SATOMORROW MULTIMODAL TRANSPORTATION PLAN

WHAT CAN WE DO? - TRANSIT

Transit Element – In spaces, and five transit centers, primarily to commute up to 100 miles to their serving to facilitate transfers between place of employment with trips either Coordination with VIA’s transit lines. Almost 20% of VIA’s daily originating or destined for Bexar County. Vision 2040 Plan boardings occur in the downtown area, VIA recently initiated a new service, 60% of which are originating from or “The E” line which is a free downtown VIA Metropolitan Transit Agency has destined for that employment center. circulator that begins operating between provided public transportation in the VIA is implementing two transit centers the hours of 6 PM and midnight, Tuesday San Antonio area since March 1978. VIA at the west and east ends of downtown through Saturday, on March 28, 2015. currently operates 91 transit routes, with to provide an improved rider experience The E service is a joint effort between 7,080 bus stops and serves approximately for the remaining 40% of downtown CENTRO, VIA and the City of San Antonio 140,000 riders per day and over 44 boardings served in that area. Centro to provide access to entertainment million riders annually. VIA’s services Plaza (formerly Westside Multimodal venues, dining and cultural sites within include frequent, metro, express, skip, Transit Center) serves about 60 buses per downtown. VIA Primo downtown circulator, VIATrans, hour in the peak, and Robert Thompson and Vanpool. VIA’s first bus rapid transit Transit Center is currently in project VIA’s bus fleet includes 450 buses, of (BRT) line, VIA Primo, which began development, expected to open in the which 30 are diesel/electric hybrids, 16 operation in December 2012, circulates 2017-2018 timeframe. are 60 foot articulated buses fueled with through downtown, then continues compressed natural gas, and 3 are fully northwest along Fredericksburg Road to VIATrans service provides paratransit electric. VIA buses operate 7 days a week, the South Texas Medical Center, with service for residents with disabilities who from 4:00 AM to 1:00 AM. extended service to UTSA and Leon are unable to use the fixed-route system. Valley. VIA Primo carries over 6,000 This service provides approximately 1 riders per day, and has increased use million rides annually, using a fleet of by 15% since it began operation. VIA 230 paratransit vans. VIA also offers a also currently operates eight park & rideshare program called Vanpool, which rides, ranging from 30 to 500 parking allows six or more passengers the ability

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The highest boarding and alighting locations are heavily concentrated near downtown due to the level of bus service and concentration of access to Source: VIA employment and other destinations found downtown. While this information, along with that found in Tables 6 and 7 can help VIA plan improvements to respond to existing needs, transit services can be considered to offer more diverse choices to meet other major travel demands throughout the region. This will be studied further in the Vision 2040. HOW DO PEOPLE GET TO THE BUS 2014 O&D Survey Mode Percentage TRAVEL OPTIONS IF NO transit. While other means of access and egress like getting a ride, driving, Walked up 94% TRANSIT SERVICE or cycling are used less often, this may Got a ride 4% In the table to the left, you can see that show an opportunity to improve bike Drove 1% the vast majority of residents that use infrastructure to better access areas VIA services walk to the bus, reinforcing where there is high transit demand, or Rode a bike 1% the need to ensure that pedestrian to improve express services that cater improvements are prioritized in areas Source: VIA more to the park & ride market providing where there is high demand for public access to other major employment centers

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outside downtown. The bar chart on the prior page shows that many residents that rely on VIA would not have many other choices if their current service was not available to them.

VIA’s current improvements in addition to Centro Plaza and Robert Thompson mentioned earlier include a transit center to be located at Brooks City Base, a comprehensive shelter program that includes the installation of 1,000 user- friendly shelters at bus stop locations across the service area with a goal to increase sheltered boarding from 50% to 95%, larger-scale improvements at existing transfer locations at Naco Pass and Five Points, a Park & Ride on the southwest corner of US 281 and Stone Oak Parkway, corridor mobility improvements in the I-35, I-10, and Highway 151 corridors, and new Primo services on Southwest Military Drive, Zarzamora, San Pedro, and West Commerce. Additional investments in the near-term include renovations at Figure 15 - VIA's System Map

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several existing passenger facilities and from minor collections of businesses into efficiently. Such an approach is advisable the replacement of the entire VIA bus fully developed identifiable suburban and under any circumstances, but essential fleet over the next five to seven years. exurban communities. where there are limits to modifying the Vision 2040 will help VIA identify how to roadway cross-section. More efficient use continue these investments once these Transit in the future will be as much of the roadways could include enhancing projects have been fully implemented. about connecting the many outlying the roadway environment through activity centers to the population base technology along with strategic physical in the region and to each other as it will Transit Element Context – VIA 2040 corrections to improve performance be about connections to downtown. This The transit element of the SA Tomorrow requires a broad approach to designing in narrow corridors (e.g., widening will need to address capacity, mobility the transit element that relies less on intersections, access management, adding and access. Many of the current key radial connections into downtown and intelligent transportation systems (ITS) roadway configurations in the city offer offers more direct links among the many improvements, etc.). It can also be limited opportunity to expand capacity centers in the region. The VIA visioning achieved by adopting a more multimodal because of their narrow rights-of-way process is evaluating this shift in direction transit-focus and replacing general within established neighborhoods. At the as they develop their long term plan. same time, there is an increasing need to purpose travel lanes in some corridors While the City’s SA Tomorrow can help move more people as the population of with high capacity bus-only lanes that shape the VIA Plan as well as influence the region grows. Part of that expanding can carry more people in fewer vehicles. how transportation decisions are made population includes more seniors, transit Widening intersections, ITS, etc. will going forward, it starts with the VIA Vision dependent riders and those who prefer marginally help move more cars along 2040 as the foundation for future transit not to drive who will increasingly depend crowded roadways. A renewed emphasis on transportation other than a personal development. on transit offers a longer term prospect of vehicle. Furthermore, the destination of realigning how people think about and use With limited ability to widen streets in many residents is no longer exclusively transportation that can lead to a much many parts of the city because of the to Downtown San Antonio, but to a more equitable and sustainable emphasis extent of the impacts on adjacent land growing number of activity centers on moving people rather than vehicles. around the region that demand improved uses and neighborhoods, there is a transportation services as they evolve need to use the available capacity more

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Among the corridors evaluated in SA Transit Element Concept deployment of transit signal priority Tomorrow, there are some that lend The transit program can be adapted to treatments to expedite transit operations themselves well to an auto focus and any circumstance. VIA has a successful where possible. Beyond that, based on others that will support a heavier system and provides extensive service the VIA Vision 2040 that is currently emphasis on transit by virtue of the on nearly 100 routes throughout the being developed, there will be more high character of the land uses they serve. In region. As VIA seeks to refine its network capacity corridors introduced over time. all cases, because of the implications and assess opportunities for more robust Some of those include not only basic of some of the physical improvements service in corridors that carry high Primo services, but Primo Plus service needed, the changes will require a demand, the City will be asked to support which include dedicated bus rapid transit commitment to a chosen course of decisions about aspects of the plan that (BRT) and light rail transit (LRT). While action. In the case of a transit-oriented require local agency action. The range these measures can provide an improved plan, there will be many associated of choices for transit service can vary level of service in those corridors, to decisions about supporting land uses and from adding more buses to increasing a significant extent the VIA Plan is allocating funding that will be needed service frequency where it is warranted dependent on the configuration of the to make the plan work. These decisions to creating a transit-intensive network roadways it uses and by what the City is will be as much about the way land use that can operate in parallel with other willing and able to implement in support and transportation work together as they transportation modes and provide a of transit. will be about the physical infrastructure comprehensive alternative to other travel required to deploy the services choices. SA Tomorrow takes a very long range view contemplated. With the proper City of the transportation system, but also policies in place and close coordination Current VIA plans call for adding Primo identifies opportunities for short term with VIA, the transit program can routes, similar to the service operated now improvements to critical corridors that contribute significantly to accommodating on Fredericksburg Road, on Zarzamora will help all users regardless of mode. the demand of the anticipated growth and SW Military Roads in 2018. These The transit element in SA Tomorrow in the region, while doing so more will operate largely as limited stop provides a long range menu of future- sustainably. services augmented by a more extensive oriented concepts that are designed to

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stimulate thinking about how to handle Premium Transit and Choice Riders can help mitigate long term transportation transportation issues as comprehensively Most are VIA routes are local buses that challenges. as possible in the future. Some of the travel their designated route from stop options require a major investment to stop as riders request service. VIA Much of the transit program in the SA and others have associated effects on also operates six express bus routes from Tomorrow focuses on where high capacity their locations, but benefits outweigh outlying areas into the downtown. More transit options make the most sense. challenges when taking a broad view of recently, VIA has introduced the VIA Working with VIA, the SA Tomorrow transit the long term plan. Primo service which is a premium travel element makes recommendations for how mode that uses modern rubber-tired, high San Antonio can help move travelers’ More traditional concepts in the corridors capacity vehicles; improved fare collection perceptions of their travel needs beyond also vary from BRT to LRT complemented systems, and controlled traffic signals to relying exclusively on a car to make a trip. by pedestrian and bicycle network move riders more efficiently. Boarding The more efficient the transit system and improvements to facilitate the use of takes place at “stations” rather than bus the more convenient and comfortable the alternative modes. Many of these options stops. The purpose of this premium transit service, the more likely people will be to require use of parallel or perpendicular service is to get riders to their destinations opt for public transportation. links in the network because of limitations faster. The emphasis on premium transit VIA recognizes the local bus network is in the primary corridor, but are designed service is designed to address capacity the backbone of the public transportation to provide an improved level of access limitations in the system and the ability to program and must be the foundation of while continuing to accommodate all more effectively serve as an alternative to the overall system. However, VIA Vision travel. the private vehicle. This latter point, the 2040, currently under development, ability of the new service to entice choice shows a growing orientation toward riders who would otherwise drive, is a introducing services that are likely to critical part of transit long range planning. generate higher ridership in critical This is where the public transit can have corridors. Over the next 25 years, the the greatest influence on how effectively existing 18 miles of premium transit the transportation system functions and

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services could grow to over 200 miles. timeline for their consideration, the SA Transit Modes That includes not only service into the Tomorrow can support the VIA Long The success of how San Antonio downtown, but also services that will Range Plan by offering a foundation accommodates the travel needs of both move travelers more directly between upon which to build a comprehensive existing residents and those anticipated to outlying activity centers such as the implementation strategy that makes move to the region over the next 25 years Medical Center and UTSA or Fort Sam transit a competitive element in the will depend on how comprehensively the Houston and Brooks City Base. regional transportation plan. City and the surrounding communities can adopt a multimodal approach These new connections provide more The SA Tomorrow transit element is to transportation. There is and will efficient travel for all users in the corridors intended to complement the VIA plan continue to be a heavy emphasis on the they serve, but a primary intent is to draw and help the community see the role of single occupant vehicle (SOV), but a choice riders to transit in the interest of transit more broadly within the overall critical broadening of the acceptance of reducing cars on streets and managing transportation system. If transit can offer other modes of transportation needs to congestion. competitive travel times by making some complement the car given increasingly key infrastructure changes, it can begin higher levels of congestion over Within the timeline of the Vision 2040, to move choice travelers away from cars time. Adding modes will help manage forecasts of ridership suggest that some and into buses or trains and help manage congestion levels and, more importantly, of the premium services could be BRT system congestion and improve safety. will give people a choice in how they move in dedicated lanes or LRT. Because at The SA Tomorrow identifies changes about the region. truly higher capacity levels of these modal required to accomplish such a goal by options (i.e., dedicated BRT and LRT) taking a very long view of how the city’s A multimodal commitment goes beyond require substantial advance planning, street network can be reinvented for a the transportation system in that it also identification of routes and operating wider multimodal appeal. needs a complementary land use plan plans must occur far in advance of the that is built to support and encourage actual deployment of the service. By alternative mode use. Within the SA identifying the key decisions and a Tomorrow, there are references to key

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land use decisions that will not only help build projects that will support transit and active transportation, but that will also help create places and activity centers around which community life will revolve and flourish. Well-structured, complete places have the added benefit of reducing the amount of travel needed to manage daily demands by locating many activities in close proximity to each other. Given the large projected increase in population, such activity centers and any possible reduction in trip-making they contribute, will be critical to the City’s ultimate success.

Among the many modes discussed in SA Tomorrow and to be considered going forward are:

Bus - The backbone of the transit system in San Antonio is a large local bus network. It will continue to be the primary mode of public transportation, but its intent and network configuration could change over time to accommodate

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other line-haul modes (i.e., BRT, LRT and streetcar) for which they can provide effective feeder services. There is also an express bus network that connects outlying areas into downtown that will continue to serve its current function. A circulator in the downtown area is proposed to to be replaced by a future fixed rail (streetcar) service which should also help focus development or redevelopment activity in the area. The ViaTrans paratransit system will continue to provide similar services though a more VIA Primo Station along Fredericksburg Road flexible bus system could accommodate some of the special demands of many Bus rapid transit (BRT) - BRT in San on Fredericksburg Road as a mixed use paratransit users and afford them a Antonio is represented by Primo (mixed BRT and will introduced similar services more efficient service option with wider flow BRT) and proposed Primo Plus on Zarzamora Street and Military Drive coverage. Daily transit ridership in San (dedicated BRT or LRT) services. These starting in 2018. Antonio is over 140,000 and is expected services offer a very attractive option on to carry substantially more in the future the most heavily travelled bus routes. BRT is one of the most likely and as more people come to the area and The quality of the vehicles and the appropriate components of the future require alternative mode options. In features and flexibility they afford the San Antonio transportation network. It consideration of growing demand going user are designed to entice choice riders offers capacity and expeditious service, forward, VIA’s Vision 2040 contemplates to consider the benefits of taking the particularly in a dedicated guideway. new services and substantial increases in bus for many trips. Primo service has That, at times, may come at the expense frequency on key routes. already deployed a successful service of single occupant vehicle (SOV) capacity.

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drawn from an overhead catenary delivery system. Where LRT uses street rights-of- way, in most cases, it benefits from traffic signal priority treatments at intersections to permit efficient operation and allow closer adherence to schedules. Light rail vehicles can travel at over 50 mph in open isolated areas, but are required to abide by posted speeds on streets they occupy.

Streetcar - Streetcar systems are typically VIA Primo Bus at stop on Fredericksburg Road designed to serve a connection of nearby destinations, usually in a downtown, to expedite short distance travel among SA Tomorrow recommends aggressive configuration. The individual corridor them. Streetcars travel more slowly, stop reliance on dedicated BRT. Among descriptions show how these are proposed more frequently, usually carry smaller the corridors recommended for BRT is to become part of the plan. passenger loads and are less capital Zarzamora Street, for example. (A Primo Light rail – Light rail is a high capacity intensive than light rail systems. On route is planned by VIA on Zarzamora to the other hand, they are very effective begin service by 2018.) Over time, given mode of transit service that operates passenger rail cars in short, usually at moving people within the localized the limitations of the narrowest portions environment in which they operate. of the corridor and the expected growth two or three-car trains, on fixed rails in right-of-way that is most often physically Streetcars also help strengthen the in demand, a center-running dedicated connection between transportation and BRT route in exchange for some of the separated from other traffic. Light rail vehicles in the U.S. are typically land use because they activate their SOV capacity would afford more person- routes and can pick up and drop off riders carrying capacity than the current electrically driven with power being

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in front of their origins and destinations. Lone Star Commuter Rail – Lone Star Rail help balance travel demand among San Antonio has been developing a is evaluating the initiation of commuter modes. Though in some cases, roadways streetcar for downtown applications rail service between San Antonio and the may need to be widened, adding a high that has been paused pending further Metroplex using existing Union Pacific capacity transit service can often be evaluation of funding and routing. Railroad tracks. The proposed route accomplished without widening roadway connects the cities of New Braunfels, cross-sections. Overall high capacity or Dedicated right-of-way network – In VIA Austin and others to the northeast with rapid transit services are forecast to carry 2040, VIA has identified a future network downtown San Antonio. The route also 190,000 daily riders in 2040 under the of dedicated right-of-way corridors for runs adjacent to San Antonio International VIA Vision 2040 plan when combined the deployment of high capacity services. Airport (SAT). While this is a separate with the necessary transit-oriented While there is no specific designation undertaking not under the purview of development (TOD). for the technology associated with each VIA or the City, it has the ability to offer corridor (Primo Plus BRT or light rail), additional mobility within the region. The City of San Antonio has been they include major roadways such as Depending on the final configuration, a participating in an organization supporting San Pedro Avenue, Fredericksburg portion of the Lone Star Rail line could high-speed rail. The Texas High-Speed Road, Barrera Parkway/Houston Street, also afford access to light rail services Rail and Transportation Corporation is a Zarzamora Road, New Braunfels Avenue, into the downtown from SAT. not-for-profit Texas corporation dedicated South Presa Street, among others. These to bringing specific regions of the state corridors would require a reconfiguration Dedicated guideway transit options, as together in a grassroots, collective effort of their cross-sections to accommodate contemplated in the Primo Plus program to improve transportation and create a the dedicated service they would carry. envisioned by VIA, will raise the level of network of high-speed rail service in Texas This would impact car travel in those service quality. The expansion of high that can connect to states and countries corridors, but as noted, would expand the capacity, high quality modes that can beyond. overall person-carrying capacity of the provide competitive travel times and high corridor. convenience and safety is an important Since its inception in 2002, the element of a long range plan that will corporation’s goal and approach has been to connect cities and counties by high-

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speed rail in the main Texas “triangle” of Activity Centers – opportunities to provide Historic travel patterns were city center dense population, including the Dallas- connections to other modes, create oriented and service designs reflected Fort Worth, Houston and San Antonio- walkable communities. that radial pattern. The issue now is Austin areas and points within, including In coordination with the update of the that the radial transit network design College Station and Fort Hood. The Comprehensive Plan and in keeping with required most transfers to take place corporation’s members represent millions VIA’s Vision 2040, the SA Tomorrow in the downtown even if travel was of Texans. The goal is to coordinate High transit element places emphasis on between activities on the outskirts of Speed Rail within the triangle and to activity centers around the region to the urban area. That inconvenient and Monterrey, Mexico. define how demand for travel in the region time-consuming system design is being will evolve over the next 25 years. In updated to serve changing demands more Mike Frisbie, Director, Transportation addition to the downtown, activity centers efficiently. VIA proposes direct links & Capital Improvements, City of San represent a primary focus of growth among many of the identified activity Antonio, currently serves as Vice and an opportunity to manage how the centers which can also provide more Chairman of the organization. Our region changes over time. From a transit direct access to the downtown and other members share an intense interest in the perspective, the activity center plan locations at transfer points within the future of transportation, are supported by provides a basis for reconfiguring transit activity centers. a Legislative and Congressional caucus, services to offer connections that have not and proactively pursue Texas’ best historically been available. The link to The other consideration related to the interests. the downtown will continue to be strong, activity center design concept is that, but employment centers in particular are while activity centers may have evolved adapting to a more distributed pattern of from an auto-centric development pattern, growth and demanding more flexible travel they are also a potential for creative options. land use planning that can help tie the region together. Introducing TOD development with walkable environments and ready access to local services can

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help reduce demand for long distance congestion-inducing travel. Some of this may be accomplished through overlay district zoning that will define TOD and sustainability requirements and could be implemented at least partly through value capture financing and P3s within the activity centers. These could help encourage transit ridership and could reduce the demand for highway capacity on major routes between activity centers. VIA’s Centro Plaza Multimodal Transit Center

SA Tomorrow identifies concepts for long term transit development that Transit Centers/Multimodal Centers placement of transit centers in the future take advantage of the corridors that VIA operates six transit centers and eight will need to reflect the distributed growth link the activity centers. The activity park and rides throughout the region. pattern of multiple activity centers around center concept allows for a renewed Many more are envisioned as the VIA the region to maximize their performance interpretation of travel by any mode Vision 2040 comes together. Transit potential. but an opportunity to encourage transit centers are a critical element of the Transit centers are the connection points ridership through complementary land use overall transit system in that they provide in the system. If closely coordinated to and transportation system design. an anchor for the system. In addition to access to users arriving from many modes anticipated growth, transit centers will (car, bike, walking, other transit users), not only provide good transit service, they transit centers define major transfer will provide a focal point around which points and offer economic opportunities land use and transportation needs can be in support of the activity centers in managed as the communities develop. As which they are located. In San Antonio, noted in the above discussion, creating

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a unifying context that requires less reliance on a personal automobile and the ability to reach work/live/play destinations effectively in the absence of such a vehicle. The transit center will define the transportation epicenter of the place. By coordinating the Comprehensive Plan, the VIA Vision 2040 transit center locations, both local and regional access will be enhanced for users.

Downtown transit center - Because of the importance of the transit centers in the structuring of the transportation system, there is one location that deserves special consideration: downtown. The Centro Plaza transit center brings many transportation choices together, including a future commuter rail option, in an attractive new facility. It lies at the west edge of the downtown and beyond a typical walking distance (about ¼ to ½ mile) of most downtown activities or destinations. At present, travel in the downtown area requires the use of the E, a downtown circulator, or various

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bus routes that carry passengers along Corridors That vision starts with how best to downtown streets to their destinations. A main focus of the corridor assessment link transportation to local land uses Boarding and alighting as well as all completed as part of the SA Tomorrow so they function in a complementary transfers between routes happen on the was to identify opportunities to broaden fashion and provide opportunity for new street, which congests both streets and the use of select corridors beyond a or redeveloping land uses to take full sidewalks in the downtown and creates singular focus on the automobile in a advantage of a more comprehensive other associated challenges. The lack way that can accommodate more trips set of travel choices. The vision also of a specific central transit center, such even if not more vehicles. Along with a includes a commitment to a multimodal as successfully built in other major transit supportive land use policy, the approach to the long term transportation cities such as Charlotte, NC; Phoenix, introduction of a multimodal context into system that can address the needs of AZ and many other cities, also limits the the roadway environment, in many cases, growth as well as the needs of a changing economic contribution the transit system requires some physical adjustments population. A large part of that approach can make because it is less likely to and, more importantly, requires a shift will rely upon public transportation. attract supporting small businesses unless in the mindset of the users. Part of In addition to strengthening the centrally located near the government the objective is to show how a broader transportation-land use link, there is also center and the established urban core interpretation of the purpose of the a need to prepare the corridors to adopt where the community comes together roadway space can assist in addressing technology enhancements to improve for various purposes. In the future, future needs. Growth in the region over system management opportunities and particularly if light rail or streetcar options the next 25 or more years suggests the to position the transportation system to are part of the plan, a well-placed central existing automobile emphasis, by itself, adopt new autonomous/connected vehicle station near City Hall, the Riverwalk or will be insufficient to handle expanding technologies at the appropriate time. other tourist or business centers will help travel needs. Hence, there will need to be Good ITS and signal coordination within redefine the downtown and provide a a broader vision of how travel is managed the corridors will help traffic flow as recognizable identity to the transit system. and served in San Antonio. well as transit operations. Transit signal priority and some localized improvements can substantially contribute to improved

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transit service quality in all the corridors. of the corridor. The roadway narrow signal priority and limited stop service Connected/autonomous vehicles may offer right-of-way could take on a number of supported by improved stations and an even more robust ability to deliver configurations including transit-only or facilities. Over the long run, the Primo transit services. transit with a single general purpose lane service could evolve into a dedicated BRT in each direction, along with enhanced corridor with improved and continuous The individual corridor concepts, viewed bike/ped modes. The sensitive character sidewalks to streamline pedestrian from a transit perspective, include: of portions of the corridor limits how movement and access to transit. This New Braunfels Avenue – Narrow rights-of- and where property can be acquired to would address high ridership forecasts way demand either a road diet approach widen rights-of-way if other uses are and help manage growing demand for (narrowing rather than widening the road contemplated. In cases that preserve SOV travel in the corridor and the region. This or lanes for improved performance) or travel on the roadway, bicycle travel would configuration could require the reduction a major shift toward a transit intensive need to be moved to a parallel roadway of travel lanes for other vehicles and could emphasis that relies more on transit than such as Gevers St to the east of New necessitate restrictions at intersections. other modes of travel in how the corridor Braunfels. Right-of-way in the northerly segment is will be used. Near term recommendations limited, but the uses along the roadway Zarzamora Street – Like New Braunfels, are largely commercial and potentially include incorporating a mixed flow high portions of Zarzamora Street are capacity bus service that addresses more malleable than on corridors with constrained by very narrow rights-of-way. residential frontage. South of US 90, high ridership forecasts for the corridor Despite the street limitations, Route 520 by VIA. New Braunfels connects major the roadway widens and can better bus service is one of the most productive accommodate dedicated transit needs as destinations and Route 20 already carries in the city, but it has limited ability to high patronage. In the longer term plans well general purpose traffic in addition to expand service to the levels needed in improving pedestrian facilities. recommend more emphasis on public the future based on travel forecasts. VIA transportation and the supporting bike has a plan to deploy a Primo route in this Perrin-Beitel Road – The corridor is and pedestrian modes to encourage more corridor starting in 2018. It is proposed largely commercial within the segment people to travel in fewer vehicles among as a mixed flow operation with transit under consideration. It has a reasonably the major centers along or at the ends

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wide right-of-way that can accommodate Wetmore Road – This corridor links Loop Enrique Barrera Parkway – This corridor a variety of cross-sections. The road 410 and Loop 1604. It runs adjacent is relatively undeveloped, has underused carries a lot of traffic during a good to the San Antonio International Airport rights-of-way and provides a direct link portion of the day, but will not be able (SAT) and through a number of sparsely into the San Antonio downtown from to grow substantially to handle much populated segments northeast of SAT Lackland AFB and the Kel-Lac transit higher demand. VIA operates 20 minute prior to reaching regional centers on center. East of the corridor, along headways on Route 14 and carries high Bulverde Road near Loop 1604. There Commerce and Buena Vista Streets, ridership. Because of the ridership levels is currently no transit service on Wetmore existing Routes 75 and 76 carry high today and those forecast, VIA proposes and none is proposed in near term future ridership and are forecast to continue Perrin-Beitel as a future high capacity plans. The industrial character of the to do so. As a result, Barrera Parkway corridor in their Vision 2040. Though road and its location adjacent to both is identified as a potential high capacity not identified as such in the Vision SAT and UPRR creates challenges as corridor by VIA. An extension to the park- 2040, because of the character of the well as opportunities. The advent of and-ride and even to Lackland AFB, along corridor, Perrin-Beitel is an opportunity Lone Star Rail commuter service could with supporting land uses, would allow to introduce center-running BRT while benefit passenger services traveling to or future residents and businesses to evolve strengthening transit support elements from airport activities within the southerly within the envelope of a high capacity such as bikeways and pedestrian facilities portion of the corridor. However, there service and become accustomed to use along the corridor and connecting the are limited pedestrian facilities to transit as their primary travel option.. The corridor to the surrounding neighborhoods. support such service at this point and short term improvements revolve around The ultimate success of such a long term redevelopment would most likely remain traffic management improvements to plan will hinge largely on a commitment reasonably consistent with current uses realign offset intersections and strengthen to redevelop the corridor away from its because of its placement near the airport. access management. Both will benefit heavily car-oriented personality and to Both conditions raise questions about the transit by eliminating conflict locations manage access to encourage convenient viability of a major passenger focus in the and improving traffic flow. The longer and easy transit use. corridor. term proposed transit improvements include a dedicated BRT/LRT route as

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guideway facility with some impact to general purpose lanes, but there may be room to adapt such a change given the many underutilized commercial centers along the route. In the narrow section of the corridor, closer to downtown, VIA is considering shifting the guideway alignment to the UPRR Kerrville freight rail line right-of-way to enter the CBD. Complemented with a strong transit- supportive land use plan that takes advantage of underused property and Fredericksburg Road ready access to nearby communities, Fredericksburg Road could accommodate substantial growth in the corridor and well as connecting and improving the residents and jobs in the corridor and provide the basis for a very successful pedestrian and bicycle facilities. The the connections between Downtown and residential and business corridor. available right-of-way will accommodate the Medical Center campus and UTSA these features without substantially which are among the key regional activity Applewhite Road – There is currently impacting the existing travelway. centers in the long term plan for the no transit service on Applewhite Road, region. VIA is considering Fredericksburg but there is a major employer that could Fredericksburg Road – This is a major Road as a potential future dedicated benefit from a good transit connection to corridor in the region that connects guideway BRT or LRT route to carry the rest of the region for employee access. multiple activity centers. The first VIA long term ridership forecasts. Much Until plans for the area become better Primo route operates in this corridor. of the corridor boasts a wide right-of- defined, it is not likely transit will be a Ridership is high and projected to grow way that can accommodate a dedicated major factor. However, the opportunity much higher given the high density of

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to establish a transit toehold in a very undeveloped area of the city, building upon the connection to the Toyota plant is appealing from a long term perspective. In the short term, this corridor will benefit more from adopting a transit- supportive land use plan than from the transit service itself. In the long term, the short term decisions could set the stage for a community that grows up with a multimodal mindset.

San Pedro Avenue – This is a heavily used roadway that links the San Antonio Airport area with downtown. It is also a heavily used transit corridor where Routes 3 and 4 reflect the demand for service between the airport activity area and the downtown. The San Pedro corridor travels from a highly suburban commercial district with a very wide right-of-way to a very urban environment in a constrained right-of-way. The corridor connects the airport area with downtown and is identified by VIA as a high capacity corridor. Travel forecasts VIA’s North Star Transit Center on San Pedro Avenue at Loop 410

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support that designation. In the wider In the longer run, a vision of San Pedro between 15 and 30 minutes in the future. portions of the corridor, the incorporation as a “transit first” corridor is worthy In addition, Culebra also represents the of a dedicated transit facility for BRT or of serious consideration. Increasing easterly portion of a proposed VIA Primo LRT as a center-running mode will provide transit ridership and growing automobile route that extends from the downtown to a strong connection between transit and congestion in the corridor will precipitate the northwest along Bandera Road. local land uses and open opportunities bolder choices that will require modifying for more economic development. It is current practice. As the community grows Babcock Road – Also in the northwest relatively easy to accommodate physically, more comfortable with an expanding and of the City, Babcock Road connects though it will mean adjustments to the increasingly effective transit system, a Fredericksburg Road with the southerly configuration of the right-of-way with transit first or “transit only” treatment side of the Medical Center campus. VIA some effect on the number of lanes and may become a realistic and necessary Route 522 currently serves Babcock Road the arrangement of access locations. option to meet travel needs. with 30 minute headways. VIA Vision To the south, where the corridor runs 2040 proposes to reduce headways to as adjacent to older, historic neighborhoods Culebra Road – Provides a major east-west low as 15 minutes and has also identified and educational settings, the narrow connection between downtown and the the combination of General McMullen Dr right-of-way requires a different growing communities to the west. VIA and Babcock Road as a potential future accommodation of the transit element. Route 82 travels Culebra from downtown Primo route given high forecast ridership BRT can run in mixed flow conditions in to the vicinity of Loop 410 at 30 minute figures. the narrower sections, most likely in the headways. Because much of the growth is forecast to occur in the northwest portion SW Military Drive – This is a very curb lane. There is also the potential to suburban, largely commercial corridor take advantage of the UPRR freight rail of the region, improved transit services will be essential to provide existing and that is the primary east-west arterial corridor that travels from near San Pedro connection south of downtown. Transit and Hildebrand into the downtown. This future residents and employees with a viable alternative to driving. In light of usage is high on Routes 550 and 551 option would need to be coordinated with which are part of a major route element a future Lone Star Rail commuter service that forecast, VIA’s Vision 2040 Plan contemplates frequency to be improved to that encircles the city. VIA proposes proposed on the same tracks. to begin Primo service on SW Military

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Drive as a mixed flow BRT in 2018. E Houston Street – VIA Route 24 transit preempt the needs of the rest of the users The environment of the corridor is service on E Houston Street links of the transportation system. TSP can suburban with a predominance of strip downtown San Antonio with the AT&T reduce trip times by as much as 25% and subregional big box commercial Center and beyond at 15 to 20 minute when properly installed and managed. establishments fronted by large parking intervals. High anticipated demand In San Antonio, TSP is advisable for lots. Residential enclaves are located shows a potential dedicated guideway every corridor with transit service and is immediately behind the commercial uses Primo or LRT service in the 2040 Vision. essential on those offering high capacity and could become a basis for higher The corridor’s proximity to downtown and services. Fredericksburg Road and capacity services if improved connectivity to the corridor can be established. The the connection to major activities near Medical Drive currently have TSP for corridor is very wide and could incorporate the AT&T Center suggests ridership will VIA's Primo Service. VIA has plans to the requirements for a fully dedicated remain high or grow in the future. implement TSP with the city's assistance, BRT operation that will become critical as on Military Drive and Zarzamora. Innovative Ideas & Technologies the area grows and needs to accommodate more residents. In the event of Transit signal priority – Transit Signal redevelopment, consideration should be Priority (TSP) is a general term for a given to enhancing the attractiveness of set of operational improvements that transit, including a dedicated median- use technology to reduce stopped time running BRT and associated amenities, at traffic signals for transit vehicles by by strengthening the connections between holding green lights longer or shortening the residential uses and the corridor red lights. TSP may be implemented transit operation. That means stronger at individual intersections or across bicycle and pedestrian linkages and corridors or entire street systems and coordination with property owners to has become a widespread technique to evaluate better use of underutilized space improve the reliability of transit services such as parking areas adjacent to the in many communities. In effect, TSP roadway. accommodates transit needs rather than

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Queue-jumping signals/lanes - A queue jump is a type of roadway geometry used to provide preference to buses at intersections, often found in bus rapid transit systems. It consists of an additional travel lane on the approach to a signalized intersection. This lane is often restricted to transit vehicles only. A queue jump lane is usually accompanied by a signal which provides a phase specifically for vehicles within the queue jump. Vehicles in the queue jump lane get a "head-start" over other queued vehicles and can therefore merge into the way of corridors such as Zarzamora or systems (GPS) in dispatching and regular travel lanes immediately beyond New Braunfels where widening of an tracking transit vehicles. AVL is the signal. The intent of the lane is to intersection will have a potentially major accompanied by added costs of operating allow the higher-capacity vehicles to cut impact on local properties. In many and maintaining additional computer to the front of the queue, reducing the cases, it may still be worth investigating equipment, but transit agencies benefit delay caused by the signal and improving the opportunities to improve bus flows if from improvements to customer service the operational efficiency of the transit enough benefit can be derived from the through real-time information. Operating system. improvement. costs, however, are not generally reduced This technique would also apply by these improvements. Because AVL is Vehicle location systems/Automated throughout the San Antonio system, but becoming so common, it is increasingly traveler information system - Automatic has highest benefits as well as greatest becoming expected as standard for fixed- vehicle location (AVL) describes the use challenges in the narrow rights-of- route systems, often as a downloadable of computers and global positioning application on a smart phone. AVL is very

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common on BRT systems. This is typically a technique that can Transit/pedestrian-only corridors – Among the most far-reaching be applied uniformly throughout a transit system operation to system design concepts considered that builds on the concept help inform riders and keep track of vehicle operations. of dedicated guideways, is the idea of transit/pedestrian-only corridors could vastly improve transit and alternative mode Dedicated transit right-of-way (ROW) – The ability to operate operations. This entails the elimination of cars from certain buses or trains in dedicated rights-of-way offers significantly corridors or portions of corridors that carry high transit ridership improved control over transit service performance. Schedules can and cannot effectively accommodate sufficient dedicated be better adhered to, safety is enhanced for both passengers and space for all modal demands. In these cases, the plan is to other users of the transportation system, and there is a clear SA offer priority consideration to transit services and the active Tomorrow of the purpose of the right-of-way where modes would transportation modes that best support them. Because some of otherwise share it. In San Antonio, the SMMTP has proposed the rights-of-way are so narrow, elimination of cars would allow dedicated BRT or LRT corridors on a number of key corridors for the introduction of dedicated busways and supporting well- including, Fredericksburg Road, Military Rd, Zarzamora, Enrique defined pedestrian and bicycle networks. Barrera Parkway, San Pedro and potentially others. The intent is to offer the best possible access to bus and rail services in the At the more ambitious end of the transit/pedestrian-only primary corridors of the city. spectrum is a transit-only network that would allocate key corridors to dedicated high capacity transit service and remove The use of dedicated rights-of-way will pose challenges where other automotive travel from the selected facilities (subject they are proposed because it represents a major departure from a to appropriate exceptions) to create a network of transit/ primarily car-oriented environment in favor of the idea of moving ped/bike-only corridors. The intent is to introduce a transit- people over vehicles. In some corridors such as Zarzamora, the based network that encircles downtown, provides cross-town narrowest right-of-way will involve reducing auto travel lanes from connections and link key external activity centers in a way four to two to accommodate a dedicated BRT guideway in the that would comprehensively complement automobile travel in middle of the street. In others, such as Enrique Barrera, there is the metropolitan area. This system design requires extensive sufficient right-of-way that can be used to provide the necessary adaptation of the current transportation network and critical transit space within the street. decisions about the adjacent areas to support land uses that will

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guide and accommodate some of the anticipated regional growth inside the urban area, strengthen ridership and help reduce vehicle usage and manage vehicle congestion.

Autonomous/Connected transit vehicles - This is a rapidly evolving segment that Figure 15: VIA + Uber Fiesta 2016 Promotion will very likely define how we think of Source: VIA Transit all transportation in the near future and transit will be affected in a major way. As (April 2016) VIA partnered with Uber during VIA will also need to re-evaluate its fleet autonomous vehicle/connected vehicle Fiesta (a local annual San Antonio celebration management plan in order to incorporate (AV/CV) technology evolves, everything with numerous events) to provide riders with driverless and connected vehicles from service coverage to vehicle a complete trip to and from major Fiesta in its fleet. This will have significant technologies to labor requirements stands events scheduled over the weekend (See implications for labor requirements to change for VIA. VIA’s leadership will Figure 15). VIA riders traveling to and from (and union agreements), maintenance need to completely re-think their services 3 Fiesta park and ride locations were able to facilities, maintenance workers, safety and fee structure in order to stay relevant use Uber for the first and last leg of the trip. and security of passengers, etc. and competitive in the new transportation Uber transported people to and from the park environment. VIA might consider: and ride locations connecting with VIA buses In the near-term, connected vehicle completing the trip. » Leveraging private mobility companies systems could begin to replicate or (e.g., Uber, Lyft, etc.) to provide first/last » Transitioning the transit fleet to take replace existing transit technology, such mile solutions in support of an emphasis on advantage of driverless technology. The as Automated Vehicle Locator (AVL) and longer-distance transit services such as Primo most readily adaptable element could be BRT Transit Signal Priority (TSP) systems. and Primo Plus. This concept could also be and other services operating in protected As more vehicles and traffic signals applied to paratransit services. More recently guideways. Such services already exist in are equipped with connected vehicle places.

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technologies, the Dedicated Short Range principle of car sharing is that individuals Community based alternatives Communications (DSRC) radio technology gain the benefits of private cars without Volunteer ride share could ultimately replace stand-alone the costs and responsibilities of » AVL and TSP systems, reducing VIA’s ownership. Instead a household accesses » Entrepreneurial businesses deployment, operations and maintenance a fleet of vehicles on an as-needed Recommendations for Policy Changes costs. This potential should be basis. Car sharing may be thought of as » Transit oriented development zoning/ considered as part of any evaluation of organized short-term car rental. incentives – Density bonuses, parking further AVL or TSP system investments. reductions, fee adjustments, etc., should be While not a good alternative for daily considered as a means to entice development Car share programs - Car sharing is commuting, car sharing can also help into “opportunity areas” and create transit- becoming increasingly popular with its reduce congestion and pollution. friendly conditions in support of transit promise of personal convenience and Replacing private automobiles with services social improvement. Car sharing is a shared ones directly reduces demand for » Development requirements – incorporate model of car rental where people rent parking. Since only a certain number of transit and multimodal requirements in cars for short periods of time, often by the cars can be in use at any one time may all development approvals as they are now hour. They are attractive to customers who reduce traffic congestion at peak times for roadways or consider in-lieu financial make only occasional use of a vehicle, as and strong metering of costs provides a contributions in specialized cases well as those who would like occasional cost incentive to drive less. Car sharing » Provide amenities at transit centers/stations access to a vehicle of a different type can provide numerous transportation, land – Transit centers must be able to provide from what they use day-to-day. The use, environmental, and social benefits. basic services in a comfortable and safe organization renting the cars may be a Neighborhood car sharing is often environment to help attract ridership commercial business or the users may be promoted as an alternative to owning a car » Access management – Creating a organized as a company, public agency, where public transit, walking, and cycling coordinated plan for car travel in commercial cooperative, or ad hoc grouping. A popular can be used most of the time and a car environments that encourages sharing of commercial car share company is Zipcar is only necessary for out-of-town trips, driveways and reduction of unnecessary which has locations in San Antonio. The moving large items, or special occasions. access points to help move traffic and make transit and active transportation options

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safer and more convenient by eliminating » Encourage maximum street side setbacks, transit (like emergency vehicles) during obstructions and conflict points. rather than minimums. Encourage 0-10’ special events » Prioritizing sidewalks, curb ramps and maximum setbacks. » Prioritizing transit signal priority (TSP) on crosswalks within a distance from a transit » Develop a development program and corridors with premium transit service where stop that connect to the local community guidelines to: service reliability is consistently challenged by » Developing street design criteria that » Define project areas localized congestion eliminate obstructions to multimodal » Identify long-term circulation easements within » Pioneering comprehensive connected vehicle transportation options and streamline the project area technology at intersections to prevent vehicle, automobile travel will help improve safety and pedestrian and bicycle conflicts and eliminate » Prepare regulating plan for project areas that reduce congestion crashes defines base conditions for building envelopes: » Additional street lighting near transit routes height, setback, access ways without infringing » Invest in regional multimodal trip planning and stations – The environment around on established circulation easements. applications to better inform citizens of transit is a major determinant of its success. transportation choices » Participate in the upsizing of infrastructure Safety is essential to encourage ridership. improvements to anticipate future » Maintain flexibility to accommodate future » Transit supportive development policies redevelopment needs. driverless buses » Establish overlay districts that foster transit » Allow short-term uses as a land bank strategy supportive practices in regional activity centers for essential parcels and along designated major transit corridors » Consider purchase of key parcels for lease (e.g., Primo Plus corridors) backs to generate additional revenue to pay for » Locate denser uses and developments closer to O&M high capacity transit facilities » Encourage active ground floor uses surrounding » Emphasize the need to move people over station areas to promote security vehicles as the region grows and congestion increases by prioritizing transit and active » Manage parking through a district-wide transportation enhancements over SOV strategy to reduce off-street parking between improvements the street and building entrances. » Ensuring direct and protected access for

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Prioritization of Implementation of assessing priorities from a multimodal if a transit supportive land use community The most common practice in western perspective, some of the following are can be built into the broader concept of cities is to focus priorities on the roadway worthy aspects of a more comprehensive station areas serving transit. system expressly around expediting travel transportation plan approach: by car. While many of the proposed Activity Centers – The San Antonio improvements in the SA Tomorrow also High transit demand corridors – Where region growth will be shaped by a rely upon the roadway network for their transit ridership is already high or series of regional activity centers (as success, how priorities are established projected to be high, it is essential to further noted in the Comprehensive going forward can be an effective way to invest in the success of the service Plan) in addition to strengthening the establish a multimodal mindset within to maintain ridership and improve its downtown. This provides an opportunity the community. The emphasis needs competitiveness with the SOV. High to organize transportation investment to be on what is most effective over the demand transit should be a significant around strengthening travel within and long run rather than what is accepted factor in determining transportation between the centers. Connecting activity practice. Priority for implementation will investment priorities. These will often centers is also an effective way to use a be addressed on a case by case basis, be compatible with automobile priorities. transit system in that it can help define a but there are some basic considerations The difference is the priorities are defined clearly established travel network within that can help establish a foundation for by the transit element rather than the the region. This commitment to an transit and active transportation modes SOV. activity center-based urban form will be most successful with strong multimodal to compete more effectively with the Transit Centers/Rail Stations – As part of single occupancy vehicle (SOV). The linkages and in many case a high capacity a multimodal commitment, establishing transit connection. That should be a main element in priority setting in a a safe, convenient and attractive user multimodal environment is to recognize significant priority consideration in how environment at contact points with the the system evolves into the future. the advantages of a wider range of travel system is essential to multimodal success. options and treat them based on the The stations are often an economic objectives of the project and, ultimately, development opportunity with the the system as a whole. In the interest prospects for jobs and commercial activity

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