June 2011 VIA Metropolitan Transit San Antonio, Texas
2035 Long Range Comprehensive Transportation Plan Executive Summary
Pre pared for: VIA Metropolitan Transit, San Antonio, Texas
Pre pared by: Jacobs
Int associa ion with: Ximenes & Associates, RJ Rivera, Town Planning, Connetics Transportation Group, and BBP & Associates
June 2011 VIA BOARD OF TRUSTEES LRCTP TEAM TECHNICAL ADVISORY COMMITTEE CITIZENS ADVISORY COMMITTEE H enry R. Muñoz, III, Chair VIA Bus and Rail Strategic Planning Leroy Alloway, ARMA B ill Barker, AICP, COSA - Office of Rick Pych, Vice Chair and Project Development Staff Bill Barker, AICP, COSA - Office of Environmental Policy Steve P. Allison C hristina M. Castaño, Environmental Policy Spencer R. (Bob) Hurst, Valley Forest LRCTP Project Manager Mary Briseño Julie Brown, TxDOT Neighborhood Association Arturo Herrera Linda Chavez–Thompson, Secretary Jelynne LeBlanc Burley, CPS Pamela Morsi Kiel, Alamo Heights Jason Rodriguez Resident Gerald W. Lee Christine Viña, AIA Carmelina Rocha Davis, COSA - International and Economic Rob Killen, City Coucil District I James Lifshutz VIA Bus Operations Development Dept. Bianca Maldonado, Monticello Park Bill Martin T racy Manning, CPA Christina De La Cruz, COSA - Public Works Neighborhood Association Lou Miller Jacobs Hope Olds, Chairwoman, City of Converse Manuel “Manny” Pelaez Mike Frisbie, COSA - CIMS Dept. Javier Argüello Building & Standards Commission Gavino Ramos John Kulpa Jeanne Geiger, MPO Margaret Richardson, Office of State VIA LEADERSHIP Bill Lieberman Marcus Hammer, COSA - Public Works Representative Jóse Menéndez Mike McAnelly Keith T. Parker, AICP, President/CEO Richard Higby, Bexar County - Michael Roberts, People Against Roland A. Lozano, Deputy Director Jimi Mitchell Infrastructure Services Dept. Corruption Lee Brian D. Buchanan, Vice President of Bus Nichols Ivan Jaime, Union Pacific Patrick Shearer, Cambridge Realty Group and Rail Strategic Planning & Project Robin Parker David Kruse, AICP, AAGOG Alejandro Soto, President, Woodlawn Development Ha nnah Pobanz Sid Martinez, MPO Lake Community Association Tony Cade, Vice President of BBP & Associates Information Technology Bradford McMurray, SAHA John F. Strieb, City of Castle Hills Jim Prost Kelley Nuemann, SAWS Albert Uresti IV, Resident Yogi Cruz, Vice President of Connetics Transportation Group Human Capital C hris Adkins Allison Shulze, AICP, Al Uvietta, Leon Valley Resident/District Bonnie Prosser Elder, General Counsel Lone Star Rail District 125 Constituent Susan Rosales Gary Glasscock, Vice President of RJ Rivera Associates, Inc. Clay Smith, PE, TxDOT Christel Villarreal, Highland Hills Vehicle Maintenance Neighborhood Association R udy Rivera Mary Frances Teniente, Bexar County - Keith J. Hom, Vice President of Operations Infrastructure Services Dept. Linda Vela Priscilla Ingle, Vice President of Melanie Villalobos, SAHA Public Affairs Town Planning E mil R. Moncivais Trish Wallace, AICP, COSA - Planning and Steve J. Lange, Vice President of Fiscal Community Development, AE Services Management/Chief Financial Officer Ximenes and Associates Larry Wallis, Director of Audit S onia Jimenez Linda Ximenes Introduction Purpose of the Long Range Comprehensive Transportation Plan (LRCTP)...... 1 San Antonio: A History of Transportation Innovation...... 1 About VIA ...... 3 Planning Process: Committee Oversight and Public Participation...... 5 Relationship to Other Plans...... 7 Future Updates...... 8
Growth Trends and Mobility Issues Local and Regional Growth Patterns...... 9 Changes in Travel Patterns and Congestion...... 10
T he System Plan 2035 Long Range Comprehensive Transportation Plan...... 13 Bus Improvements...... 17 Bus Rapid Transit Corridors...... 22 Rail Corridors...... 25 Downtown Circulator Corridors...... 28 Vision Corridors...... 31 Paratransit Services...... 32 VIA Vanpool...... 33 Bicycle and Pedestrian Integration...... 35
Phas ing and Implementation Project Phasing...... 38 Financial Considerations...... 41 Local and Regional Benefits...... 45
5 MOVING FORWARD
...Folks have often wondered when will we take the steps to invest in mass “transit commensurate with being America’s seventh largest city, and one of the fastest growing. I don’t think we’re going to have to wonder much longer. That time is now.” - Mayor Julían Castro Our greatest threat to the continued economic expansion of our region is our “ transportation system.” - County Judge Nelson Wolff If there are pots of money that are applicable to streetcar, light rail, bus rapid transit “or traditional bus transit in San Antonio that are not going to be used for one reason or another, and we can put them to use, we’d like to use them.
- Henry R. Muñoz, III, VIA Board” of Trustees Chairman
We can no longer comfortably look at VIA as just a bus company for the transit “dependent. It is also the catalyst for economic development, an agent of environmental responsibility and a determinant of how livable our city is. - Kathy Clay-Little, African American” Reflections Publisher City began its transition from a Introduction frontier town to a large American 1 metropolis once the railroad arrived in 1877. The following year, San Antonio began running a mule-drawn the riverwalk, san antonio, texas streetcar between Main Plaza and San Pedro Park. As the streetcar system The San Antonio/Bexar County Transportation Task Force set a challenge in continued to grow outward from the As one of the fastest growing cities 2009 for the region to establish and implement a true community-based vision. initial city core, development of new in the United States, San Antonio VIA Metropolitan Transit set forward to meet the challenge to create a citizens- neighborhoods followed, and the constantly manages finite resources driven transit vision which became the largest community outreach process in the streetcar defined the framework of to meet the fluctuating needs of the history of the agency, resulting in the Long Range Comprehensive Transportation today‘s inner city. As growth occurred community. The constant influx of Plan (LRCTP). in San Antonio’s early suburbs of new businesses and residents has service is vitally important to the Alamo Heights, Prospect Hill and provided diversity and sustainability Purpose of the Long community’s quality of life and to the region’s economic competitive Range Comprehensive Woodlawn Lake, transit service allowed economic competitive advantage. advantage. Consistent growth has Transportation Plan residents to travel greater distances This is especially true as the region required the city to invest in various (LRCTP) between work and home. Providing infrastructure improvements to meet Building on VIA’s existing bus continues to sustain its growth greater access to the city, the initial the needs of residents, businesses system, the LRCTP outlines policies, projections over the next 25 years. transit system was fundamental to the and industries. The continually specific corridor improvements, San Antonio: A History of growth of the community. evolving transportation needs, transit technologies, timelines and Transportation Innovation The regional shift from mass investments and innovation have funding options for transportation Known for its rich cultural and transportation to personal vehicular allowed San Antonio to thrive in improvements through 2035. historical attributes, San Antonio has economic booms and downturns. travel began with the installation of The plan explores ways to better consistently experienced success the first traffic signal in 1890 and the address and improve connections in establishing and maintaining sale of the first automobile by a San and transfers, travel times, overall diverse industries. San Antonio’s Antonio dealer a decade later. During level of service, facilities, amenities transportation advancements have this period, streetcar service was still and connections to other modes widely influenced the development in heavy demand; the busiest line of transportation. Efficient transit of the urban landscape. The Alamo
1 especially amidst the sprawling The vision of the LRCTP builds on nature of San Antonio. Buses were the region’s past accomplishments more flexible for route adjustments of meeting the growing demands of and traveled at higher speeds than future Bexar County travelers. VIA the fixed streetcar system. US has taken the initiative to envision Highway 281, San Antonio’s first a diverse, integrated, multimodal expressway, was introduced in 1943 system which can meet the needs of and shortly thereafter in 1953, the the entire community. The LRCTP, a first terminal of the San Antonio comprehensive transportation vision airport opened, in 1953. for the community, guides regional investments and concentrates Today, the Bexar County region resources to reach the greatest maintains over 8,800 miles of roadway, number of people. This plan outlines the San Antonio International Airport both a strong bus improvement serves over 8.3 million passengers plan and a network of integrated annually, nine freight rail lines serve high capacity transit corridors with industries across the region, and over a range of transit mode alternatives. 1,400 miles of bus routes provide Moreover, it guides VIA in the downtown san antonio reliable transit for residents. San development of these high capacity Antonio is currently the largest along South Presa Street served the Antonio’s core in 1928, the privately- transit corridors to help transition metropolitan area in the nation the agency into a regional and community every six minutes during owned streetcar company ended its to be served by a bus-only public multimodal transit provider. peak times of the day. The city’s first expansion with the Guadalupe Line. transportation system. Under the established bus service transported current leadership of the VIA Board servicemen to Fort Sam Houston in Shifting transit operations to of Trustees, VIA seeks to enhance the 1917. The streetcar system recorded motorized bus, San Antonio was the bus system and become a regional over 1.5 million fares in a single month first major US city to terminate its multimodal transit agency. The electric streetcar system operations in 1922 when the population was a means to accomplish this is outlined in 1933. Buses proved to be less mere 161,379 residents. With over in the Long Range Comprehensive expensive to operate and maintain, 90 miles of track radiating from San Transportation Plan (LRCTP).
2 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 1 INTRODUCTION
possible. Board members serve lifts. Except for streetcars, all of VIA’s staggered two-year terms, appointed vehicles are equipped with bicycle by the following entities: five members racks to encourage cyclists to ride the from San Antonio City Council, three bus. Both modes of transportation from Bexar County Commissioners are environmentally responsible and Court, and two from the Suburban economically reasonable.
Mayors. The board chair is selected by In addition to bus service, VIA also the board members and also serves a provides paratransit (VIAtrans), special two-year term. event, and vanpool service. All of VIA’s services are evaluated and revised Sevicr es quarterly to meet ridership demand and VIA currently offers five bus service adjust for cost-effectiveness. categories: frequent, metro, express, skip, and streetcar. These serve a total of VIA express Bus Reshipid r 7,197 bus stops along 91 bus lines that VIA measures ridership based on operate from 4 a.m. to 1 a.m. The fleet About VIA Alamo Heights, Balcones Heights, numbers of boardings, also known as consists of 446 buses, 16 of which are Castle Hills, China Grove, Converse, unlinked passenger trips. Between 2009 VIA Metropolitan Transit was created rubber-tire streetcars. All are handicap Elmendorf, Kirby, Leon Valley, Olmos and 2010, all of VIA services totaled in 1977, by the approval of voters, accessible through the use of retractable Park, San Antonio, Shavano Park, St. nearly 43 million passenger trips. to provide public transportation wheelchair ramps or wheelchair Hedwig, and Terrell Hills. services to Bexar County. VIA is not a department of a city or county Bor a d of trustees government, but rather a political VIA is governed by eleven board of Ridership FY 2009-10 Table 1.1 subdivision of the State of Texas, trustee members who are dedicated Type of Service Total Ridership Weekday Average currently serving over 1,200 square to responding to the community’s Scheduled Line 41,450,315 129,309 miles, or roughly 98% of Bexar transportation needs and working VIAtrans 1,040,516 N/A County. The service area also includes with individuals and groups to plan Streetcar 1,209,913 3,177 Bexar County’s portion of Cibolo and implement the best transit service and the following municipalities: Special Events 101,768 N/A
3 VIA express Bus north star transit center of vehicle emissions. Every vehicle Community Involvement purchased since 2003 qualifies as a VIA provides a variety of educational federal clean-fuel vehicle. In addition, programs, such as Classroom on the streetcars operate on propane, and Wheels, to familiarize the community the four downtown circulator buses are with the benefits and service of powered by compressed natural gas. public transportation. Tours of Future vehicles will also incorporate VIA’s bus maintenance facility are hybrid technology or all-electric offered to children, and the Class power sources. Pass program provides teachers over 30 bus lines. Transit centers VIA is also exploring the use of with trip planning assistance for account for another 220 parking renewable energy where feasible. The school field trips. In addition to many spaces and serve nearly 50 bus lines. agency gets 100% of its electricity other programs throughout the city, from CPS Energy’s Windtricity research is being conducted on an Transit Police Passenger Facilities program. Solar panels power the ongoing basis to keep VIA attuned to VIA employs transit police officers lighting at new bus shelters, and VIA’s service area includes eight community needs. to patrol all parts of the agency’s provide power to the Madla and North park and ride locations and five service area and to oversee the transit centers providing riders Star Transit Centers. security at VIA headquarters. The with accessible transfer points and transit police handles service calls, facilitating peak-period commuter pro-active checks of buses and VIA frequent, metro and skip service BUS service in outlying suburban areas. facilities, as well as monitor various VIA also operates and maintains the “hot spots” when needed. Robert Thompson Transit Station at the Alamodome. Environmental Amenities at most transit centers Commitment and park and rides include shelters, VIA constantly seeks out ways to benches, telephones, and lighting. reduce pollution, waste, and energy VIA’s park and ride facilities, demands. As an operator of fleet buses combined, contain more than 1500 and vans, VIA’s primary environmental parking spaces and directly serve efforts are focused on the reduction
4 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 1 INTRODUCTION
Planning Process: investments, to provide mobility, Potential High Capacity Corridors Committee Oversight and encourage economic development, and Projects from SmartWaySA sustainability and attract current and Workshop Planning & Outreach Public Participation and Historic Planning Studies future transit users. Looking forward to the year 2035, VIA has developed the regional Long The development of the regional SmartWay SA Kick-off Workshop Range Comprehensive Transportation LRCTP, fostered by an intensive TAC and CAC Input Plan (LRCTP) utilizing a planning public outreach program, including FALL/Winter 2009 process coined “SmartWay SA.” public meetings and workshops held ► Phase I Public Involvement The LRCTP planning process utilized in the fall of 2009, summer of 2010, and winter of 2011. These public ► Technical Advisory Committee (TAC) a multifaceted approach involving Needs Assessment ► Citizens Advisory Committee (CAC) extensive public involvement, and meetings were vital to the process a detailed investigation of current of developing the plan; citizens SmartWay SA Phase II Public Involvement and projected needs of the region. were afforded the opportunity to TAC and CAC Input Lengthy research and development of provide input on the major decisions spring/summer 2010 applicable solutions focused on the affecting the future transit network in region’s most critical transportation the region. The public participation ► Phase II Public Involvement needs. The final LRCTP identifies high process began in August 2009 with a ► Technical Advisory Committee (TAC) public meeting, followed by a three- capacity transit corridors and a range ► Citizens Advisory Committee (CAC) Alternatives Evaluation of transit alternatives for transportation day planning workshop and closed Public Review with a public meeting. The workshop REFINED TAC and CAC Review ALIGNMENTS F all 2009 smartway sa workshop focused on the areas of Finance ALIGNMENTS VIA Board Review AND and Implementation; Economic winter 2011 PROJECTSPRIORITIZED TO Development and Social Equity; PRIORITIZEPROJECTS ► Phase III Public Involvement Corridors, Alignments and Modes; ► Draft and Streetcar Feasibility. This kickoff Financial Studies ► Public review event was followed by another series ► Board review of community workshops in June 2010. spring 2011
► Final System Plan adopted
5 perspective throughout the a needs assessment, alternatives development of the system plan. evaluation, a concurrent evaluation
VIA’s Board of Trustees was also of facilities, and an assessment of involved and stayed informed with its operations and financial strategies, all own workshop, meetings, and updates. of which led to the development of the draft system plan. The comprehensive public involvement process was correlated Phase I of the public involvement to a technical process. This included process, which began in May
LR CTP technical ADVISORY COMMITTEE
The Technical Advisory Committee (TAC) consisted of staff from each of the allied agencies (VIA, San Antonio Bexar County Metropolitan Planning Organization, Alamo Area Council of Government, City of San Antonio, Bexar County, TxDOT, LoneStar Rail, Alamo F all 2009 smartway sa workshop Regional Mobility Authority, suburban cities). TAC roles and These workshops were geographically In addition to various public outreach responsibilities included: dispersed throughout the region and objectives, VIA has worked closely ► Providing technical guidance; were attended by over 150 participants. with two groups – an LRCTP Technical ► Reviewing and commenting on evaluation measures, conceptual The draft LRCTP was unveiled in January Advisory Committee (TAC) and an alternatives, and the screening process; 2011. The public provided comments LRCTP Citizen Advisory Committee ► Providing feedback on public participation activities; and suggestions on the corridors (CAC). These committees provided key ► Assisting in the development of the stakeholder database; and policy requirements needed for guidance throughout the planning ► Serving as a liaison to their respective organizations; and implementation of the LRCTP plan. process and ensured a comprehensive ► Providing feedback to the team on the clarity and comprehension of the public presentations.
6 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 1 INTRODUCTION
2009 included a review of existing range of transit technologies. The regional studies and reports, data corridors were evaluated based on collection related to traffic and travel specific criteria pertaining to mobility, patterns, evaluation of various transit environment, feasibility, land use and technologies, and the preliminary economic development. Specific transit identification of high capacity corridors. technologies were studied to determine Phase II explored the corridors which mode best serves each corridor, identified in Phase I, as well as a as well as the entire transit system.
LR CTP citizens ADVISORY COMMITTEE
downtown transit master plan
Relationship to and air pollution. The master plan also Other Plans includes a study of the future Westside Multimodal Transit Center (WSMM) to Downtown Transit maximize utilization and efficiency. Master Plan The VIA Downtown Transit Master Bus Rapid Transit - Plan is intended to create a vision VIA Prímo for VIA’s future downtown transit Bus rapid transit, or BRT, is a The Citizen Advisory Committee (CAC) consisted of representatives system by defining service and facility transportation technology that from a cross-section of interested community organizations in the improvements in support of mobility, combines features of rail travel with San Antonio/Bexar County area. The CAC roles and responsibilities included: connectivity, economic development, the flexibility of bus service. VIA is developing BRT, called VIA Prímo, ► Providing feedback on public participation activities; livability, and sustainability. The goal is to have a plan for interconnecting all along the Fredericksburg Road ► Assisting in the development of the stakeholder database; transit modes in the central business corridor. Fredericksburg Road is VIA’s ► Serving as a liaison to their respective organizations; and district in a way that improves service, busiest transit corridor, and it connects ► Reviewing and commenting on evaluation measures, conceptual passenger transfers, and facilities while the two largest employment centers alternatives, and the screening process. helping to reduce traffic congestion in Bexar County: San Antonio’s central
7 business district and the South University of Texas at San Antonio. l Star - proposed station Texas Medical Center. VIA Prímo The VIA Prímo BRT features and will connect these two employment technologies include transit centers and also provide service signal priority, increased service at planned transit facilities at both frequencies, stylized low-emission the South Texas Medical Center as vehicles, real-time bus information, well as the Westside Mulitmodal enhanced station amenities, and Transit Center, and in the downtown smart fare collection. Prímo will also area and north to Loop 1604, to complement proposed plans for serve the main campus of the enhanced downtown amenities.
via prÍmo - proposed south texas medical center transit center other regional plans Future Updates ► Lone Star Passenger Rail The VIA Long Range Comprehensive ► Fort Sam Houston BRAC Transportation Plan was developed in ► SA-BC MPO: consideration of existing conditions, ►Long Range Transportation long term projected regional needs Plan 2035 and financial strategies. Due to the ► Pedestrian Safety Action Plan nature of long range planning, not ► COSA: all elements of growth and decline Airport Master Plan ► can be predicted, and therefore, ► San Antonio Bike Master Plan as updated data and information SA2020 ► becomes available, VIA will revise the LRCTP and associated plan recommendations every five years. This periodic update will allow the agency to prioritize and align transit investment decisions to coincide with other regional projects and priorities.
8 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN Growth Trends and Mobility Issues
To determine future travel needs, approximate 32% increase over the 27- VIA coordinated with the San year period (1.2% per year). Population The LRCTP system is designed as Antonio-Bexar County Metropolitan density (average number of persons an integrated network to allow Planning Organization (SA-BC per acre) for Bexar County will increase MPO) which serves as the regional VIA to serve the entire region with from 2.03 people per acre in 2008, to downtown san antonio, texas transportation options. Part of agency responsible for coordinating 2.67 people per acre in 2035. the technical process included transportation planning for San Considerable population growth Antonio and Bexar County. The SA- In 2008, the Bexar County population investigating travel patterns and is projected along Loop 1604, BC MPO uses a computer model to was 85% of the region total (i.e., transportation needs, in an effort particularly to the west and analyze future (25 year) travel demand 1,630,520 people in Bexar County to better serve the San Antonio northwest of Bexar County’s core for the San Antonio region. vs. 1,925,905 people in the region), and Bexar County region in the area. Moderate growth is expected while in the year 2035, Bexar County future. VIA considered potential for areas inside Loop 410. Another Local and Regional will represent 76% of the region areas of community growth, which significant pocket of growth is Growth Patterns total. This trend reflects the region will demand more transit options. located south of Loop 410, between Projecting future needs requires Population, employment and income becoming more urbanized as growth IH-35 and IH-37, and attributed are important characteristics affecting analysis of demographic and growth expands into the surrounding to the development of the Toyota the need for public transportation. factors that generate additional counties. In spite of high growth manufacturing facility and the According to the SA-BC MPO model, trips and increase travel demand rates in the outlying counties, developing campus of Texas A&M Bexar County’s population is expected on regional and corridor levels. 58% of all population growth by - San Antonio. Population densities to grow from 1,630,520 people in Traffic congestion and delay on area 2035 is expected to occur in Bexar are expected to increase inside Loop 2008, to nearly 2,150,000 people roadways provide only one indicator County. Bexar County will remain the 1604 as well as inside Loop 410. in 2035. This growth represents an of transportation need. dominant center of growth within the additional half million people, or, an greater San Antonio region.
9 Employment growth is expected to This increase will require additional be distributed to the north, south choices for travel in the region. and west between Loop 410 and Whether in a transit vehicle, walking, Loop 1604. Employment densities or biking, quality and affordable will become more pronounced in public transit choices that integrate the core areas of downtown, the with multiple modes of transportation South Texas Medical Center area, throughout the community will help Fort Sam Houston and other major the region manage congestion and employment centers. economic issues that impact daily lives. Ultimately, the LRCTP can assist in Changes in Travel shrinking the regional carbon footprint and provide for a better quality of life. Patterns and Congestion T ransit - multimodal intersection in houston, texas In order to build a solid blueprint for the region’s transit system, the LRCTP County-Level Population, Employment and Density, 2008 and 2035 Table 2.1 team researched travel patterns to Persons Density (per Acre) determine where residents live, work and travel on a daily basis. Most trips Demographic County 2008 2035 Growth % 2008 2035 Change in the region are those traveling to Bexar 1,630,520 2,149,142 518,622 32% 2.03 2.67 0.64 and from work, while other trips are Guadalupe 112,110 228,911 116,801 104% 0.25 0.50 0.26 Comal 109,145 267,876 158,731 145% 0.30 0.74 0.44 non-work related, such as shopping Population trips or travel to school. The region’s Kendall 32,310 79,580 47,270 146% 0.08 0.19 0.11 total trips are estimated to increase Wilson 41,820 101,821 60,001 143% 0.08 0.20 0.12 from 7.5 million trips per day in 2008, Totals 1,925,905 2,827,905 901,425 47% 0.75 1.10 0.35 to approximately 11.7 million trips per Bexar 735,657 1,088,266 352,609 48% 0.91 1.35 0.44 day in 2035, an increase of 57%. Guadalupe 68,859 135,666 66,807 97% 0.15 0.30 0.15 Comal 46,672 103,067 56,395 121% 0.13 0.29 0.16 Employment Kendall 10,727 27,261 16,534 154% 0.03 0.06 0.04 Wilson 7,382 16,985 9,603 130% 0.01 0.03 0.02 Totals 869,297 1,371,245 501,948 58% 0.34 0.53 0.20
Souc r e: San Antonio – Bexar County MPO 2008 Base Year and 2035 Forecast for Infill/Transit Oriented Development Scenario
10 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 2 GRowth TRENDS & MOBILITY ISSUES
Note: Figure 2.1 reflects the forecast of 2035 population by county Figure 2.1 population, not population density. The increase in population shown for analysis zones outside the City of San Antonio will be dispersed over a large geographical area. For this reason, the population densities of these zones will grow slightly but will remain K Endall relatively low. For a better understanding of Count y comal Bexar County’s population density, please Count y refer to Figure 2.2.
guadalupe bexar Count y Count y
Souc: r e San Antonio – Bexar County MPO 2008 Base Year and 2035 Forecast for Infill/Transit Oriented Development Scenario.
wilson Count y bexar, 2,149,142 76%
wilson, 101,821 4% Guadalupe, 228,911 8% comal, 267,876 Kendall, 79,580 9% 3%
11 p opulation densit y comparison Figure 2.2 2008 2035 bexar bexar Count y Count y
Downtown San Antonio Downtown San Antonio
Population Density (Persons per TAZ Acres)
0 - 5 5 - 10 10 - 1515 - 2020 - 2525 - 30
12 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN The 2035 Long Range System Plan Comprehensive Transportation Plan In the year 2035, the Long Range Comprehensive Transportation Plan (LRCTP), as shown in Figure 3.1, envisions 39 miles of light rail,
The Long Range Comprehensive 5 miles of streetcar, 57 miles of bus p edestrian mode bicycle mode - B-Cycle san antonio Transportation Plan outlines policies, rapid transit and an expanded base specific corridor improvements, network of regular fixed route bus re gional support transit technologies, timelines and service, transit centers and park and funding options for transportation ride facilities. The entire high capacity “ Downtown development is a strong influence on our community transportation systems, economic growth and development, community improvements through 2035. The network is anticipated to contribute 22 safety, growth management, and vibrancy of the arts in the community. plan builds on the existing VIA bus million annual boardings to the system. Strengthening San Antonio’s downtown may also have a positive influence system as a baseline, and explores All recommended LRCTP on natural resource preservation, both in reducing transportation impacts on the environment and in encouraged higher-density development ways to better address and improve: improvements represent major patterns, decreasing the strain on the surrounding areas. investments to help neighborhoods, ► Connections and transfers At the same time, improved transportation options, economic growth, ► Travel times, especially during business areas, and the general civic involvement and a vibrant cultural scene should help the peak periods community. New and improved downtown thrive.” - SA2020 Draft Final Report ► Overall level of service transit services allow more people ► Facilities (stops, transit service to enjoy the community, whether Potential development supported uses into one area. It provides centers, etc.) and amenities for work, play, or day-to-day living. by transit generally occurs adjacent a pleasant working, living, and ► Connections to other modes of LRCTP corridors include the most to transit lines and stations, and can recreational environment, all within transportation. dense areas of population and provide residents with increased easy walking distance of each of them. employment in San Antonio, designed commercial variety, walkable With continued support from the specifically to serve the greatest neighborhoods, and accessibility City of San Antonio, station areas will number of people. Once completed, to most daily needs. This type of encourage dense developments which the LRCTP will connect residents to “Transit Oriented Development” will concentrate people and activities, numerous communities, activities, (TOD), incorporates many different thus improving ridership levels and work locations and other destinations.
13 2035 LrctP SYSTEM PLAN Figure 3.1
LEGEND
N orth-South Circulator East-West Circulator Northeast/Southeast East/West Central Fredericksburg/Northwest South/West Connector North/South Central
BUS INTERFACE E xisting and Improved Bus System MODE
BRT Rail
Lone Star Passenger Rail Kerrville Right-of-Way Acquisition
P Park and Ride P Park and Ride (Proposed) t Transit Center t Transit Center (Proposed)
14 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
LOLB CA US - frequent, metro, skip BSAU R PID TRANSIT railr ci culator li ght rail the efficiency of the overall system. The multimodal corridors in the Ln o g term regional Impacts Each station will have the potential to LRCTP are intended to support and attract many people, businesses and enhance travel by foot, by personal T he LRtcP is vital to the region as it moves forward and considers the events. This nodal type of development automobile, or by bicycle. Specific influence that efficient transit service can have on a community and the overall quality of life. The plan explores opportunities for: can create a network of major activity corridors within the plan are also centers throughout the city that will designed to connect to other major ► Transit-oriented development opportunities (development geared to easy access to transit services) attract more development, investors, transportation facilities, e.g. the North/ ► Long-term sustainable transportation options that protect investments employers and residents. Transit can South Corridor connection to the San and the environment assist the City of San Antonio to meet its Antonio International Airport, and ► Economic development opportunities goals for inner-city redevelopment and connections from several corridors ► Strategies to attracting additional users livable communities. to the future Austin-San Antonio LoneStar Passenger Rail service. Most Increased transit usage in the region of the corridors will provide access to the high capacity network and the provide quality bus service to aid in the can increase opportunities for physical future inner-city circulator corridors, bus network provides comprehensive success of all high capacity corridors. activity, decrease exposure to air providing patrons access to shorter- coverage of the entire region to serve Regular bus service improvements pollution and improve transportation length connector trips. the community with fast, reliable and identified in the plan include a related safety. Providing convenient safe travel. 30-minute guarantee for all peak alternatives, transit can encourage As the foundation of the high capacity routes, more crosstown service, new active transportation like walking and transit network, the bus system The bus service foundation of the high local routes, new limited and express cycling, and it can foster connectivity provides patrons with links to adjacent capacity network remains as the most service, better weekend and evening and accessibility. neighborhoods and smaller scaled prominent mode within the system. activity centers. The combination of VIA has made a commitment to service and better bus facilities.
15 BUSIMP ROVEMENTS Figure 3.2
P P
The Rim
1604 PARK HILLS Six Flags 10 P P Rolling Oaks Fiesta Texas Mall HOLLYWOOD PARK La Cantera P HILL UNIVERSITY COUNTRY UTSA Valero SHAVANO PARK VILLAGE
281
HELOTES T LIVE OAK VIABS U - frequent, metro, and skip service 35 USAA San Antonio CASTLE NORTH International South HILLS STAR Airport Texas RANDOLPH VI A BUS IMPROVEMENT GOALS Medical T P Center WINDCREST ► 30 minute or better service T MEDICAL BALCONES LEON CENTER HEIGHTS VALLEY ► Better weekend & CROSSROADS P MALL ALAMO evening service HEIGHTS P OLMOS Incarnate TERRELL ► Expanded bus facilities PARK Word HILLS Trinity INGRAM Univ. ► Increase in service hours St. Mary’s Pearl T University Brewery Ft. Sam Houston KIRBY T ► Reduction in average trip time 410 San Antonio 10 College T T ► More crosstown services 151 ATT P Center Our Lady of the Lake ► New local routes UTSA St. Philip’s KEL-LAC ELLIS College ► New limited extended services ALLEY T Lackland AFB 90 Port Missions LEGEND San Antonio 87
E xisting Bus Routes Bus Improvements 37 P Park and Ride BRT P Park and Ride (Proposed) MADLA South Park T TRANSIT t Mall T Transit Center CENTER Brooks 35 City Base t Transit Center (Proposed) Palo Alto College
Texas A&M San Antonio
16 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
Bus Improvements Maintaining premium bus service is Enhanced Bus Corridors BUSIMP ROVEMENTS As the agency grows and a crucial element of regional system The LRCTP includes numerous BY CATEGORY accommodates the needs of improvements, as it provides a highly enhancements to the existing bus additional transit modes, important flexible and relatively low cost service system including improvements in enhancements will be made to with wide geographical coverage. frequency, length, service hours. the existing bus system. The bus Encompassed in the range of system will continue to serve As the LRCTP is implemented, VIA will improvements are additional limited as the foundation of transit restructure routes to provide broader stop “Skip Service” routes, Express service throughout the region. access to all high capacity corridors. Service routes, and Local Service routes. All bus route and service improvements are summarized in
Table 3.1. N ew/Extended Express Bus Service Enhanced Bus Table 3.1 New/Extended Local Bus Service TOTAL Number peak vehicle Capital costs are primarily limited to Improvement Category of routes requirement vehicles. Bus service can serve a wide New/Limited-Stop Bus Service Frequency range of passenger travel demands, Improve 60 min peak to 30 min peak 22 32 and bus size can be adapted to Improved Existing Bus Service Improve 60 min base to 30 min base 29 - passenger loads. Operating costs, Improve 30 min peak to 15-20 min peak 15 38 however, rise substantially when providing for significant increases Improve 30 min base to 15-20 min base 12 - in capacity. In contrast, bus stops Improve 15-20 min peak to 10-12 min 8 24 peak are typically low cost and easily Improve Weekend Frequency with accessible due to frequent 16 - Mid-Peaks stop spacing. System-wide bus Extend Weekend Mid-Peak improvements are shown in Figures 20 - Frequency thru Base 3.2, 3.3, and 3.4. Express Services - New & Expansions 5 12 Limited-Stop - New Service 11 25 Expand Local Service Coverage 14 25 Improve Service Span 8 1 Improve Reliability (As Needed) - 32 viao - pr posed electric bus circulator TOTAL 160 189
17 bus improvements: frequency Figure 3.3 bus improvements: new routes/ Figure 3.4 extensions
E xisting Bus Routes Frequency Improvements E xisting Bus Routes P Park and Ride New Routes/Extensions P Park and Ride (Proposed) P Park and Ride t Transit Center P Park and Ride (Proposed) t Transit Center (Proposed) t Transit Center t Transit Center (Proposed)
18 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN ex press routes Figure 3.5
Table 3.2 summarizes the LRCTP express bus route recommendations for routes that are planned for implementation by year 2035, and as shown in Figure 3.5. Based on system
VIA express BUS level estimates, the financial plan would need to include approximately Express Bus Corridors $1.4 million (2010 dollars) to fund the Express bus service, also known as express route improvements in table commuter bus service, is intended 3.2. to run more efficiently than local bus service between two commuter As compared to fixed guideway destinations. Oftentimes, express bus alternatives, express buses are a provides service between downtowns relatively low-cost, easy to implement or major employment districts and solution. In addition, bus priority residential areas such as suburbs or lanes can add more options for outlying cities. Express bus routes commuters and typically serve operate with limited stops and travel longer trips with limited access to on freeways, to increase speed neighborhoods. Bus priority lanes and improve efficiency. Additional can also aid in operational efficiencies E xpress Bus Corridors passenger amenities are often by allowing buses to Express Bus Route Recommendations Table 3.2 featured on express buses, such as avoid delay on highly freeway/roadway current length congested arterials Corridor extent reclining seats, reading lights, and corridor route (miles) Wi-Fi, to make longer trips more and freeways, and North Central US Hwy 281 6 Stone Oak Parkway to 36 comfortable. improve travel South Military Dr times for carpools, Northwest IH-10 94 Boerne Stage Road to Downtown 39 vanpools, and transit Northeast IH-35 17 Topperwein Road to Downtown 27 during congested Southeast IH-37 N/A Southwest Military Drive to 12 periods. Downtown West State Hwy 151 N/A Loop 1604 to Downtown 44 Total Length (miles) 158
19 Transit Facilities and A series of near-term and long-term has the capability to repair, paint and of the transportation system in Bexar Passenger Amenities recommendations are outlined here maintain vehicles and property self- County, and help support regional In order to operate and maintain for implementation to accommodate sufficiently. As VIA operations expand, transit goals, such as transit efficiency a multimodal transit system, an multiple mode technologies and their facilities must accommodate the and multimodal integration. required maintenance facilities. expanded needs of the system. assessment of all facilities is needed By providing safe, reliable and consistent to ensure compatibility among the To ensure efficient operations and VIA owns and maintains various service, VIA attracts transit patrons various technologies. VIA’s existing reliable service, VIA maintains various properties that house a variety throughout the region. This expansive facilities include park and ride operational facilities, including of administrative offices, a child geographic demand for transit service facilities, transit centers, maintenance warehouses, a bus yard, and development center and customer is apparent in the utilization of existing facilities and administrative buildings. maintenance facilities. Currently VIA information centers. Additional park and rides and transit centers, by facilities will be required to meet the motorists, pedestrians and cyclists. needs of a growing workforce. facilities Figure 3.6 Existing and proposed park and rides Park and ride and transit center and transit center locations are shown P STONE OAK P BOERNE PARK & RIDE PARK & RIDE facilities are an essential component on Figure 3.6.
ROLLING OAKS The Rim PARK & RIDE
1604 PARK HILLS Six Flags 10 P P Rolling Oaks Fiesta Texas Mall HOLLYWOOD PARK La Cantera P HILL UNIVERSITY COUNTRY UTSA Valero SHAVANO PARK VILLAGE downtown transit master plan
281 NACO PASS HELOTES TRANSIT T LIVE CENTER OAK 35 T he VIA Downtown Transit Master San Antonio USAA CASTLE NORTH International South HILLS STAR Airport Plan, initiated in December 2010, Texas RANDOLPH Medical P PARK & RIDE Center T WINDCREST will identify facility related needs CONVERSE T MEDICAL BALCONES HEIGHTS for the downtown transit market. LEON CENTER VALLEY CROSSROADS P MALL ALAMO HWY 151 AND HEIGHTS This plan will include the location of LOOP 1604 P OLMOS Incarnate TERRELL PARK Word HILLS potential transfer facilities within the Trinity Univ. INGRAM KIRBY St. Mary’s Pearl central business district. T TRANSFER University Brewery Ft. Sam CENTER Houston T 410 San Antonio 10 WESTSIDE College DOWNTOWN The VIA Downtown Amenities MULTIMODAL T T TRANSFER 151 TRANSIT CENTER ELLIS ATT CENTER P ALLEY Center Our Lady Program, established in March of the Lake UTSA
St. Philip’s 2010, was developed to determine KEL-LAC College T Lackland AFB CHINA GROVE the transit facilities and amenities 90 Port Missions San Antonio 87 needed to improve efficiency, passenger safety, convenience and use of the transit system within the downtown. The recommendations 37 BRT will include transit amenity-related design standards. BROOKS CITY P MADLA BASE TRANSIT Park and Ride South Park T TRANSIT CENTER Mall T CENTER Brooks 35 City Base P Park and Ride (Proposed)
Palo Alto College t Transit Center t Texas A&M Transit Center (Proposed) San Antonio
20 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
bus rapId transit corridors Figure 3.7
bRT Vehicle
LEGEND
N ortheast/Southeast Fredericksburg/Northwest South/West Connector
P Park and Ride P Park and Ride (Proposed) t Transit Center t Transit Center (Proposed)
21 Bus Rapid Transit Corridors Bus Rapid Transit Routes Table 3.3 freeway/roadway length* projected daily Bus Rapid Transit (BRT), using exclusive Corridor extent corridor (miles) ridership bus lanes, provides the speed and Northeast/South Austin Highway/Broadway/ Stone Oak Parkway to Southwest 17.3 6,200 - 9,300 guideway advantages typically Roosevelt Ave Military attributed to a rail line, with the added South/West Connector South Military Dr/General South Texas Medical Center to 19.9 8,700 - 13,000 advantage of circulation within local McMullen Dr/Culebra Dr Brooks City Base areas. They allow high-speed operation, Northwest Fredericksburg Rd Downtown to University of Texas 20.1 11,400 - 17,100 express/non-stop service and one- - San Antonio seat rides. BRT vehicles are designed *Corridor lengths based on ridership modeling assumptions. Total 57.3 26,300 - 39,400 to look similar to rail vehicles, with wide doors, large windows, and low- BRT corridors. All BRT corridors are Naco-Pass Transit Center and continues downtown, the corridor serves the entire floor access. BRT stations can also be shown in Figure 3.7 and Table 3.3. south adjacent to Terrell Hills. The Central Business District, University of designed to resemble rail stations, with route continues south by the McNay Texas – San Antonio downtown, and the off-vehicle fare collection and intelligent Northeast/South Art Museum, passing the University of Alamodome. The corridor continues transportation systems (ITS) that show Corridor the Incarnate Word, Trinity University, south in the vicinity of the Southtown the arrival time for the next bus. This Designated as one of San Antonio’s Brackenridge Park, the San Antonio commercial district, Mission San Jose technology has been implemented at most vibrant “cultural corridors,” Zoo, and the Pearl Complex. Passing National Park, and the future Lone- various levels of exclusive right-of-way the Broadway and Roosevelt m etro rapid BRT VEHICLE - los angeles, California and operates effectively in several US Ave connection provides endless cities. For an at-grade busway to be opportunities for future transit riders effective and provide faster operating to embrace the best of the San speeds, the number of grade crossings Antonio cultural offerings. Connecting should be limited, transit priority signal one of the most lively and diverse systems should be installed, or queue neighborhood commercial districts, jump lanes should be added. BRT Southtown, to various museums and vehicles may operate in mixed traffic, attractions north of downtown, this but often have a dedicated lane for a corridor will serve as an important substantial part of the route. The LRCTP catalyst for future investment in the recommends implementation of three region. The corridor begins at the
22 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
Star Brewery complex. The corridor Further south, the corridor provides terminates at South Military Drive, transit access to Port San Antonio. The where it intersects with the South/West corridor extends eastward, reaching Connector Corridor. The corridor also South Park Mall and Brooks City Base. provides access to the East/West Central This corridor links the VIA network Corridor in Downtown. Other modes to the proposed Lone Star Passenger suitable for study within this corridor Rail, which will serve commuters include light rail transit and streetcar. between Austin and San Antonio at the proposed Port San Antonio station. This line also provides access South/West to the Northeast/Southeast Corridor, Connector Corridor the North/South Central Corridor, b us rapid transit vehicle To address the needs of major the East/West Central Corridor and crosstown travel, the South/West N eorTHw st Corridor Mall and the Central Business District, the Northwest Corridor. The line is Connector corridor connects Brooks Currently one of the most heavily including the downtown campus augmented by the existing Madla Park City Base, Port San Antonio, and the traveled bus corridors, the Northwest, of UTSA. Supporting this corridor and Ride, the proposed Medical Center South Texas Medical Center, via the corridor will reach one of the most are the existing University Park and Transit Center and a potential Brooks proposed Medical Center Transit dense employment centers of the city. Ride, the proposed Medical Center City Base Transit Center. Although the Center, which serves the South Texas The South Texas Medical Center attracts Transit Center, the existing Crossroads recommendation for this corridor is Medical Center. From the South Texas a wide array of business interests, Park and Ride and the proposed bus rapid transit, enhanced bus and Medical Center, the corridor continues employees, customers and visitors. This Westside Multimodal Transit Center. light rail transit are both additional south serving St. Mary’s University corridor will provide the connection Connecting to other high capacity opportunities for improved transit and Our Lady of the Lake University. between the largest employment corridors, the Northwest Corridor service within the corridor. centers of the city, downtown central provides access to the South/West ra pid ride BRT VEHICLE - albuquerque, New Mexico business district and the South Connector Corridor and the East/ Texas Medical Center. Beginning West Central Corridor. This corridor at its northern extent of University has initiated development as the BRT of Texas – San Antonio (UTSA), the Prímo route. As noted in the Vision Northwest Corridor connects the Corridor chapter, the Northwest university campus, Valero Energy Corridor has also been identified as Corporation headquarters and a location for potential future light employment campus. Continuing rail transit. south, the corridor serves Crossroads
23 ra il corridors Figure 3.8
DARTI L GHT RAIL - DALLAS, TEXAS
RAIL CORRIDORS
E ast/West Central North/South Central
P Park and Ride P Park and Ride (Proposed) t Transit Center t Transit Center (Proposed)
24 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
ten times the number of passengers within station areas. A joint planning as a traditional bus. Its flexibility process, resulting in station area and relatively low cost, compared plans, provides opportunities for to other rail alternatives, allows LRT the community to influence the to emerge as a viable alternative in development of the urban space. several high capacity transit corridors. Typically, municipalities adopt Establishment of LRT can play a affordable housing policy guidelines significant role in transit oriented to ensure that existing and future development and redevelopment near residents are able to enjoy the station LRT stations. area investment. Rail technologies often aid in enlarging the market for m etro light rail - houston, texas Stations serving LRT corridors can be transit. An overall effective transit designed as simple, sidewalk stops system can attract businesses, events Rail Corridors higher, lower labor requirements with shelters or as elaborate facilities. and residents to the community. The The primary advantage of modern per passenger served generally Property values typically increase in benefits provided to the environment, light rail transit (LRT) is its high allow light rail to be operated at a areas surrounding station locations. short-term and long-term, can help passenger capacity and adaptability to lower cost per passenger than bus Improved access, exposure, and the region maintain good standing a variety of operating environments. alternatives. LRT trains can consist of development incentives often spur with federal air quality requirements While capital costs are much up to four vehicles, accommodating development and reinvestment and provide a healthier environment for the community. Rail Corridors Table 3.4 Light rail requires a higher capital freeway/roadway length* projected daily Corridor extent corridor (miles) ridership cost investment when compared to a bus network, due to track installation, East/West Central Commerce/Old US Hwy 90 Kel-Lac Park and Ride to Ft. 20.1 10,900 - 16,300 Sam Houston electrification, and modifications to streets and traffic control. Light rail North/South Central San Pedro/Pleasanton San Antonio Airport to South 18.8 10,800 - 16,300 at-grade operation can be affected Military Drive by traffic in areas with shared right- of-way. This can be mitigated by *Corridor lengths based on ridership modeling assumptions. Total 38.9 21,700 - 32,600 provision of exclusive lanes and
25 traffic control that favor light rail. region. Information on each corridor can LRT can operate in multi-car trains at be found in Table 3.4 and Figure 3.8. speeds up to 70 mph on separated rights-of-way. The number of grade East/West crossings and on-street sections will Central Corridor slow operating speeds significantly. Conversely, improvements to benefit The East/West Central corridor transit may impact traffic flow and provides an essential link connecting pedestrian movements. The LRCTP east San Antonio, west San Antonio recommends two LRT corridors in the and downtown. The corridor connects Lackland Air Force Base to Fort Sam Houston, which provides light rail - dallas, texas seamless access to one of the region’s largest employers, the US Department of Defense. The East/West Central Corridor is designed to link historically relevant neighborhoods rtd light rail - denver, colorado and commercial districts to the east and west of downtown to the core downtown, the corridor extends east University. Augmenting potential of downtown San Antonio. At its near St. Philip’s College and the AT&T transit service on this corridor, the western-most extent, the East/West Center. It then shifts north to reach existing Kel-Lac Transit Center and Central Corridor reaches the Kel-Lac Fort Sam Houston. Connecting many Ellis Ally Park and Ride help provide Park and Ride. The corridor continues residents, students, and employees, access for other potential patrons. east to serve many important the east/west central corridor has This corridor will also connect to community destinations including the opportunity to provide mobility the proposed Westside Multimodal Our Lady of the Lake University and improvements to a diverse transit Transit Center (WSMM) and the the downtown campus of UTSA. market. The corridor will provide proposed Downtown Transfer The corridor continues through access to the AT&T Center, St. Center. Providing a critical regional downtown and serves Sunset Station, Philips College, Sunset Station, the connection, this corridor intersects the Alamodome and numerous Alamodome, the downtown campus all high capacity LRCTP corridors, downtown employers. Passing of UTSA, and Our Lady of the Lake including the South/West Connector
26 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
Corridor, the Northwest Corridor, the The corridor also connects Trinity North/South Central Corridor and University and San Antonio College the Northeast/Southeast Corridor. to downtown, where it also serves the The Lone Star Passenger Rail also UTSA Downtown Campus. Traveling connects with the East/West Corridor south through downtown, the at the WSMM. Although the LRCTP corridor reaches the future Lone Star outlines a potential mode as light rail Brewery mixed use development. The transit, it is recommended that future corridor is supported by two transit studies also investigate the feasibility facilities including the existing North of bus rapid transit. Star Transit Center and the proposed Downtown Transfer Center. This North/South corridor intersects with the East/West Central Corridor Central Corridor. Future extensions The North/South Central Corridor are noted in the Vision Corridors connects major destinations valley metro light rail VEHICLE - phoenix, arizona Section on page 31; these include a and serves the densest areas of southern addition, to reach the future employment and residences in San Texas A&M – San Antonio campus, as Antonio. The corridor also connects well as a northern extension from the various southern and northern San Antonio International Airport, to neighborhoods with major employers the Stone Oak neighborhood, north throughout the corridor, especially of Loop 1604. Although the LRCTP the core, or downtown San Antonio. outlines the potential mode as light Serving as the northern terminus, the rail transit, it is recommended that corridor connects the San Antonio future studies also investigate the International Airport with employees feasibility of bus rapid transit. and travelers to downtown and surrounding neighborhoods. The corridor connects with the existing North Star Transit Center and travels south near the North Star Mall and adjacent commercial activity. charlotte area rapid transit (cats) light rail VEHICLE - charlotte, north carolina
27 Downtown recommended corridors for circulator will determine the community-desired Circulator Corridors service can be found in Table 3.5 and mode and alignment. Figure 3.9. Two downtown circulator corridors Modern streetcar technology operates will serve short downtown trips Although downtown circulation predominately on-street in mixed and will aid in bringing workers, can be achieved with a variety of traffic. Vehicles and power systems residents and tourists to and through different transportation solutions, are generally lower in cost than higher downtown. A comprehensive modern streetcar technology is speed, higher capacity rail systems. circulator system can strengthen the recommended, due to its compatibility In areas where maximum speeds are high capacity network by increasing with the existing pedestrian-oriented, restricted by street-running operations, connectivity among rail, bus rapid mixed use environment. Streetcars modern streetcars may represent a
STREETCAR - seattle, washington transit, and activity centers, beyond a are effective in supporting urban lower cost alternative to light rail. comfortable walk distance. The LRCTP revitalization initiatives. Further study East-West Circulator CIRCULATOR CORRIDORS Figure 3.9 c irculator corridors The East-West Circulator serves N orth-South Circulator Cattleman Square, city and county East-West Circulator offices, Market Square, the Vistana P Park and Ride residential development, and Santa t Transit Center (Proposed) Rosa Hospital. Its route would overlap that of the East/West Central Corridor described earlier, and the two could share the same tracks. The streetcar circulator would provide service for those traveling short distances within the central core, while the light rail line would cater to those traveling longer distances through or outside the core. Capital cost economies would be achieved, as the tracks for the streetcar circulator would be constructed first and then shared with
28 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
Circulator Corridors Table 3.5 inner- city rail streetcar downtown circulator study
projected freeway/roadway length* T he Inner-city Rail Streetcar Downtown Circulator Study Report was Corridor extent daily corridor (miles) ridership completed in April 2010. A specific focus of the study was to identify and recommend elements for a downtown circulator system using modern, East-West Houston/Commerce/ Frio Street to 2.7 7,400 - historic, or replica streetcar vehicles. The inner-city rail streetcar downtown Nueva Cherry 11,200 circulator study considered types of operations which could leverage the most economic development while providing mobility to the downtown North-South Broadway/Losoya/S. Josephine 2.2 3,300 - workers, residents and visitors. Alamo to South St. 5,000 Mary’s Street
*Corridor lengths based on ridership Total 4.9 10,700 - modeling assumptions. 16,200 light rail when that service is later the circulator provides access to implemented. Light rail construction HemisFair Park, the Henry B. Gonzalez would only be required beyond the Convention Center, the Tower of east and west termini of the East-West Americas, and the Institute of Texan circulator corridor. Cultures. The corridor continues outside of downtown near the The East-West Circulator western Robert Thompson Transit Station, STREETCAR - seattle, washington terminus is located at the Westside the Alamodome, and Sunset Station. Multimodal Transit Center. The share its tracks with light rail. This which currently serves VIA’s three The corridor serves the Fredrich corridor passes through the heart of circulator line would, however, overlap rubber-tire streetcar circulator routes. Building, the Carver Cultural Center, San Antonio’s government district, its route with that of the Northeast/ The North-South Circulator serves and the historic city cemeteries. serving the future public safety Southeast bus rapid transit corridor. various tourist attractions, hotels, St. Paul Square, and the Dignowity and central business district activity headquarters, and the existing San At the southern terminus in the Hill, Lavaca, and Downtown within the downtown area. It passes Antonio Police Department, Bexar vibrant Southtown District, the neighborhoods all are within a short through the River North District, near County Courthouse, City Hall, and corridor extends north and passes walking distance of the corridor. the San Antonio Museum of Art, Main Plaza. In addition to serving HemisFair Park and the Henry B. Pearl complex and Fort Sam Houston. government facilities, the alignment North-South Circulator Gonzalez Convention Center. The serves major entertainment areas, Unlike the East-West Circulator, the corridor provides access to the e.g., the River Walk, La Villita, and North-South Circulator would not existing Riverwalk Streetcar Station, numerous hotels. Further east,
29 V ision corridors beyond 2035 Figure 3.10
tower of the americas - san antonio
2035 LRctP System Plan North Central Inner Northwest Crosstown, Inner North Central Crosstown East Crosstown Northwest South Central Northwest
BUS INTERFACE Existing and Improved Bus System
MODE
BRT Rail
Lone Star Passenger Rail Kerrville Right-of-Way Acquisition P Park and Ride P Park and Ride (Proposed) t Transit Center t Transit Center (Proposed) BRT Joint Development Corridors* *Identified as potential joint development corridors with regional partner agencies
30 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
Vision Corridors Northwest/Bandera Road 410, is important to consider during N eorTHw st/Fredericksburg Corridor the design of the North/South Road Corridor Additional potential corridors have Connecting downtown to Leon Central Corridor. This campus will be VIA is currently developing the been identified as candidates for high Valley and St. Mary’s University, the enhanced by a New Urbanist master Fredericksburg Road BRT Prímo, capacity investment beyond 2035. These Northwest/Bandera Road Corridor is planned community called Verano. however, the community has expressed potential corridors will be reevaluated an excellent candidate for improved The entire community and campus an interest in investment of light rail during each five-year LRCTP update for bus services. While the corridor did is projected to become a major transit technology in this corridor. potential inclusion in the LRCTP. All vision The LRCTP recommends further not prove to warrant new high capacity activity and employment center. VIA corridors are found on Table 3.6 and study of the feasibility of light rail service at this time, it is recommended service has been incorporated in the Figure 3.10. transit on this corridor after successful that this corridor be reviewed in the transit-oriented, master plan design. implementation and maximum capacity North Central/ next 5-year update, to reevaluate its Although the LRCTP specifies that of the BRT system has been established. US 281 Corridor potential for high capacity service. the South Central Corridor extend Although the majority of transit as far as South Military Drive, it is East Crosstown/ activity within the existing network recommended that this southern New Braunfels Corridor occurs within Loop 410, there is extension be studied further. With the potential to connect Brooks additional demand north of Loop City Base to Fort Sam Houston, 410, which can be effectively the East Crosstown/New Braunfels addressed by Express bus service. It Corridor serves as an important is recommended that future study of component of the transit network. the North/South Central Corridor (San Vision Corridors Table 3.6 Bus frequency improvements have Pedro-Pleasanton) include this area as freeway/roadway length* been indentified within this corridor. Corridor extent a potential extension. corridor (miles) While the LRCTP did not deem high North Central US Highway 281 San Antonio Int’l 9.5 Inner North-Northwest capacity service necessary to serve the Airport to Stone Oak Parkway Crosstown/Wurzbach existing and projected transit market, Parkway Corridor Inner Northwest Wurzbach Parkway Ingram Transfer 19.1 it is important that the decision be Crosstown, Inner North Center to Randolph Serving as a critical crosstown readdressed during the 5-year update Central Crosstown Park and Ride connection, the Inner North-Northwest process to ensure that service levels Northwest Bandera Road Downtown to Leon 11.6 Valley Crosstown/Wurzbach Parkway are meeting the demand of corridor Corridor can provide additional access East Crosstown New Braunfels Ave San Antonio College 11.4 patrons. to Brooks City Base to existing transit facilities and to South Central Pleasanton Road South Military Drive 4.2 numerous northern residents. The Souh t Central/Pleasanton to Texas A&M San LRCTP recommendation includes Road Extension Antonio limited-stop service to provide efficient, Development of the Texas A&M- Northwest Fredericksburg Road UTSA to Downtown 20.0 reliable bus service along this corridor. San Antonio campus, south of Loop *Corridor lengths based on ridership modeling assumptions. Total 75.8
31 VI Atrans Monthly Trip Projections Figure 3.11
via paratransit vehicle - san antonio, texas
Paratransit Services and days as fixed bus service. In a typical month during 2009, VIAtrans VIA paratransit service, VIAtrans, served 4,500 people by providing over provides disabled patrons within three- 81,000 trips. quarters of a mile of a fixed bus route with curb-to-curb pick-up and drop-off As seen in Figure 3.11, monthly trip public transportation. This accessible projections are forecasted to reach identified as possible innovations emergency assistance and tracking service is provided in accordance with over 130,000 trips by 2035. This designed to improve paratransit service performance of operators. Patrons the American with Disabilities Act forecast demonstrates that increased and to control rising costs as demand can also benefit from these improved (ADA) of 1990. Paratransit service is demand will increase the peak for these services continue to rise. technologies by the ability to inquire an alternative mode of transportation vehicle requirement to 163 vehicles. on the status of various service Improvements in service planning, which allows VIA to provide more As the need for paratransit service requests. Web-based services can result client management, scheduling and flexible service. Mini-buses equipped increases, VIA will be required to in lower call center volumes, allowing for daily operations can help VIA provide with ramps or wheelchair lifts are expand its operations to meet that more time with customers and constant improved customer service and more utilized to provide service. need. New facilities will be required consumer service support. to allow for greater capacity of vehicle efficient operations. Automatic vehicle VIAtrans complements regular bus parking, maintenance and fueling. location (AVL) can provide VIA with service and is available the same hours Improvements in communication advantages in adjusting schedules in and computer technology have been real time, rerouting vehicles, dispatch
32 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
VIp A O erational Expenses Figure 3.12 Vanpool count Figure 3.13
bus $113 M, 80% deMand resPonse VanPool $27.6 M, 20% $0.726 M, 0%
14 17 25 48 42 72 94
VIA Vanpool allows for groups of individuals to sizes are available to accommodate to Austin, Floresville to San Antonio, share the cost of travel and to develop varying vanpool sizes. Vanpool service and from Boerne to San Antonio. The VIA Vanpool Services provide a customized commuter service. is a great opportunity for employers average occupancy is seven, though commuters an option to share daily Vanpooling reduces gasoline and throughout the region to contribute occupancy ranges from as few as five to trips to work with coworkers. The parking costs for each passenger. VIA to a successful transportation system. the maximum allowance of fifteen. vanpool program serves those who provides a tool to match commuters Vanpools are essential elements of the commute up to 100 miles one way, with similar trips, enabling individuals overall transit system because they Over the past seven years of its either from, to, or entirely within VIA’s to utilize the service. Vanpool riders allow for efficient, flexible commutes. existence, the VIA Vanpool Service has traditional bus service area. The service establish a customized schedule, and seen a considerable amount of growth. pick-up and drop-off locations which Currently, the largest number of VIA expects continued growth in service VIA VanPOOL coincide with the needs of the group. originating vanpools comes from in the immediate to mid-term, due to Groups of five or more split the cost Schertz, with the majority traveling high fuel prices, and a well-defined of a van and fuel. Cost savings for to Fort Sam Houston and Port San target market. each individual increases with every Antonio/Lackland. There are also several additional vanpool rider. Different van vanpools that go from San Antonio
33 COSAi B cycle facilities* Figure 3.14
b -cycle STATION san antonio, texas
LEGEND
E xisting Bike Facilities Future Bike Facilities
* Data provided by City of San Antonio
34 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 3 THE SYSTEM PLAN
Bicycle and Pedestrian Integration VIA is committed to the integration of cyclists and pedestrians into the regional LRCTP system. Improvements in both bicycle and pedestrian infrastructure provide a safer, more accessible and healthier system for all users. Transit patrons are generally willing to walk up to one-quarter of a mile for bus transit Multi modal service- houston, texas and one-half mile for rail transit, as long as reasonable walking and pedestrians. Complete street All new technologies associated with conditions are provided. recommendations vary by roadway the LRCTP recommendations will Other cities have successfully type, but often include user-friendly include amenities to accommodate implemented “Complete Street” sidewalks, bike lanes, dedicated for bicycles. During the design of policies to ensure that all roadways bus lanes, accessible transit stops, facilities, pedestrian and bicycle access consider multiple users, including properly marked crosswalks and are both considered. Construction of off-site facilities, e.g., bike paths b -cycle pay station, san antonio, texas motorists, transit patrons, cyclists accessible pedestrian signals. These and lanes, and their maintenance, are improvements allow for safe access generally the responsibility of the City for all users, regardless of travel mode, b icycle master plan of San Antonio. Existing and future ability or age. City of San Antonio bicycle facilities The City of San Antonio and the San Antonio Bexar County Metropolitan Bicycle Integration are shown in Fure 3.14. The LRCTP Planning Organization are collaborating in the update of the Bicycle VIA encourages multi-modal recommends that the City of San Master Plan. The Goal of this master plan is to make it easier for cyclists to safely ride anywhere in San Antonio and Bexar County. The commuting. VIA provides bicycle Antonio prioritize on the location and process assesses existing facilities for riding, recommends locations facilities at its major transit centers implementation of bicycle facilities for additional facilities such as bike lanes, and prioritizes facility and park and ride facilities and near transit stops and stations. implementation. The plan is scheduled to be completed in the Spring provides bicycle racks on its bus fleet. of 2011.
35 p edestrian directional infrastructure in houston, texas p edestrian safety action plan
T he San Antonio Bexar County Metropolitan Planning Organization initiated a Pedestrian Safety Action Plan to help prioritize pedestrian infrastructure investments, that will help make streets safer for all users.
p edestrian crosswalk in downtown houston, texas
Pedestrian Integration of pedestrian facility improvements at other public spaces. Pedestrian- safe waiting areas. Closely spaced Consideration of pedestrian transit stops and stations. friendly station areas typically have trees providing shade, traffic calming movement is critically important land uses which include medium to techniques, and short block lengths to the success of a transit system. Pedestrian facilities and amenities high-density mixed uses, utilizing also encourage pedestrian activity Pedestrain access is considered are critical in transit-oriented design. street-oriented, pedestrian-scaled in transit-rich areas. Many different during design of all VIA facilities, Numerous strategies can aid in the architecture. To encourage easy approaches can be used to encourage including transit centers, park and development of accessible pedestrian and well-integrated transit access, safe routes to and from transit stops rides, stations and transfer centers. environments including bus shelters, pedestrians require safe crossings, and stations. The LRCTP recommends that the City landscaping, street furniture, walkways, adequate buffering from traffic, of San Antonio prioritize the location public art, and access to parks and continuous and ample sidewalks and
36 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 4 PHASING AND IMPLEMENTATION 2035 Phased SYSTEM PLAN Figure 4.1
Phasing and Implementation
2015
Bus Rapid Transit Corridors
P Park and Ride (Proposed) t Transit Center (Proposed) 2020
C irculator Corridors
P Park and Ride (Proposed)
2025 Rail Corridors Bus Rapid Transit Corridors P Park and Ride (Proposed)
2030 Bus Rapid Transit Corridors
2035 Bus Rapid Transit Corridors
MODE Bus Rapid Transit Rail EXISTING FACILITIES
P Park and Ride t Transit Center
37 Example Project Development Timeline Table 4.1 2015 2020 2025 2030 2035
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 Northwest Corridor North-South Circulator East-West Circulator East/West Central Corridor North/South Central Corridor South/West Connector Corridor Northeast/Southeast Corridor
Brooks City Mixed-Use Center NacoPass Mixed-Use Center US 281/Stone Oak Park and Ride Downtown Transfer Facility State Highway 151 Park and Ride Paratransit Facility IH-35 North Park and Ride IH-10 West Park and Ride New Operating Facility/Garage Fort Sam Houston/AT&T Parkway Transit Center
Project Phasing plan development. Development The adopted 2035 LRCTP will be Fredericksburg Road. VIA has also The LRCTP helps VIA achieve timelines vary, depending on the total reviewed by the Federal Transit determined the need for a downtown its mission to provide safe, length of the corridor, the mode and Administration (FTA), congressional circulator to provide cohesiveness to dependable and cost-effective public the funding sources. Each corridor and state legislators, the Texas all corridors extending outside of the transportation services to enhance will be developed individually. The Department of Transportation (TxDOT) downtown core. This circulator will the quality of life in the communities timeline and associated maps of the and other regional agencies. The also advance through the Alternatives they serve. Individual corridors will phased LRCTP can be found on Figure Northwest Corridor is currently Analysis process to allow for review be studied in the next stage of system 4.1 and Table 4.1. advancing through development of all possible alignments and transit of the BRT Prímo route along technologies in order to determine the best performing combination.
38 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 4 PHASING AND IMPLEMENTATION
The LRCTP recommends corridors be advanced through the FTA process. The corridor alignments will go YEARS 1 - 4: Solving the Problem - through the advanced planning, YEARS 4 - 6 Planning Engineering the Solution YEARS 6 - 8 environmental review, engineering and - Design Ground Breaking - YEAR 9 design processes before construction Construction Opening Date - P trojec Development Service begins. All corridors will be assessed Strategy which projects move forward first is to ensure that they are still vital to VIA will begin to implement the LRCTP the potential for both local and federal the transit system. The LRCTP will be community to identify a preference. by focusing corridor-by-corridor to funding. VIA has the opportunity to reviewed every five years to update This phase is complete when local implement the full 2035 vision. The apply for federal funding to support the findings and recommendations as and regional decision makers select first priority corridors will be advanced its best performing corridors. Federal new and updated data is available a “locally preferred alternative.” This for further planning and development. funding will allow VIA to do more for for assessment. alternative is adopted by the VIA Board One of the factors that determine its patrons in a shorter period of Directors and then the San Antonio- of time. Bexar County Metropolitan Planning U .S. made streetcar vehicle - portland, oregon Initiate Priority Projects Organization (SA-BC MPO) and VIA will initiate the application process identified in the regional long-range for potential funding assistance from transportation plan. the FTA which includes more study II – Preliminary Engineering and development of each corridor. During the preliminary engineering Major steps in the individual corridor (PE) phase of project development, development process include: consideration for all design options I – Alternatives Analysis is established to refine the locally An alternatives analysis (AA) provides preferred alternative and complete for the evaluation of transit technology the National Environmental Policy and alignment options for a specific Act (NEPA) process. Preliminary corridor. Informing local officials and engineering improves estimates of community members of the benefits, project costs, benefits, and impacts. costs and impacts of transportation In addition, during the PE phase of options, the process enables the project development, VIA will finalize
39 The AA is initiated with a comprehensive understanding of the transportation problems in need of resolution for the selected corridor study boundary.
2. Define Alternatives - A range of low- to high-cost capital investment alternatives are identified and defined to meet the AA purpose and need. Several different modes and alignments are included in the alternatives.
3. Evaluate Alternatives - All alternatives are evaluated using a wide variety of performance measures including, but not limited to: ridership forecasts, Ee l ctrified/battery powered streetcar and Dart Light rail vehicle; Photo by Kinkisharyo capital costs, operations and management plans, demonstrate its Immediate Next STEP - to support VIA’s project potential for maintenance costs, environmental technical capacity to develop Alternatives Analysis (AA) federal funding. VIA may be eligible impacts, and land the project, and commit local To develop a project suitable for for federal capital funds to pay a use analysis. consideration of federal funding, VIA funding sources. portion of the AA costs. In order to be 4. Select Locally Preferred must first conduct an Alternatives III – Final Design awarded funding, VIA must conduct Alternative (LPA) - The costs, Analysis (AA) to evaluate the costs, Final design is the last phase of project a series of planning and analysis benefits and impacts of each benefits and impacts, for a range of development and includes preparation procedures, designed to meeting alternative are analyzed and the transportation alternatives. The AA of final construction plans, detailed specific guidelines set by the FTA. locally preferred alternative is serves as the process for development specifications and bid documents. Alternatives Analysis Steps selected to be continued for of the technical information necessary 1. Identify Purpose and Need - further development.
40 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 4 PHASING AND IMPLEMENTATION
REGIONAL SYSTEM PLAN Financial Considerations • Hotel/Motel/Rental Car Tax Prioritize corridors for further study SYSTEM PLANNING • Tax-Increment Financing Key Revenue Sources • Public Improvement Districts Funding options are a critical ALTERNATIVES ANALYSIS consideration of the LRCTP. VIA • Joint Development/Value Capture Study of all possible alternatives, both AA currently provides expansive service route and technology of a single corridor coverage with one of the lowest capital FEDERAL FUNDING OPPORTUNITIES ► SELECT LOCALLY PREFFERED and operating budgets in the state The federal funding process is ALTERNATIVE (LPA) of Texas. Large scale transportation projects require many different options important to VIA; a large amount of the initial capital costs can be funded ENVIRONMENTAL Review E/I A E S for funding. with federal grants. The federal VIA must identify new revenue government has outlined a multi- sources to sufficiently fund the capital, ► FONSI/ROD - FTA Action (Finding stepped process to obtain funding. operations and maintenance costs of of No Significant Impact/Record of VIA’s LRCTP addresses the first Decision) Approval to Advance to PE the LRCTP. Utilizing a combination of requirement of a “System Plan,” which debt and cash, VIA can fund the system PRELIMINARY ENGINEERING PE identifies the region’s needs, ensures development and on-going operating supportive policies are established, expenses. Many potential funding and identifies priority corridors. As sources require legislative action ► FULL FUNDING GRANT stated, the next stage for each corridor AGREEMENT (FFGA) - FTA Action- entailing either voter authorization, Approval to Advance to Final Design is an Alternative Analysis, which will interlocal agreements or changes in define the final alignment and mode. FINAL DESIGN legislation. Each stage of project development involves public participation to ensure LOCAL FUNDING that the projects are developed to OPPORTUNITIES CONSTRUCTION meet community needs. To obtain Potential sources of new revenue federal funding support, the LRCTP for transit investments in corridors must be competitive at a San Antonio include: REVENUE SERVICE OPERATION national scale and satisfy a range • Sales Tax of criteria. • Transportation Related Fees • Tolls/Managed Lanes
41 Capital Expenditures Table 4.2
Bus Improvements Transit Facilities Number Peak Vehicle Capital Cost Capital Cost Improvement category Facilities of Routes Requirement (2011 Dollars) (2011 Dollars) Frequency State Highway 151 $ 2 M Improve 60 min peak to 30 min peak 22 32 $ 11.20 M Brooks City Base Mixed-Use Center 3 M Improve 60 min base to 30 min base 29 - - NacoPass Mixed-Use Center 1 M Improve 30 min peak to 15-20 min peak 15 38 13.30 M US 281 Stone Oak Park and Ride 2 M Improve 30 min base to 15-20 min base 12 - - Downtown Transfer Facility 30 M Improve 15-20 min peak to 10-12 Paratransit Facility 8 M 8 24 8.40 M min peak New Operating Facility/Garage 50 M Improve Weekend Frequency with 16 - - IH 35 North Park and Ride 2 M Mid-Peaks IH 10 West Park and Ride 2 M Extending Weekend Mid-Peak 20 - - Ancillary Facility 25 M Frequency thru Base Fort Sam Houston/AT&T Parkway Transit Center 13 M Express Services - New & Expansions 5 12 4.20 M Bus Rapid Transit Limited-Stop - New Service 11 25 8.80 M Route Peak Vehicle Capital Cost Corridor Expand Local Service Coverage 14 25 8.80 M Miles* Requirement (2011 Dollars) Improvements to Service Span 8 1 .35 M Northeast/Southeast 16.3 15 $ 88 M Reliability Improvements South/West Connector 20.9 19 140 M - 32 11.20 M (As Needed) Northwest 4.9 5 12-22 M Rail Transit Route Peak Vehicle Capital Cost Corridor Miles* Requirement (2011 Dollars) East/West 20.9-21.7 24 $ 942-1,297 M North Central/South 14.9-15.6 18 911-1,068 M Circulators Route Peak Vehicle Capital Cost Corridor Miles* Requirement (2011 Dollars) East-West 2.2 - 2.7 6 $ 132 - 152 M North-South 2.2 6 132 M
*Route Miles based on cost estimate assumptions.
42 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 4 PHASING AND IMPLEMENTATION
Operating Expenses Table 4.3
Bus Improvements Bus Rapid Transit Annual Annual Number Peak Vehicle Route Peak Vehicle Improvement category Operating Cost Corridor Operating Cost of Routes Requirement Miles* Requirement (2011 Dollars) (2011 Dollars) Frequency Northeast/Southeast 16.3 $ 15.4 M 15 Improve 60 peak to 30 peak 22 $ 3,298,002 32 South/West Connector 20.9 19.0 M 19 Improve 60 base to 30 base 29 3,554,989 - Northwest 4.9 4.8 M 5 Improve 30 peak to 15-20 peak 15 3,155,231 38 Light Rail Transit Annual Improve 30 base to 15-20 base 12 2,241,499 - Route Peak Vehicle Corridor Operating Cost Improve 15-20 peak to 10-12 peak 8 2,184,391 24 Miles* Requirement (2011 Dollars) Improve Weekend Frequency with 16 808,601 - East/West 20.9-21.7 $ 10.0 M 24 Mid-Peaks North Central/South 14.4-15.6 6.4 M 18 Extending Weekend Mid-Peak 20 909,048 - Frequency thru Base Circulators Annual Express Services - New & Expansions 5 $ 1,370,598 12 Route Peak Vehicle Corridor Operating Cost Miles* Requirement Limited-Stop - New Service 11 $ 4,734,116 25 (2011 Dollars) Expand Local Service Coverage 14 $ 6,561,665 25 East/West 2.2-2.7 $ 1.6 M 6 Improvements to Service Span 8 $ 2,373,886 1 North/South 2.2 1.6 M 6 Reliability Improvements - $ 4,478,201 32 *Route Miles based on cost estimate assumptions. (As Needed)
43 lrctp costs operation or partial dedicated guideway. (O&M) costs represent the ongoing of weekday service and 12 of hours C apital Cost cost for running a service. Operation weekend/holiday service. Rail Transit Capital cost assumptions, found in Rail Transit corridor costs reflect a and maintenance cost assumptions, corridors were assumed to operate Table 4.2, include those for all bus range of alignment and guideway found on Table 4.3, include those for at 15-minute peak and 30-minute improvements, bus rapid transit, rail alternatives (shared use, dedicated, bus improvements, bus rapid transit off-peak service. The total number of transit and circulator characteristics aerial) for each corridor identified. and circulator characteristics and vehicles assumes two-car trains and and associated costs. Transit Capital costs include all vehicles and associated costs. includes a 20% spare ratio. capital costs embody the total cost storage and maintenance facility costs. Circulator corridor operations and of developing the service such as Circulator corridor capital costs reflect Bus rapid transit corridor operation maintenance costs assume 16 hours vehicles, rail infrastructure and initial a range of alignment and guideway and maintenance costs assume 16 of weekday service and 12 hours of construction costs. alternatives for each corridor. The hours of weekday service and 12 weekend/holiday service. Circulator total costs for these corridors is based hours of weekend/holiday service. Bus rapid transit (BRT) corridor capital corridors were assumed to operate on light rail infrastructure. Capital The BRT corridors were assumed costs include all vehicle costs, but at 15-minute peak and 30-minute costs include all vehicles and storage to operate at 10-minute peak and exclude any necessary storage or off-peak service. The total number of and maintenance facility costs. 15-minute off-peak service. maintenance facility improvements. vehicles assumes two-car trains and Rail Transit operations and The Northwest Corridor cost range Operations and Maintenance Cost includes a 20% spare ratio. assumes an entirely mixed traffic Transit operation and maintenance maintenance costs assume 16 hours
Cost Summary: High Capacity Corridors Capital Cost Range (YOE) Table 4.4 Corridor Name Opening Year Transit Corridor Length # of Low High O&M Cost (YOE) of Rev Ops Technology (Route Miles+) Vehicles Northwest Corridor** (Leon Valley Ext.) 2013 BRT 4.9 5 $11,700,000 $22,600,000 $5,590,000 Northeast/Southeast Corridor 2035 BRT 16.3 15 $165,300,000 $169,700,000 $42,610,000 South/West Connector Corridor 2030 BRT 20.9 19 $232,000,000 $232,000,000 $43,200,000 East-West Circulator 2017 Streetcar 2.2 - 2.7 miles 6 *$156,000,000 $180,220,000 $2,320,000 North-South Circulator 2017 Streetcar 2.2 miles 6 *$156,370,000 $156,370,000 $2,320,000 East/West Central Corridor 2023 Rail 20.9 - 21.7 miles 24 $1,290,100,000 $1,774,500,000 $17,230,000 - 18,220,000 North/South Central Corridor 2025 Rail 14.4 - 15.6 miles 18 $1,323,300,000 $1,551,900,000 $11,920,000 TOTAL ESTIMATED COST $3,334,770,000 $4,087,290,000 $125,190,000 - 126,180,000 Cost Summary: Bus Improvements (Cumulative to 2035) Table 4.5 Capital Costs (2011 Dollars) O&M Costs (2011 Dollars) Bus Improvements Bus 189 $66,150,000 $35,670,226 Transit Facilities $138,000,000 TOTAL ESTIMATED COST $204,150,000 $35,670,226 *The Inner-City Rail Streetcar Feasibility Study, June 2010, depicted lower costs for these corridors. The higher costs presented in this table were based on light rail infrastructure. +Route Miles based on cost estimate assumptions. **Cost estimate does not include existing BRT Prímo funding.
44 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 4 PHASING AND IMPLEMENTATION
Imp roved bicycle connections Local and relatively constant. As generations system is an important part of the Regional Benefits begin to age and driving becomes less overall transportation network. desirable, transit becomes a necessary Transit can also transform communities, BENEFITS OF TRANSIT tool to maintain one’s independence. VIA has an opportunity to influence spur economic development and the the region’s growth with a fundamental The LRCTP corridors are estimated to revitalization of downtown, through approach to transit service. The LRCTP produce an additional 70,000 - 80,000 reinvestment of underutilized land. serves as the community’s vision of daily riders. Mobility improvements This type of reinvestment helps the future transit within Bexar County. As are an obvious advantage of transit local economy and leads to job VIA begins to implement the LRCTP, projects, but transit can also help solve creation. the community will appreciate the a variety of other goals and needs for pedestrian friendly space numerous benefits of transit, both a city. It not only reduces the number TRA NSIT for san antonio In January 2009, the San Antonio/ at the individual scale and at the of miles traveled in vehicles but it can Bexar County Transportation Task community level. have the added benefit of improving air quality. Reducing 300,000 lbs of Force indicated that San Antonio Increased walking and cycling spurred carbon dioxide from our region’s air, was the only one of the five largest by increased transit use can provide the LRCTP corridors have the potential metropolitan areas in Texas not health benefits. Decreased driving to help sustain a cleaner, more vibrant engaged in a community-based can help reduce stress levels and community for our entire region. visioning and planning process. traffic congestion levels. The LRCTP During the last two years VIA corridors are estimated to reduce Many regions have experienced Metropolitan Transit embarked on the downtown revitilization 310,000 vehicle miles traveled daily. ancillary benefits from implementation challenge to create a community-based Less dependence on the personal of various transit solutions. They can transit vision which became the largest automobile results in cost savings for help create pedestrian-friendly urban community outreach process in the car maintenance and fuel prices. The spaces, provide improved bicycle history of the agency. The result of the cost of transit is less likely to fluctuate connections, and improve overall community vision became the Long with rising oil costs and demand, so mobility by providing an alternative Range Comprehensive Transportation families throughout the region will be vehicular travel. As roadways become Plan (LRCTP). more financially secure knowing that increasingly congested, it is important their transportation costs will remain to investigate alternative modes of transportation. A healthy transit
45 Jb O Creation • s Increa ed mobility
T he latest data on stimulus spending shows that funds spent on public • transit supportive land use transportation created jobs more effectively than stimulus funds spent on highways. In the first 10 months sinceA RRA was signed, investing in public • Enhanced economic transportation produces twice as many jobs as investing in roads. development - US House of Representatives Transportation and Infrastructure • Inner-City redevelopment Committee, December 10, 2009. • Possible reinvesment of over 30,000 vacant land acres throughout the region • 2,900 - 5,600 potential jobs created VIA successfully engaged the the next 25 years. The next step is to community in a 20-month process of collaborate and make strides towards • transit oriented planning, visioning, and developing the each vision of the community, including development (tod) road map for San Antonio to become a art and culture, community safety, “premier multimodal city.” downtown development, economic • I mproved mobility and competitiveness, education, family congestion relief Many multimodal transit agencies well-being, civic engagement, health, throughout the US have become • Reduction of 310,000 vehicle miles traveled daily natural resources, growth management, examples of the growing importance of and transportation, and build the transit as the foundation for developing • enhanced quality of life foundation for a successful city in the sustainable communities. Many years to come. • sprawl reduction studies have documented the impacts of Transit Oriented Development (TOD) The VIA LRCTP will help lead the way • I mproved air quality on the taxing jurisdictions and on local for the groundwork needed to achieve economic activity. community success. • Potential to reduce 300,000 pounds of carbon dioxide from our region’s air With the culmination of this plan, VIA Metropolitan Transit has contributed to • pedestrian and bike- a community vision, which establishes friendly neighborhoods the priority for improving transit services throughout the region for
46 2035 LonG RANGE COMPREHENSIVE TRANSPORTATION PLAN 4 PHASING AND IMPLEMENTATION
47