhood newspapers such as The Observer and Spanish language newspapers such as La Prensa. Meeting locations were carefully chosen in order to include reach as many citizens as possible. Furthermore, sign-in sheets from all MTP related meetings over the last year were mapped to identify the location of all participants. The map in figure 3.2 depicts the participation of the community in the MPO’s public involvement process.
MOBILITY 2030 3 - 6 Approved: December 6, 2004 Figure 3.2 MTP Public Involvement
MOBILITY 2030 3 - 7 Approved: December 6, 2004 Summary
The San Antonio-Bexar County MPO has long understood the importance of an effective and proactive public involvement process with all of the area’s studies and projects. This update to the MTP is no exception. The public has not only been informed, but has been involved in the decision-making process throughout the composition of this Plan. Figure 3.3 summarizes the MPO’s public involvement process used to accomplish this important task.
Figure 3.3 San Antonio Bexar County MPO Public Involvement Process
MOBILITY 2030 3 - 8 Approved: December 6, 2004 Figure 3.4 Public Project Selections
MOBILITY 2030 3 - 9 Approved: December 6, 2004 4. Bicycle Planning and Needs Assessment
Accomplishments Over the Past Five Years
Bicycle planning has been an emphasis area for the San Antonio – Bexar County Metropolitan Planning Organization (MPO) over the past five years. Accomplishments include completion of the Regional Bicycle Master Plan, publication of the area’s first bicycle route suitability map, installation of bicycle racks on all mainline buses, further progress on the local bicycle rack program, completion of phases of the Mission Trails project, secured funding for the Salado Creek trails program and increased participation in the annual Hike & Bike Month activities. Also, over the past five years, several miles of bicycle facilities have been added to the system. While the accomplishments are many, the San Antonio region continues to lag behind many other large cities in the area of bicycling.
Background
Throughout the development of the MPO’s update to the Metropolitan Transpor- tation Plan (MTP), as well as in other activities undertaken over the past ten years, the citizens of this area continued to express their desire to have a comprehensive bicycle network. The City of San Antonio’s Master Plan policies, which were approved in 1997, clearly communicate the desire that a comprehensive bicycle network of on-road bicycle facilities and off-road hike and bike trails be added to existing infrastructure as well as to new developments.
In August 2004, the MPO Transportation Policy Board adopted the Regional Bicycle Master Plan that is designed to serve as a guide as to where bicycle facilities should be implemented. Portions of this Bicycle Plan, including the vision, goals, and networks developed in the Bicycle Plan were used to create this chapter of the MTP. The Regional Bicycle Master Plan is considered to be an element of the MTP. A copy of the Regional Bicycle Master Plan is available through the MPO or is on the MPO’s website at www.sametroplan.org.
The Regional Bicycle Master Plan fulfills a portion of the City of San Antonio’s Master Plan and will assist local agencies in identifying what projects should include bicycle facilities when those projects are funded. In addition, the Bicycle Plan should be overlaid with roadway maintenance programs to help create the bicycle network.
Therefore, the Regional Bicycle Master Plan is designed to be a guideline for the implementation of bicycle facilities throughout the City of San Antonio and Bexar County. As projects are designed and funding becomes available, bicycle facilities need to be considered and implemented. However, the intent of the Bicycle Plan is not to
MOBILITY 2030 4 - 1 Approved: December 6, 2004 demolish existing infrastructure in order to provide bicycle facilities but to retrofit as opportunities present themselves and through new development, expand the bicycle network through creating connectivity to and between new destinations of interest. The construction of a countywide bicycle network will result from careful planning and project integration.
The Regional Bicycle Master Plan, as part of the City’s Master Plan, and in combination with the City of San Antonio’s Unified Development Code (UDC) provides the structure, policy, programs and development guidance necessary to make the bicycle goals outlined in the City of San Antonio Master Plan a reality.
Although the San Antonio-Bexar County area does not have a long-standing history of implementing bicycle projects and promoting bicycle facilities, the area has made some great strides over the last decade. Regional leaders have begun to understand the importance of creating and maintaining a multi-modal transportation system. Various goals and objectives have now been identified to ensure that this area continues to develop and implement a comprehensive bicycle network.
Vision Statement
San Antonio and Bexar County recognize bicycling as a clean, healthy and affordable form of transportation and recreation. A comprehensive on-road and off-road bicycle network will make our community a place where bicycling will be desirable for trips of all kinds by all segments of the population.
Goals and Objectives
The following goals and objectives provide for a vision for a bicycle-friendly community:
Goal 1 Institutionalize Bicycling: recognize and incorporate bicycling as a significant and required element for all transportation, land use, and economic development planning for the San Antonio/Bexar County region.
Objective 1.1 Create full-time Bicycle and Pedestrian Coordinator staff positions at the local governmental and transportation agencies.
MOBILITY 2030 4 - 2 Approved: December 6, 2004 Objective 1.2 Include bicycle transportation in the review process during the planning and design of projects as well as during the review of subdivision and development proposals to ensure proper inclusion of bicycle, pedestrian and transit needs in plans, projects and design.
Objective 1.3 Coordinate bicycle planning with other communities and agencies through participation in the MPO’s Bicycle Mobility Task Force.
Objective 1.4 Conduct periodic surveys of bicyclists in the San Antonio/Bexar County region to determine bicycle use patterns and collect other information useful in development of the local bicycle network.
Objective 1.5 Assist local agencies, neighborhood groups and user groups in developing future neighborhood and corridor plans for bicycling.
Goal 2 Build the Network to Increase Ridership: create a comprehensive on-road and off-road bicycle network throughout the San Antonio/Bexar County region.
Objective 2.1 Promote uniform facility design and implementation throughout the San Antonio/Bexar County area.
Objective 2.2 Plan and prioritize reasonably direct routes between major activity centers while emphasizing the use of collector streets to increase bicycle access throughout the urban area.
Objective 2.3 Maintain and improve the quality, quantity and operation of bikeway network facilities.
Objective 2.4 Create a regional off-road system of creek-based linear parks connected by hike and bike trails.
Objective 2.5 Connect existing bicycle facilities and eliminate gaps in the region’s current bicycle network.
Objective 2.6 Establish and maintain a GIS database of all regional facilities and develop a regional bicycle facility map.
MOBILITY 2030 4 - 3 Approved: December 6, 2004 Objective 2.7 Develop standards for bicycle parking in existing and new land use development including possible changes to local parking ordinances.
Objective 2.8 Continue to work with VIA Metropolitan Transit to further integrate bicycling with the transit system.
Goal 3 Find the Funding: identify and secure local, state, federal and private funding to expand and improve bicycle transportation facilities and programs in the San Antonio/Bexar County region. Create a continuing local source for bicycle funding.
Objective 3.1 Identify and obtain adequate funding from local, state and federal sources for bicycle improvements to the bicycle network.
Objective 3.2 Seek grant sources for additional bicycle funding as well as private funding.
Goal 4 Make Bicycling Safer through Education and Enforcement: develop a program to educate elected officials and the general public concerning the opportunities, benefits, and safety aspects of bicycling in the San Antonio and Bexar County region.
Objective 4.1 Work with the MPO’s Bicycle Mobility Task Force and other organizations to create and promote bicyclist and motorist safety and education outreach programs.
Objective 4.2 Improve bicycling safety through the enforcement of bicycle rules and regulations.
Objective 4.3 Promote greater respect for bicyclists by other roadway users with a continuous on-going “Share the Road” campaign.
Objective 4.4 Increase public information through the development of a regional interactive bicycle web site.
Objective 4.5 Continue to use Hike & Bike Month as a forum for education and promotion of bicycling activities.
Public Involvement and Community Support
Throughout the development of the San Antonio – Bexar County Metropolitan Planning Organization’s (MPO) update to the Metropolitan Transportation Plan (MTP) in 1994, 1999 and 2004, as well as in other activities undertaken over the past ten years, the citizenry continues to express the desire to have a comprehensive bicycle network.
MOBILITY 2030 4 - 4 Approved: December 6, 2004
In accordance with the MPO’s public involvement procedures for planning studies, the MPO hosts at least one formal public meeting to solicit comments on all alternative strategies to be considered in the early stages of the significant transportation study process. The MPO holds three public meetings throughout many of its planning studies.
Several transportation planning studies funded by the MPO have included a bicycle component supported by public involvement:
• Mission Trails Planning Study October 1993 • Community-Based Bicycle Planning Study April 1997 • Olmos Park Transportation Management Plan September 2001 • Bicycle Route Suitability Study October 2001 • Multi-Modal Downtown Alternatives Analysis April 2003 • Brooks City-Base Infrastructure Development Plan May 2003 • East Corridor Multi-Modal Alternatives Plan May 2003
On April 26, 2004 the MPO held a public meeting to receive comments on the draft Regional Bicycle Master Plan. Approximately 70 persons attended the meeting. Attendees were asked to comment on the goals and objectives and the recommended bicycle corridors. The meeting input has been incorporated into the Regional Bicycle Master Plan.
Transportation Agency Initiatives
The City of San Antonio, Bexar County, Texas Department of Transportation and VIA Metropolitan Transit have implemented a number of initiatives over the past several years that support the further creation of bicycle amenities. Some of these initiatives include the installation of bicycle racks city-wide, including bicycle facilities within creekways, installation of bicycle warning signs on roads, incorporation of bicycle facilities on new construction and rehabilitation projects and the installation of bicycle racks on buses. A complete list of initiatives can be found in the Regional Bicycle Master Plan.
MOBILITY 2030 4 - 5 Approved: December 6, 2004 Bicycle Network Development
Existing and Committed Bicycle Facilities
Over the last decade, the San Antonio-Bexar County region has added several bicycle facilities to the area’s transportation system. The map in figure 4.1 depicts those types of facilities and their locations. As shown in the legend of the map, facilities have been placed in three different categories: bicycle lanes, routes, and paths. Where the right-of-way does not exist to add these types of bicycle amenities, two types of accommodations have been added to improve the safety of bicyclists, including shoulders with warning signs and warning signs along busy roadways. It is important to note that this map not only depicts existing projects, but also projects that have some type of funding commitment and are expected to be completed in the near future.
Figure 4.1 Existing and Funded On and Off-Road Bicycle Facilities
MOBILITY 2030 4 - 6 Approved: December 6, 2004 Metropolitan Transportation Plan Update - Public Involvement
The MPO and its partner agencies have undergone various public input sessions to gauge the public’s interest in the development of bicycle facilities in the region.
In October 2003, approximately 150 citizens and agency staff participated in the Metropolitan Transportation Plan Update process for the development of this Plan. Participants were asked to look at the existing bicycle network and add facilities where they felt they were needed. The following bicycle network resulted from these citizen and technical work group sessions.
Figure 4.2 Metropolitan Transportation Plan – Public Involvement Network
MOBILITY 2030 4 - 7 Approved: December 6, 2004 Recommended Bicycle Master Plan Network
Over the last several years, the MPO and its partner agencies have been meeting to develop a comprehensive bicycle network that could be used as the blue print for development in the region.
The total recommended bicycle network is comprised of existing and programmed bicycle facilities plus the bicycle portions of the previously mentioned plans and studies. It represents 10 years of agency and public input efforts to achieve the citizens’ desires as stated in the City of San Antonio’s Master Plan.
Figure 4.3 Recommended Bicycle Network
MOBILITY 2030 4 - 8 Approved: December 6, 2004 Funding the System
Financing bicycle facility construction is undoubtedly the greatest challenge in building the system but efforts that have started should be continued: 1) committing 6% of the Surface Transportation Program – Metropolitan Mobility funds for bicycle facilities, including bicycle facilities in new roadway construction projects and rehabilitation projects, and 2) local programs (restriping, bike routes, paved shoulders, and signage).
Existing funding programs could be used to build the bicycle system: 1) Community Development Block Grants, 2) City of San Antonio General Fund, 3) General Obligation Bonds, 4) City of San Antonio Neighborhood Accessibility and Mobility Program and 5) the State of Texas’ Transportation Enhancement Program.
New financing opportunities should also be pursued. This includes, but is not limited to: 1) developer-built facilities, 2) public/private partnerships, 3) Advanced Transportation District, 4) bicycle licensing fees/registration fees (exclusively for bike facilities), and 5) vehicle registration fees. These financing strategies could be used to develop a local “Safe Routes to Schools” program.
Summary
Bicycling is a cost effective, energy efficient, clean, and healthy way to travel. With the growing concerns of congestion, air quality and the public interest in promoting alternative transportation modes, the adoption of policies that encourage alternate transportation modes will aid in reducing congestion, improving air quality, and enhancing the community’s quality of life. The principle of an efficient travel network is to develop a system of complementary transportation modes that support the safe and viable movement of people, goods, and services.
The Regional Bicycle Master Plan and the City of San Antonio's adopted Master Plan support this objective. It encourages transportation options, which emphasize convenience, safety, environmental quality and efficiency. The focus is to expand the overall capacity of the transportation system by including bicycling as a viable transportation mode in the design of the city’s new infrastructure and retrofitting the existing network.
MOBILITY 2030 4 - 9 Approved: December 6, 2004 5. Pedestrian System
Accomplishments Over the Past Five Years
In the past several years, the response to addressing pedestrian issues and improving pedestrian facilities has been positive. Utility agencies are aware of the sidewalk/utility pole conflict and efforts have been made to rectify existing problems as well as to prevent these conflicts in new construction projects. New curb ramps have been installed throughout the area, and are now an integral part of sidewalk construction. Some construction projects (which include accessible sidewalks) that have recently been completed are shown in Figure 5.1.
Although the response has been positive, the issues remain. There is still much work to be accomplished, and it will take several more years of concentrated effort before we can experience a pedestrian facilities system that is safe, accessible, and continuous. These issues have developed over a long period of time, and will take a reasonable amount of time to address. However, the effort continues. Construction projects (which include accessible sidewalks) that have recently been constructed or are underway or funded are shown in the map in Figure 5.2.
Figure 5.1 Implemented projects in the San Antonio-Bexar County region
St. Mary’s Street New World Drive Hunt Lane Uhr Lane
SBC Center Pkwy Nogalitos Street Southcross Blvd Wurzbach Pkwy
MOBILITY 2030 5 - 1 Approved: December 6, 2004
Figure 5.2 Completed and Funded Pedestrian Projects
MOBILITY 2030 5 - 2 Approved: December 6, 2004
Background
There is a growing awareness and momentum toward improving pedestrian facilities, and public officials are responding to this need. This awareness began to develop in the early 1990s upon passage into law of the Americans with Disabilities Act (ADA). Roadway construction projects (capacity projects and rehabilitation projects) within the Urbanized Area normally include accessible pedestrian facilities. As this momentum continues and is extended, we are closer to a workable pedestrian facilities system that will accommodate pedestrian mobility needs.
Goals and Objectives
The following goals and objectives provide for a vision of an accessible pedestrian facilities system that is safe, continuous, convenient, attractive, and affordable:
Goal 1 Provide pedestrian facilities that are safe for general pedestrian travel and for extraordinary travel circumstances
Objective 1.1 Provide pedestrian facilities separate from roadways at safe distances from curbs and improve existing facilities to enhance safety
Objective 1.2 Promote a high level of pedestrian confidence by furnishing security features such as lighting
Objective 1.3 Ensure safe and accessible pedestrian crosswalks in all parts of the area, particularly in areas with high volumes of pedestrian traffic, such as schools, the downtown area, and the medical center area
Objective 1.4 Ensure safe pedestrian crossings over railroad tracks by providing accessible, well designed and constructed walkways with adequate warning systems to allow pedestrians ample time to cross without the fear of getting a foot or the wheel of a wheelchair caught between the walkway facilities and the tracks
Objective 1.5 Expand the local Safe Routes to School Program
Goal 2 Unite parts of the pedestrian facilities system into a whole, workable system by completing system gaps, providing linkages to activity centers, and connecting with other modes of travel
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Objective 2.1 Complete sidewalk gaps
Objective 2.2 Replace substandard or deteriorated sidewalks
Objective 2.3 Promote sidewalk continuity within and between neigh- borhoods and activity centers
Objective 2.4 Encourage activity centers to provide dedicated, safe pedestrianways across parking lots and open areas, connecting with the public walkway system.
Goal 3 Increase pedestrian access to, and around, intermodal facilities by providing new linkages and improving existing connections
Objective 3.1 Extend pedestrian facilities to serve transit stops and transfer facilities
Objective 3.2 Make pedestrian facilities integral elements of existing and future park and rides and other transit stations for large volumes of pedestrian traffic
Objective 3.3 Encourage public and commercial parking operators to provide dedicated, safe pedestrianways that connect with the public walkway system
Goal 4 Employ accessible, barrier-free, state-of-the-art design for all new and replacement pedestrian facilities
Objective 4.1 Function should be the fundamental guideline in designing pedestrian facilities
Objective 4.2 Acquire sufficient right-of-way clear of utility conflict and design pedestrian facilities with adequate capacity to accommodate anticipated traffic
Objective 4.3 Blend pedestrian facility design with area type and natural environment
Objective 4.4 Provide for landscaping and aesthetics as part of the overall facility design
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Goal 5 Effectively utilize available resources to provide for basic pedestrian mobility and accessibility needs before providing enrichments.
Objective 5.1 Develop regional strategies and guidelines for expenditure of resources on capital improvements to optimize the available funding
Objective 5.2 Encourage area governments to adopt effective preventive maintenance programs in extending the life of existing pedestrian facilities
Objective 5.3 Explore public-private partnership possibilities in financing new and replacement pedestrian facilities
Existing Pedestrian System
The existing pedestrian system is composed of areas with new sidewalks, areas with very old sidewalks and areas with no sidewalks. There is evidence of active pedestrian traffic in all parts of the urbanized area, as worn pathways can be seen where there are no sidewalks. Pedestrians using wheelchairs do not have adequate access to the system and often must use the street for mobility because of a lack of sidewalks, curb ramps, substandard walkways, or obstacles in walkways. The greatest needs are safety, connectivity, and access to transit stops.
The Pedestrian Amenities Plan (September 1997) revealed that existing pedestrian facilities are incomplete, inadequate, and inaccessible. Further, the existing system did not adequately link neighborhoods with public transit or activity centers. The system had many gaps, too narrow or poor condition sidewalks, obstacles such as utility poles and mailboxes and a general lack of curb ramps connecting to sidewalks. Based on a comprehensive inventory of pedestrian facilities adjacent to functionally classified roadways within the MPO study area, these findings confirmed concerns that citizens have continually expressed over the past several years.
Pedestrian Needs and Issues
An incomplete and inaccessible system presents a multitude of problems for pedestrians. There is an extensive need to connect existing pedestrian facilities into an integrated transportation system: linking neighborhoods with activity centers and linking neighborhoods and activity centers with transportation modes. The condition of existing facilities must also be considered, as navigability and safety are jeopardized on a facility with a rough or broken surface.
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As previously indicated, the findings from the Pedestrian Amenities Plan were based on a comprehensive inventory of pedestrian facilities adjacent to functionally classified roadways. The majority of roads within the MPO study area are not functionally classified; leaving a large gap in the system that was not inventoried.
Safety, connectivity and access to transit stops are paramount needs and there are also needs in improved design of pedestrian facilities, particularly with regard to ADA (Americans with Disabilities Act) standards. An attractive and convenient system will contribute to increased usage of pedestrian facilities. Pedestrian confidence will increase on facilities that appear safe, secure, and well maintained.
The key to pedestrian safety is prevention of accidents which means providing dedicated pedestrian facilities off of roadways and providing safe zones such as roadway medians. The challenge is in providing pedestrian facilities that are safe for normal pedestrian travel and for school age children. Safety considerations include: distance from curb, signage, drainage, cross slope, curb ramp location and condition, speed limits, crosswalk markings, signals, lighting, and education of the traveling public.
The issue of connectivity refers to the concept of connecting parts of the pedestrian facilities system into a whole, workable system. This can be accomplished by providing linkages to other modes of travel, making extensions to activity centers, and completing gaps along the system.
Improved pedestrian access to transit stops also serves mobility-impaired pedestrians. As more low-floor buses are put into service, access to transit stops must be improved to allow pedestrians using wheelchairs or other mobility assistance equipment to access the transit stops. This translates to providing sidewalks and curb ramps leading up to and along transit routes.
Programs
Pedestrian Mobility Task Force
The Pedestrian Mobility Task Force (PMTF) monitors and evaluates conditions and makes recommendations to the Transportation Policy Board and Technical Advisory Committee on matters applicable to pedestrian mobility and accessibility. The PMTF can initiate pedestrian facilities projects and submit requests to the appropriate entities to be considered as candidate projects for the Transportation Improvement Program (TIP). The PMTF is comprised of representatives from neighborhood and community organizations geographic distribution, special interest groups, public agency representatives and other representatives as deemed appropriate. The PMTF should have the flexibility to assume new functions to address other surface transportation accessibility issues. Integration of the PMTF and the MPO’s Bicycle Mobility Task Force (BMTF) would facilitate addressing alternative transportation issues and opportunities.
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Hike and Bike for Health Month
As traffic congestion and air quality issues began to escalate so did the awareness for the need for alternatives to the automobile, for at least some trips. The PMTF and the BMTF work with other agencies and groups in the community to produce the very successful annual Hike and Bike for Health Month. Hike and Bike for Health Month activities help promote both alternative transportation modes and healthier lifestyles.
Safe Routes to School
The PMTF is in the process of expanding the local safe routes to school program in the spirit and intent of the Texas Department of Transportation's Safe Routes to School Program. Several pilot schools have been selected for walkability studies, and are being coordinated with the applicable school districts. Next steps include more formalization of the program and exploring financing alternatives.
Pedestrian Facilities Management System
The foundation of the Pedestrian Facilities Management System is a database which contains results from the comprehensive inventory conducted as part of the Pedestrian Amenities Plan study process. The current database contains 25 fields and 12,000 records of block-by-block information pertaining to pedestrian facilities. Each record represents a street segment (approximately one block) of information on both sides of the roadway. One large gap in this system is that it only contains pedestrian facilities information along functionally classified roadways. The database could also be expanded to include inventory data along local roads.
Transportation Improvement Program
Project selection guidelines for Transportation Improvement Program pedestrian facilities projects, shown in Table 5.1, are used by the MPO’s Technical Advisory Committee in the technical review of candidate projects to be recommended to the MPO Transportation Policy Board. The TAC will decide upon the specific technical point ranges for the criteria and may delegate authority to the PMTF to perform the technical review.
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Table 5.1 Transportation Improvement Program Project Selection Guidelines
Factor % Measurement
Safety 25 Measured in: (1) vehicle accidents per vehicle miles of travel, and (2) number of daily school bus trips along roadway segment (school bus must make passenger stops in the roadway segment; school service needs to include VIA contract school service with San Antonio Independent School District
Connectivity 20 Measured in number of activity centers (schools, community centers, residential areas, commercial / retail areas) "served."
Intermodal 20 Measured in number of VIA bus trips traveling on or perpendicular to the roadway segment; bus must make stops serving the segment.
Functionality 20 Measurement is subjective; can be done by committee consensus. Consideration is given to design (width, slope, etc.), pavement condition, and gap completion.
Cost 10 Measured in cost per current (most recent data available) Vehicle Miles of Travel
Volume - 2030 5 Measured in projected vehicles per lane per day.
Total 100
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6. Public Transportation Services
Accomplishments Over the Past Five Years
The Metropolitan Transportation Plan for 2025 established the goal of investing in public transit via effective routes and schedules and functional passenger amenities. In addition, it established other goals in which public transportation plays a critical role such as: increased mobility for people and goods, enhancement of economic activity, and enhanced effectiveness of the transportation system. Since the last MTP was adopted in 1999, VIA Metropolitan Transit, the MPO, and rest of the San Antonio Bexar County community have made progress toward these goals.
In the past five years, VIA has updated its aged bus fleet with low-floor, wheelchair-accessible buses. Currently VIA is in the process of purchasing low emission buses, which run on Ultra Low Sulfur Diesel. In terms of passenger amenities, VIA opened the new Kel-Lac Transit Center, which replaced the old Kel-Lac facility along US 90. VIA also entered into a partnership with the City of San Antonio and CEMUSA, allowing for the installation of 425 advertising shelters in the City of San Antonio. In terms of service planning, VIA underwent a comprehensive service planning process, which consisted of two years of public input and technical analysis. In August 2003, VIA implemented this service plan. The new network focuses on more effective routes and schedules and aims to move a greater number of people by enhancing service on high- ridership routes.
The last five years also saw a community debate on a high-capacity mass transit. In 2000, voters decided not to pursue light rail technology for the San Antonio area. In response, VIA, with the support of the MPO, is now evaluating Bus Rapid Transit technology instead. In 2002, the Austin-San Antonio Intermunicipal Rail District was created by Austin, San Antonio, Bexar County and Travis County. This district is currently analyzing alternatives for service and will soon begin conceptual engineering.
While VIA is not the only provider of public transportation in the MPO study area, this rest of this chapter will focus on VIA’s public transportation efforts.
Goals
In July 2003, the VIA Board of Trustees adopted a Ten Year Plan for Service and Facilities which established the following goals: