MPO Needs Your Input

Our Local MPO is asking for Input on proposals for bicycle and pedestrian facilities across the region.  They Are....

Hillcrest/Babcock Intersection Improvements: $1,000,000
Converse Greenway Trail:  $1,382,725
Ackerman Sidewalks and Bike Lanes: $1,742,763
New Braunfels Citywide Pedestrian Connectivity: $1,516,711
Zarzamora Pedestrian Improvements:  $5,000,000
Schertz Pedestrian Routes & Bike Lanes: $1,158,266
Seguin, Walnut Springs Trail Extension Project: $2,801,246
Alazan Creek Linear Hike and Bike Trail: $6,000,000
Martinez Creek Linear Hike and Bike Trail: $3,125,000

If you add all the amounts together, you get $23,726,671.  Unfortunately, there's only $15,000,000 available for projects. The Alamo Area MPO wants you to rank these projects as to which ones are the top 3 (click here) and here are those projects and the reason why I put them in the priority.

5. Martinez Creek Linear Hike and Bike Trail:
    Cost:  $3,125,000
    Project Description:  Consists of 1.4 miles of 10 foot wide shared hike and bike trail along
    Martinez Creek beginning at Cincinnati Avenue and extending to Mario Farias Park.

 As a person who uses the linear Creekway for commuting and a person who violates the law that states such trails can't be used after dark, I am for the expansion of such trails.  These trails will only help the police go underneath and chase away the homeless that sleep underneath these bridges.  It

4.  Converse Greenway Trail:
     Cost:  $1,382,725
     Project Description:  Construct 1.2 miles of 10' wide concrete linear greenway trail between
     Converse North Park and Converse City Park.

If this trail is ever completed, it will serve a basic need of being able to connect two places. It will provide residence who don't own a car an alternative across Gibbs-Sprawl Rd (an aptly named rd by the way).  I don't know if Converse will ever allow this trail to be used after dark, but it would be really cool if they did.

3. Schertz Pedestrian Routes & Bike Lanes:
    Cost: $1,158,266
    Project Description:  Construct 10’ shared-used path. Construct 6’ sidewalks, including curbs, curb ramps, and drainage. Stripe 6-8’ bike lanes along two connector streets. 6.97 miles total.

When I wrote my post, Where 2 Live in SA W/O a CAR, I wrote it with the personal experience of not owning a car.  I'm always asked if other areas of Bexar County could be an area to live with out a car and my answer is only if there's proper infrastructure is available to be able to walk or to bike.  Schertz is such an area not only lacking basic pedestrian infrastructure, but VIA bus services.  I can attest with personal experience that the reason why VIA is so loathed even though they do a lot of things right is because many areas of San Antonio lack basic pedestrian infrastructure.  People would rather wait for a bus to go around a block than to walk there all together.  Having Schertz improve sidewalks and add bicycle lanes will help provide the residence with alternatives to go to the grocery story and compete with more walkable areas of San Antonio.  But take my advice Scherts, putting in protected bicycle lanes will help with the traffic problem way better than any painted bicycle lanes. 

2. New Braunfels Citywide Pedestrian Connectivity:
    Cost: $1,516,711
    Project Description:  Construct sidewalks, ramps, and other pedestrian-related infrastructure in the
    Seele Elementary School area and on key segments of San Antonio Street, Walnut Avenue, and
    McQueeney Road (2.2 total miles).

As a member of Strong Towns, I understand that improving sidewalks is the best investment that any municipality can make to receive the biggest return.  If you ever been to New Braunfels, you would know the community is lacking sidewalks. They could use some sidewalks. 

1. Zarzamora Pedestrian Improvements
    Cost: $5,000,000
    Project Description:  Install missing sidewalks, repair existing sidewalks, remove unnecessary
    utility poles, install pedestrian crossing infrastructure, implement ITS strategies, and perform road
    diets along Zarzamora Road and SW Military Drive (4.5 miles).

Out of all the the projects posted, this is the one that is number one on my list.  The project stretches from Fredricksburg Rd all the way to SW Military Dr.  It is a 4 lane corridor of speeding cars, impassable sidewalks on the west side.  It's also where VIA wants to put its next Primo route for the 520 is the second busiest route in the city. It is also no coincidence that the Diabetes Institue is located at 701 S Zarzamora St.  Offering alternatives to driving and to people who are using wheelchairs to get around would help the west side out greatly. 

Total Cost for all 5 projects:  $12,182,702

Now some of you are probably asking me, why didn't you include Alazan Creek Linear Hike and Bike Trail or Hillcrest/Babcock Intersection Improvements.  Well the reason why I didn't list them is because our MPO now includes New Braunfels, Seguin and Beorne, so when deciding the priorities on this list, I thought of those places too.  If It was being San Antonio centrist, I would have made Zarzamore, Alazan and Martinez the top of this list.  Also the other reason why I left out the project in Seguin is because I don't know enough about the project at all to give my two cents.

Remember, all comments are due February 28, 2017.

SA Doesn't Make The List/There will be no Bike Lane on Broadway.

Every two years, Bicycling Magazine releases their list of the 50 Best Bicycle Cities in the United States of America, and guess what, we're not on this list.  I can't say that I'm surprised at all because back in 2014 I predicted that San Antonio wouldn't make the list and Austin would be on the top 10 of that list. Well Austin is at number 7 in 2016. Back in 2014, it was at number 11.

Gone are the days that to get on this list, all you had to do was build a bunch of hike and bike trails. Today, there's hike and bike trails galore stretching hundreds of miles. If you ever get the chance to visit a small town in Iowa, you are very likely to come across one. In southwest Ohio, there are several trails stretching from Cincinnati to to just north of Dayton, even to Columbus. Every city/town in the United States is basically copying Austin, Texas to improve their community.

A friend of mine ask me to ask you to help him get a list of bicycle friendly businesses so they could be asked to contact The League of America Bicyclists. If you know of any business that would like to be listed as a bicycle friendly business, please have them visit http://bikeleague.org/business.

Now if you ever read "Why San Antonio Don't Deserve Bronze," you would know how I feel about the League's grading system. Although having more bicycle friendly businesses would help to expand San Antonio standing, it will not be enough to make San Antonio make the list in 2018. If San Antonio is to be back on the Bicycling Magazine bicycle friendly list, we are going to have to build protected bicycle lanes. If this recent Rivard Report story on the Broadway is any indication, we'll never be on this list ever again.

60.1

In the report from The Rivard Report, "Renderings of a Reimagined Broadway," they show several concept visions of Broadway that will be built if the Bond is passed in May. Except for one cross section referred to as Upper Broadway Cultural Corridor, Tuleta to Allenswoth, (Image 60.2) all the cross sections lack even a simple bicycle lane.  Compare them to my cross sections that I did back in 2014, (Image 60.1) and you would see that I found plenty of space for a 6 ft protected bicycle lanes on both sides of Broadway including on street car parking/bus stop island.

60.2

Below, you'll find the cross sections that were featured on the Rivard Report story with my cross sections right below them. In Each and everyone of them, I show how there's plenty of room to put a two way protected bicycle lane. I'll be going in order, from north to south.

Starting at Hildebrand, we have a 100 feet to work with.  In the proposed rendering, you see a bicycle lane at either end.  Well this doesn't have to be for there's plenty of room not for just a two way protected bicycle lane, but also for on street parking. (Image 60.3)

60.3

The next one is from Allensworth to Tulet. Even though they have a 10ft protected bicycle lane, it is recommend by NACTO that bicycle lanes are at least 6ft wide.  I decided to add on street parking,  because there's plenty of room for that too.  And keeping with having trees in the turn lane, I did that too. (Image 60.4)

60.4

I don't know why they couldn't even add the protected bicycle lane that they started from Allensworth down to Josephine.  There's plenty of room for that too. (Image 60.5)

60.5

Any proposals that are made south of Josephine must be able to incorporate the yearly Battle of Flowers Parade.  In their proposal, there's no bicycle lanes.  But if we remove the center turn lane, we will gain the room to put in either bicycle lanes or a protected bicycle lanes with removable planters or barriers. Knowing the City of San Antonio, they won't do this. (Image 60.6)

60.6

As We go further south, again we see no proposed bicycle lane, nor on street parking, the reason why this part of Broadway had it's bicycle lane removed back in 2010.  Again this is where the Battle of Flowers parade goes down and taking that into account, we can have the protected bicycle lane with the removable barrier and what the businesses want, on street parking. (Image 60.7)

60.7

Even From Houston To 3rd, there's plenty of room for both parking on both sides of the street and a two way protected bicycle lane.  (Image 60.8)

60.8

If these illustrations that were featured on the Rivard Report tells me anything, it tells me that the City is not serious about Vision Zero,(#VisionZero) but are for making sure that driving a car as enjoyable as possible.

 The 73-page report by California-based design firm MIG and Parsons Brinckerhoff of Canada at http://therivardreport.com/wp-content/uploads/2017/01/Final_Broadway_Corridor_Plan_web.compressed.pdf


Images:
60.1: My cross section featured in my Story, Streetcar Part III, No Need for Streetcars Down Broadway. Source for cross section:  https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0pdZd2edg57C1cNWNzHpY3ynffhx_I3Xmw2glW4QkM5_fsSjV_SukwOjoFX3MknRwyFvOntfIjqKxE4qcVef8ICKRaBCJCTP8DS7P2imiM5LSAVnpAZ1ffwXUzm70j-fdnuXJKeQBl2Q/s1600/Midtown+Broadway+Ideally+Bus+Stop+West.jpeg

60.2: Source of image https://therivardreport.com/wp-content/uploads/2017/01/upperbroadway-road-diet.jpg

60.3: Source of the top: https://therivardreport.com/wp-content/uploads/2017/01/upper-broadway-to-hildebrand.jpg, Source for the bottom: http://streetmix.net/BikeSanAntonio/63/allensworth-to-hildebrand-wparking

60.4: Source of the top: https://therivardreport.com/wp-content/uploads/2017/01/upperbroadway-road-diet.jpg  Source for Bottom: http://streetmix.net/BikeSanAntonio/71/allensworth-to-tuleta-wparking

60.5: Source for top: https://therivardreport.com/wp-content/uploads/2017/01/upper-broadway-road-diet-josephine.jpg   Source for Bottom: http://streetmix.net/BikeSanAntonio/72/josephine-to-tuleta-wparking 

60.6: Source for top: https://therivardreport.com/wp-content/uploads/2017/01/lower-broadway-josephine.jpg  Source for bottom: http://streetmix.net/BikeSanAntonio/72/josephine-to-tuleta-wparking

60.7: Source for top: https://therivardreport.com/wp-content/uploads/2017/01/lower-broadway-3rd-road-diet.jpg
Source for bottom:  http://streetmix.net/BikeSanAntonio/61/3rd-to-i-35

60.8: Source for top:  https://therivardreport.com/wp-content/uploads/2017/01/lower-broadway-road-diet_centro-MIG.jpg  Source for bottom:  http://streetmix.net/BikeSanAntonio/70/houston-to-3rd 

San Antonio Removes Bicycle Lanes Again

67.1 

I'm starting to notice a frightening trend here in San Antonio. Bicycle lanes are being removed from parts of San Antonio. The two so far that I am aware of is the northbound lane on Broadway at Jones and the second one, not a bicycle lane, but a shoulder nonetheless on Fredricksburg Rd.

If you read my previous posts on improving Broadway, you would have seen my cross-section on that part of Broadway which I called it the 281 Section.  Today, the new development decided that we don't need a bicycle lane. (Image67.1) That on street parking is more important than providing a safe place for `people to ride their bicycles.

67.2 

I contacted several people and since I was talking off the record , I am unable to provide contact info. This is what I learned when I talked to these individuals. City Council had no way to stop the removal of the bike lane. San Antonio Transportation and Capital improvements are designing a pretty sign to tell you, the cyclist to go onto the sidewalk. I didn't get a chance to ask if SAPD will give us tickets if we go onto the sidewalk but I'm assuming no. If you happen to get a ticket for riding on the sidewalk, please contact me. The main thing that will make this lousy solution not work is that there will be no ADA ramp back into the bike lane that is already left. (Image 67.2)

If you want to complain at somebody, call the district 1 Councilman Robert C Trevino (Info at the bottom) and the private engineer firm (Image 67.3) that said that removing a bicycle lane was okay.  That's the only thing I can tell you what to do in protest.

67.4

The second is the new park at the intersection of Fredricksburg and De Chantle (Image 67.4). Where there was a shoulder to ride in safely, now a curb and a tiny sidewalk was built. For the record, they only removed the northbound shoulder. Instead of leaving well enough alone, they decided that the space surrounding the left turning vehicles needed extra protection, so they created these painted barriers directing traffic around the center turn lane. (Image67.5) I find it ironic that if you go up just one block to Williamsburg, (Image67.6) you'll see the original paint pattern, and there seems to be no need to remove a shoulder to protect left turning cars. 

67.5

67.6

67.7

As Halloween rolled around I came across this picture tweet from David Killmon.  He wanted to dress up in the most frightening costume he could think of, so he dressed up as a construction sign saying the bicycle lane is closed. (Image67.7) I have a saying that goes, it takes a dead person to put in a traffic light and a crosswalk.  I can only hope that it doesn't take a tragedy  to fix this mistake.

District 1 Robert C Trevino
City Hall
P.O. Box 839966
San Antonio, TX 78283
Office Line: 210.207.7279
Constituent Office
1310 Vance Jackson
San Antonio, TX 78201
Field Office Line: 210.207.0900

Images:
67.1: Viewing South on Broadway showing newly constructed parking where a bicycle lane use to be.
67.2:  Showing the end of the sidewalk construction where no ADA ramp was installed. 
67.3:  The Engineer Consulting firm info advertising their destructive work.
67.4:  Viewing North on Fredricksburg Rd showing the Shoulder disappearing.
67.5:   Viewing north on Fredricksburg Rd Showing added painted lines around the center turn lane at De Chantel.
67.6:  Viewing north on Fredricksburg Rd Showing the intersection at Williansburg.
67.7:  Tweet from @kohidave with him wearing his Halloween Costume. Link to tweet: https://twitter.com/kohidave/status/792946517443092480

Suburbans Complain about Useless Sharrows

A friend of mine posted this news story from KSAT news about a suburb next to O.P. Schnabel Park whining about useless sharrows that were recently painted. In the video, they called the newly painted sharrow, graffiti, which made me laugh, and then made me wonder, where did I hear about bicycle infrastructure being called graffiti?

Now back in September 2015, I came across a video from the Late Late show with James Corden, where he did a piece about the residence of Coronado, California complaining about the expanding bicycle lanes where the rich old white ladies called the bicycle markings pollution, and graffiti. 

Fast forward to 2016 and you pretty much hear the same complaints about how these useless sharrows are going to make the traffic worse and yet the city states, quote: "Unlike bike lanes, sharrows don't change where people can drive or park. TCI Assistant Director Terry Bellamy said that's why the city doesn't have to ask neighbor permission."  And that's the thing, it ain't going to make a difference. 

Now if you want to know why I say a sharrows are useless, it's because the Dutch say's their useless because the way we use them.  For all of my travels, I haven't yet seen any decent sharrows at all.  A recent story in Streetsblog USA reporting on a study by the University of Colorado Denver telling how Sharrows not only don't make a difference, but makes things worse. Quote: "the results strongly suggest that sharrows are ineffective as a safety strategy."

53.1

Now I've been pretty much been stating since the beginning of this blog that the city isn't serious about bicycles or for that matter, every other form of transportation that don't include a car and this story seems to prove my point yet again. You see, when you have residence like Thomas Korenek coming out against everything that don't include a car going as fast as it can, then you'll have people like TCI Assistant Director Terry Bellamy, not able to do anything about improving bicycling or Vision Zero, because the person Terry is counting on to back him up is councilman Chris Medina and judging by the councilman's voting record, I doubt that Terry would stand up and put his job on the line to actually do something to make the neighborhood safer, which is to lower the speed limit to 25 miles per hour.  And I'm not blaming Terry, I'm blaming the councilmen Chris Medina for not having a backbone for Vision Zero or for actually allowing his people to actually create significant changes that would make the neighborhood safe for walking and cycling.  So in the end, we get a bunch of useless sharrows instead of an actual improvement, slower speeds in a neighborhood.

So here's my advice to all the parties involve, do nothing.  Cris Medina needs to say, we're sorry for the sharrows, but we are not going to remove them.  To do so will be a waste of tax payer money and will let nature take it's course.  

Now before I go, I'll be leaving you with this quote from a San Antonio Bicycling Activist after I said how useless they are. He said that sharrows are....

It helps us on our group rides. Gives us a feeling of solidarity when riding close together. It may have limited effect on car drivers, but cyclists are effected in a positive way (in my experience). Safety is always up to us not the folks behind the wheel.

Images:
53.1:  A chart showing how speed plays a roll in pedestrians surviving crashes with cars. 

Two Years Old

As I write this post, It's coming up to the 2nd anniversary of this blog.  Two years ago, I've seen the city of San Antonio change it's mind from putting bicycle lanes in the right place to putting them down streets that really don't need them.  The latest example can be found on Trinity and Martin and San Jacinto and Martin.  Narrower lanes do make the streets better, but it's been my experience that a bicycle lane would do more good down Colorado and/or Martin.  Since the start of this blog, the city has gone from actually building stuff that works, to just building stuff which I'm dubbing "green smoke."  It's there to say "hey, we're making a progress" when in fact they're not.  Since I'm not spending a lot of time in San Antonio like I use to, I would have updated my latest Useless bicycle lanes, so far, nothing has really change in this regard.  It's like we went back to 2008 to when we as a city was just talking about the future of bicycle lanes and alternative transportation infrastructure. 

It also seems like I predicted the future in someways when it comes to the future of rail in San Antonio.  As I wrote back in December of 2014 in the post Streetcar IV: The Future of Rail in SA, I wrote the following, quote:

"Union Pacific Railroad will also stand in the way like one of their freight trains blocking traffic at a railroad crossing.  They dragged their feet when it came to the linear creekway trails going underneath their railroad tracks.  I'm personally counting on Union Pacific to seal those feet in cement to prevent that train from getting next to the Westside Multimodal Center, and even further to Blue Star and Elmendorf." 

Fast forward to 2016 and the announcement from Union Pacific Railroad that they will no longer be in negotiations with the Lone Star Rail District in the use of their railroad right of way between Austin and San Antonio.  In some ways, I did call it, but not really.  When I wrote that paragraph, I was referring to a possible future passenger rail on the railroad track that parallels I-10 on the northwest side.  When I heard that the city was taking the Austin/San Antonio Commuter Rail seriously, I was shocked and for once I saw hope.  But that has since changed, and today, I'm convince that the only passenger rail we'll ever have is the Brackenridge Eagle.  Hope I'm wrong. 

51.1

As I look back from my Streetcar Series, I see some hope taking place.  In the recent competition of BYOBroadway, (image 51.1) I saw the stuff I wrote about come to life.  As I read the stories from the Rivard Report on the 6 top finalist, I came to see my park come alive that I wrote about back in August of 2014 underneath US 281 and the I-35 interchange.  In my twitter feed I said that I wasn't worried about getting any credit for seeing the competition and I'm not.  Seeing the competition BYOBroadway was credit enough for what I wrote down two years earlier.in my blog post Streetcar Part III, No Need for Streetcars Down Broadway. Now I can only hope that some of those ideals including mine will be included and rebuilt.  Also a warning to engineers redesigning Broadway, if you keep the center turn lane, we won't get the desired results that we're all want which is a nice place to walk. 

51.2

I even entered the competition myself basically submitting what I put forth two years ago on this blog.  I did however change the Midtown section a bit in one of the cross sections (image 51.2) where I put both bike lanes on the Brackenridge side.  But I said that this was a bad ideal because knowing what San Antonio Transportation and Capital Improvements do to the bicycle signals.  Basically they're going to do what they did to the Hemisfair protected bicycle lane, make the bicycle signal not the same as the motor vehicle signal.  If Chicago can keep their bicycle light green with the motor vehicle green light, so can San Antonio. (Image 51.3)

51.3

As I close this blog, I wonder what the next two years are going to bring.  I wonder if we will actually get those lights fixed along the Hemisfair protected bicycle lane, will we see rail back on the ballot, or will we see my worse predictions come true like SATomorrow2040 just being there to add more lanes to our freeways.  I still want to see several changes to the law to take place like not having it be illegal to ride on the sidewalk, like not having it to be illegal to ride your bicycle after dark on the linear creekways.  But knowing San Antonio's government track record, doing those improvements won't be living up to the saying Keep San Antonio Lame. 


Images:
51.1:  BYOBroadway banner
51.2:  My cross section of Broadway of the midtown section facing north with the protected bicycle lane on the Brackenridge side.
51.3:  Comparing the bicycle signals which are green with the motor vehicle green light in Chicago.  The Chicago picture was taken in November 2015 at the corner of S Dearborn and W Harrison looking north.  The San Antonio picture was taken at Commerce and I-37 looking South. 

No One Lives in La Villita.

With being active and working long hours, I rarely have time to catch up on the news.  So it's sad that I came across this story from the Rivard Report only now that was written back in February.  I forgot who shared it on Facebook or who tweeted it, but I read it and I can't believe that I missed such news on La Villita.

According to the commentary quote:

"All reports concluded that re-imagining the retail mix and the quality of goods and services, improving infrastructure, programming public spaces, and better marketing were equally necessary. In short, La Villita is a historic treasure, but much is needed to bring it up to 21st century retail standards. We agree."

So the problem seems to be that not enough people are coming in.  It's walkable, it's quaint an such a nice place, so why aren't people coming in?  The answer to that isn't because there's no coffee shop with wifi, it is because there's no people living there.  Now I'm not saying destroy a few historic buildings and build a apartment complex, I'm saying that no body lives there and we're currently treating it like a suburban mall.  So like every other suburban malls, it has a bunch of vacancies and eventually even the kiddos stop hanging out and the mall closes.  You can point to the success of North Star and Wonderland, but those are the exceptions, not the rule.

47-1

As you look on Google Maps, (Image 47-1) you see an area surrounded by parking lots, those dead areas where we store our motor vehicles.  This is why they're referred to as Parking Craters by advocates like me, because they're a blight on the urban landscape.  This is one of the main reasons why people aren't going there. It's because it is so far away from where they live and there's these wide stroads surrounding it such as S Alamo.  As long as we have this undeveloped spaces being used as blighted storage areas called parking lots, the problems will continue with the historic downtown and downtown viability as a whole.  Because if you don't live there, you have no real vested interest in the place.  If an opportunity arises, we should look into having housing inside the historic La Villita. Parking Lots are simply areas with no activities what so ever.  This is why they're referred to as "Parking Craters."

Now some of you will say, hey, didn't you say La Villita Should be a model for the redevelopment for Hemisfair?  And that I did, but it wasn't about how La Villita was being treated, it was how there's no cars there.  There's a reason why I'm so against cars and that's because cars have more rights than you or I do when we're walking or riding our bicycles.  I don't know how many times I've heard getting hit by a car and the driver just driving off and just getting a slap of the wrist.  And if you don't believe me, Freakanomics did an episode on how to get away with murder, and it was about how you can kill with your car and get away with it.

When we built towns, we use to build them like La Villita, small places where everyone could get to where they were going by walking.  We're now coming back to this original design as we rebuild Hemisfair and redevelop areas in the inner city. La Villita has a heads start in being walkable  because the streets are too narrow for motor vehicles. As the development continues in Hemisfair, we'll see a bleeding effect from people calling Hemisfair home.  Now we don't have to destroy anything in La Villita, but we should work on making housing opportunities available with in the historic neighborhood and around it especially in those parking craters.

Images:
47-1:  A Google Satellite Map image of La villita and the surrounding area. 

Hemisfair Goes Backwards

35-1

On Wednesday, Hemisfair took down its famous Arch that stood at the intersection of E Nueva and S Alamo, and today, Friday, they took down the Clockless Clock tower.(Image 35-1)   These structures are in the way of motor vehicle traffic, and sorry to say that once it was a safe place to walk is now just like any other downtown street, little room for people, plenty of room for cars and SUV's. 

It's been all over the local news about the famous arch, the famous Hemisfair Arch that was the backdrop for countless summer time movie times on the wall of the Magik Theatre, the New Years Eve celebrations, and other events. And as usual, our local media is missing the real story, which is that this is the first step in plans to bring automobile traffic to a pedestrian only zone.

While other cities around the nation and world wide are working on restricting and even making some streets car free, San Antonio is going back to the 1950's when we dreamed of endless roads of driving your new car on.  Hemisfair said they're going to make it safer,  but let's be honest here, you have a very safe place already because people don't have to look over their shoulders to worry about a car running them over. Their quote from the Express News says it all

35-2

"The re-establishing of the street grid — pedestrian-friendly roads that will allow slow traffic and bicycles — is one of several facets of the park’s rebirth." 

Um here's the thing, Hemisfair is already a "pedestrian-friendly" place right now. I wrote back in July 2014, that you have a great place and that all you need to do is activate it. When you reopen it, you and I will have to worry about people texting while driving on how beautiful Hemisfair made the place to drive a car. This is like saying that we're going to improve La Villita by bring back cars to the old neighborhood.  There was a time as a matter of fact, that I've used Hemisfair Park on my way to St Philips SWC from their main campus on the Eastside BECAUSE THERE WHERE NO CARS TO WORRY ABOUT. As they reopen the park, I expect to see what I see on Houston St today and every weekend, people on bicycles running into people walking on the sidewalk because to many people are driving their cars causing a traffic jam.

35-3

35-4

If it was true that improving public space is to allow cars into that space, then why isn't La Villita jumping up to allow cars down Villita St between La Villita and the Riverwalk? (Image 35-4) Why is it when they redid Brackenridge Park, they removed the roads through the park and left only one that is connected to Mulberry?  Why is it that when we close off a street to vehicular traffic, we celebrate it as a major event called Siclovia?  It is because cars take up a lot of space, and they destroy places that they're allowed in.  Every time we make room for automobiles, people walking and people riding bicycles suffer because there's simply no defense against a 1,000+ pound steel cage and a inattentive driver, drunk or otherwise operating the vehicle. When Cars are slowed down or removed, people feel simply safer to lounge about and to exercise.  There was a time in America's History when we thought about banning cars from our cities or restricting their speed limits to under 20 miles per hour for back then, the streets where meant for people.  When car enthusiast saw this a threat to their driving, they launched an ad campaign to change the saying from "the streets are for people," to the current saying that we all know "the streets are for cars." 

Andrew Price recently said in a Strong Towns Blog Post quote:

"If we don't change our habits, our obsession with treating cars as the dominant life-form of our cities, catering to their every needs with congestion-free roadways and ample parking, will be the downfall of American cities. They are our bread and circuses. We know it's making us broke, and we still continue. It does not have to be this way - it is just a matter of priorities."

35-5

The good news is that despite the city's assistance to bring back cars to a people friendly area, is that you can bring back the friendly area for the people by simply remove the access for the cars.  It is a sad day for San Antonio for in other cities in North America and around the world are working tirelessly to restrict cars.  There was a time right after World War II that we thought of progress with the building of freeways.  Today, Dallas and Austin are looking into tearing down those freeways to revitalize the urban core, i.e. space for people.  San Antonio seems to be stuck in the 1950. It is sad to live in a city where progress is measured not by how many protected bicycle lanes that are available, but how much space is available to drive your car.  No Wonder there's a saying "Keep San Antonio Lame."

I'm not against the improvements being made, I'm against bad Ideals and this one just happens to be a bad Ideal. 

Image:
35-1: A picture of the famous Clockless Clock Tower that was right next to the Downtown All Around Playground being torn down.  Viewing South. 
35-2: A picture of what is left from the removal of the famous Hemisfair Park Arch.  viewing east.
35-3: A Picture of the famous Hemisfair Park Arch back in July 2014. viewing east
35-4: A Picture of Villita St in La Villita on the day that the they brought down the Clockless Clock Tower. Viewing West
35:5: A picture of Hemisfair way as it is currently is on Feb 20, 2014.  this time next year, cars will be traveling down this pedestrian space. 

Note About Story:  I'm going to start doing a on the clock blog posting every First and third Tuesday of Every Month.  And On top of all that, when breaking stories like this happen, I'll be posting them when they happen. 

The 1st Step of Making W Commerce into a Street

Sorry folks for the delay, but as usual my life got in the way.  Merry Christmas Everyone.

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On Saturday morning December 13, a workshop was held at the Central Library by Centro San Antonio with The Urban Land Institute/ San Antonio on redesigning W Commerce from S St. Mary's to Santa Rosa. The budget for this project is $9M with options on trying to improve the entire stretch from Alazan Creek to I-37.

The room was packed (Image 30-1) and every one was asked what could be done to improve this section of  W Commerce. Many people came up with wider sidewalks, benches, the type of planters that you see on Houston St in front of the Majestic. Everyone agreed that the traffic goes by there too fast. What I found unfortunate was the fact that some said cyclist should find some other route. 

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I'll be using several cross sections of the planned project area. I got these measurements in front of 345 W Commerce and all illustrations are looking east. Currently this is how W Commerce looks like along the project area. (Image 30-2)

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So far the city has its own plan, take out the right side bus lane and put that space from the bus only lane to the sidewalk next to the bus lane. They'll reduce the two remaining drive lanes to 10ft. (Image 30-3) There's two problems with the city's design proposal; It doesn't solve the problem that VIA buses face everyday when they are parked picking up wheelchairs.  Commercial vehicles are 10ft wide and those 10ft lanes will complicate matters when one bus is trying to go around a parked bus. Another problem is the fact cyclist in San Antonio want a protected bicycle lane down W Commerce. Despite the city's plan for 10ft lanes, my gut feeling is that the final design will have 11ft lanes, defeating the purpose of having 10ft lanes which have shown to do a good job of slowing down the traffic. The reason for my gut feeling is the city's current law, Sec. 19-66. Conformity with state manual which by default will force the lanes to be 11ft wide.

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To fix W Commerce, is to identify the problem which is that W Commerce downtown isn't a street, but a stroad. (Image 30-4) I have always used the word "stroad" and maybe some of you thought I've been misspelling the word street, but in actual fact it is a word created by Charles Marohn, a recovering traffic engineer and the founder of Strongtowns.org. to describe the problem we're faced with trying to create walkable productive places. We have the stroad because we want a road to move cars quickly, but we have places along the road to try to make it a street to capture value. It fails to provide both for if you look down the stretch of W Commerce (Image 30-4) that they want to improve, it lacks places that could be generating tax revenue for the city, meaning for the regular person, it could have businesses that people go to. In the video provided above, we learn that to make a street from a stroad, we need to slow down cars, we need to make pedestrians, cyclist, and public transit greater, MORE IMPORT than moving cars faster. This is where the city's design fails for even though it makes the lanes narrower, it fails to account that their design still keeps cars having priority over people. You have to remember, the street is a dynamic place and a place to go to, not so much a corridor for traffic.

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The problems that people identify at the workshop including VIA, is that there's not enough room for the bus stop and people on the sidewalk walking by, that cars go faster as they approach Santa Rosa, and cyclist complain that there's no safe place to ride your bicycle.  Now I cannot talk about the other tables, but at the table I sat at also wanted on street parking. Despite what people might think, on street parking does provide a barrier between the moving traffic and the people on the sidewalk. But if we were to provide on street parking, we're going to have to reduce the number of drive lanes down to two.  On street parking is a cheap and easy way to provide a barrier of moving traffic for a bicycle lane.  So in my cross section illustration, I decided to include it to show that if they decide to remove a drive lane, they'll have room for both parking and a one way cycletrack. (Image 30-5) Also having on street parking has also demonstrated to slow down traffic.

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At the workshop, there were two paintings from Jorge Cortez.  One showed his concept on how the riverwalk connection should have looked to Main Plaza (Image 30-6) and the other one showed a lively W Commerce St with people eating lunch, local businesses in every building and a way better sidewalk for both sides.  (Image 30-7) As I studied the painting and talked with Jorge, it reminded me that his vision for W Commerce which he dubbed "Zona Cultural" is just like that of Greenville Ave in Dallas that I wrote about in "No Need for Streetcars Down Broadway. His painting was created in 1994, and he expressed his desire to remove the problem that was being, that the cars were given all the space for he expressed that in his riverwalk painting, (Image 30-6) he didn't want to paint one car. After studying his portrait, I created this cross-section of what his vision would look like if it was ever built.  For reference, the Artesias Mexicana building in the portrait, (Image 30-7) well that building is current location of the Dollar General.  I can agree with Jorge's painting, W Commerce needs to be treated better than the stroad it is today.

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Although Jorge Cortez's portrait lacks a protected bicycle lane, I couldn't help but notice that his very large sidewalk next to the people dining, (Image 13-7) that part at least to me looked a lot like the protect bicycle lane that everyone I know wants to have. It also looks like that he wanted only two lanes of traffic. I have said before that we need a law to make sure that our stroads have no more than two lanes of traffic in one direction, not these three lanes of traffic that TXDOT and the City of San Antonio likes to build.  Examples include, Broadway, Babcock, and Fredricksburg Rd.  After much work of studying the painting, I came up with this cross section showing that if his painting was ever made reality, it would look something like this without the protected bicycle lane. (Image 30-8)

Despite what I heard during the workshop that cyclist should find a different route is not what cyclist want, but shows on how San Antonio is dependent on driving to get around. People want a place to ride their bicycles safely without having an angry motorist trying to kill people while they're on a bicycle, so here's my recommendation, (Image 30-9) but don't count on this happening because we're never ever going to do this.  The reason behind it is the fact that the city values cars over people.  We see this over and over again with cars parked in the numerous bike lanes across town and the failure of the city to properly make bike lanes the needed 6ft width which is recommended by NACTO. In my recommendation, (Image 30-9) I have two 12 ft lanes to provide enough room for buses to get around a parked bus that just happens to be picking up a wheelchair and for any 18 wheeler delivery trucks that use W Commerce daily.  Now if the city or VIA is afraid that the bus lane is going to get clogged with cars, then here's my advice, issue some traffic tickets.  But don't count on it.  Through either actions or inaction, VIA and the city will will constantly show  how cars are more important than the buses trying to stay on time.  This is what I mean when I say "Keep San Antonio Lame."

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Now other parts of W Commerce was also talked about such as the one way section that is west of Frio. Now if you read my other blog about the green bicycle lanes that are going to be put in, you would have come across this cross section (Image 30-9) which should be done to the one way sections of W Commerce/Buena Vista anyway regardless to prevent the problems that I highlighted before. The discussion at my table at least wanted this part to be open up for locals on foot or bicycle to be invited into Downtown, to make "Zona Cultural" not just for tourist, but a place for locals.

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Other things were talked about including Market Square treating W Commerce like an alley way (Image 30-11) and how the stuff underneath I-35 needs to be more than a place for parked cars as well which I suggested a great place for a skate park, as well as uses for the abandon buildings that currently line the stroad.  The problems I heard at the workshop, at least at the table I sat at, is that we want to see a street, not the current stroad.

If you feel that you can do a better job with improving W Commerce St, I invite you to visit the cross section of 345 W Commerce Current at streetmix.net and create your own.  Remember the project with is 66ft.  (Now I'm sorry  Scott Gustafson, Centro San Antonio, but I have to do this.)  Send your recommendation to  Scott Gustafson, Centro San Antonio sgustafson@downtownsa.org.

Scott Gustafson, Centro San Antonio
210.225.3862  sgustafson@downtownsa.org
- See more at: http://sanantonio.uli.org/events/detail/reimagine-west-commerce-street-design-workshop#sthash.o2HaKceI.dpuf

What ever the city decides to do, I can only hope that they at least put in a protected bicycle lane along the route and reduce it to two lanes.  Knowing how the city continuously builds to the standards of Keep San Antonio Lame, I doubt that we'll see what cyclist want or create a place that people feel comfortable walking because if the city's current law, Sec. 19-66. Conformity with state manual is any indication, the standards are there to make sure that cars keep moving, not a place for people.

Images:
30-1: Jorge Cortez speaking for his table at the ULI W Commerce St Workshop on Saturday, Dec 13, 2014
30-2:  A cross section looking east showing the current state of W Commerce in front if 345 W Commerce which is currently in the project area.
30-3:  A cross section looking east showing the City's recommendation on how W Commerce should look like after they remove the bus lane.
30-4: A picture across the street from 345 W Commerce looking east where I did the measurements for the cross Sections I created for this blog. 
30-5: A cross section looking east showing if they were to put in parking instead of two drive lanes with a NACTO standard 6ft protected bicycle lane. 
30-6:  Jorge Cortez painting on his concept of the riverwalk connection to Main plaza.
30-7:  Jorge Cortez painting on his concept of the project area discussed at the ULI workshop
30-8:  A A cross section looking east showing if the city were to ever make Jorge's painting of W Commerce (Image 30-7) a reality
30-9:  A cross section looking east showing my recommendation on what many cyclist would like to see on W Commerce and Dolorosa as well
30-10:  A cross section looking east showing what the city should do to W Commerce St and Buena Vista.  It was featured in my last blog of "Green Lanes Aren't Enough."
30-11: A picture of the El Mercado driveway gate blocking the sidewalk on W Commerce looking west.

Streetcar Part III, No Need for Streetcars Down Broadway.

Sorry for the wait, but as usual my life has been busy.  Since I got a new job and my hours have change, I'll be changing the publishing day to Monday or Tuesday every week and I'm still committed to publishing every week.

Also, I'll be creating two new pages, one, of important meetings that cyclist or concern citizens should attend to make San Antonio a real place, and two, one of bicycling related events that are taking place in San Antonio.  

Streetcar Part III, No Need for Streetcars Down Broadway.

Now lets get one thing strait, I was a streetcar supporter.  Why you ask, because even this slow, lousy system would be a plus to our transit system that sucks. It would have gotten some political supporters that "choice users" bring to the transit discussion that San Antonio currently lacks, and most of all, I wouldn't have to worry about a bike rack being full especially on a rainy day for I would be able to take my bicycle aboard and not just the minimum three allowed and most of all, maybe a chance to actually get a protected bike lane on Broadway.  I also felt that this was a scheme in Via's long range plan from the former CEO, Keith Parker, now in charge of Atlanta, GA MARTA in which he said, that once you build it, the people are going to change their tune from the current "rail sucks" to "when are you going to bring it to my neighborhood."  I felt that after they build it, they would have eventually either expanded the system to include more of the city like out to Loop 410 with faster speeds, or put light rail back on the ballot like back in 2000.

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The more and more I heard about the development results of the streetcar, the more I felt that the goal of the Streetcar was based on the McKinney Ave Streetcar (Image 19-1, 19-2) in the Uptown neighborhood in Dallas which to me seems to be a place a lot like La Cantera. It was the dream of Mayor Hardberger to connect the Pearl with the rest of Downtown and the streetcar would have done that.

Back in September 2013, I went to Dallas to see the new transit service to the largest city that lacks transit service, Arlington, TX; although, what I found was disappointing, I also wanted to ride with the Dallas Critical Mass to get their opinion on how they deal with McKinney Ave Streetcar tracks for which they said they treat it like any other street with lots of pot holes.

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That night as we rode, they took me to a place called the Truck Yard just off of Greenville Ave, and there I discovered a place that was the pinnacle of what good urbanism brings out, a First Friday every night, or at least every weekend.  For those of you who don't know what First Friday is, well think of the Pearl Farmers Market is every Saturday morning.  It was after that that I finally realize that we don't really need a streetcar to achieve development goal of what the Streetcar promised,(Image 19-3) but what we really need to do is create the foundation of a neighborhood that creates the conditions that makes a really happening place.

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To create that foundation of development that was sought with the Streetcar, we need to fix the problem that is currently found on Broadway or for that matter, the entire downtown where the Streetcar was planned to travel down.

Before the big sidewalks were added, Greenville was much like Broadway is currently. A stroad with fast moving, many lanes of traffic and nothing happening along it.  Today, Greenville Ave is a place is much like South Alamo but with super size sidewalks.  Even though S Alamo lacks the big sidewalks, the concept is virtually the same, two lanes of slow moving traffic with sidewalks protected by plants or parked vehicles, and a community that is allowed to reinvent itself.  Broadway is the opposite of that with fast moving cars, multiple lanes of traffic and tiny sidewalks with no protection from traffic full of obstacles like this bus stop at Fourth and Broadway.(Image 19-4)  It's a Stroad in every sense, every space for cars, not much for anything else. We also need to fix the zoning when it comes to new development and make it more flexible, such as no parking minimums with new development.  

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You can tell just by looking at the area around Greenville Ave that it's a happening place and not just by the dancing frogs on top of the Taco Cabana.(Image 19-5)  The sidewalks that are here use to be vehicle lanes (Image 19-6) and because there's a space for parking the cars along the street, it provides that barrier between the moving vehicle traffic and the pedestrian activity.  Here's my 6 minute video of the place across the street from the Trader Joes.  In this video you'll see what is making Greenville Ave a great place and what is missing from Broadway, Slow moving Traffic and good sidewalks.  

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For this purpose, I'm only going to focus on Broadway and not other stroads that the Streetcar would have went down.  Now the Streetcar was planning to go as far north as Josephine St, but for our purposes, we can actually include the part of Broadway as far north as Hildebrand due to the fact that my fixes won't cost $270 million and the fact that the stroad scape is the same.  I've divided Broadway into three parts, (Image 19-7) the first part is the Broadway that has 7 lanes, 6 travel and one center turn lane is the Midtown Section.  The part goes underneath the freeway I call the 281 section, and finally, the Downtown Section from Jones to Martin, where we have useless sharrows, narrow sidewalks and to the rest of the general public, abandon buildings.  (Image 19-22)

Also for the examples, I'll be using cross sections illustrations like the one below which is how Broadway is pretty much designed today.(Image 19-8) All cross sections illustrations will face north and all lanes have been measured by me on the actual stroad in this case, Broadway. Through these cross section illustrations, I'll be demonstrating the possibilities for Broadway and use this same form for other stroads in future posts.  In this cross section illustration(Image 19-8) you see the term "bus lane."  For our purposes, this is a regular drive lane where you're most likely to see the bus traveling in.

Midtown Section

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The Midtown section starts from Hildebrand Rd and goes to Casa Blanca.  I written about this section before in other blogs such as Two accidents that didn't need to happen, and #sasidewalkssuck. Here you have 1 center turn lane, and 6 drive lanes.  Much of the 5ft sidewalks in this section live up to the hashtag #sasidewalkssuck.  The Streetcar would have made the sidewalks wider along this part of Broadway, at least to Josephine, and perhaps added some parking in what is now that right 10ft lane. To improve Broadway, the cheapest thing we could do to improve this stroad is to turn that right 10ft drive lane into a buffered bike lane or a protected bike lane by poles. (Image 19-9)  By doing this we make it feel a little safer to walk and bicycle along by removing the fast moving traffic that is now next to the sidewalk.

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The Problem with this design comes when we get to the bus stop.  You see, currently if a Via bus wishes to stop along Broadway with the Cheapest concept in place, it will have to invade the buffered bike lane.  So lets add a small bus stop island (Image 19-10) so the cyclist can keep cycling and the bus can stop without having to worry about running over a cyclist. 

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But lets face it, if we are to really improve Broadway, the way the streetcar would have done, we're going to have to remove that center turn lane and put down some on street parking.  Here (Image 19-11) is what the city should be proposing to this part of Broadway.  I call this the "Ideally Concept" where I reduce the number of drive lanes from Current (Image 19-8) six lanes to four lanes.  I remove the center turn lane and put that space for parking on the west side of Broadway and made the sidewalks bigger.  Now remember, your always looking north on my cross sections illustrations and the reason why I put the parking on the west side, (the Witte Museum side) is because that's the side on which you'll find Brackenridge Park and businesses without on street parking for the most part.  I did my measurements for the Midtown Section in front of the Tuk Tuk Taproom, so all measurements are to that area, however, the Right Of Way, that's the Government property part of Broadway, gets a little bit bigger as you go further north so these things could be widen a bit.   

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 Now to put in the bus stops with the "Ideally Concept," I put in two different versions.  On the west side of Broadway, we remove the parking lane and put in a bus stop island with Shelter.  (Image 19-12)  For the east side, since the bus stops aren't as big like the current bus stop at Lions Field park, I've decided to go  with the bus stop island being about 4ft wide.(Image 19-13)  This way, no matter what side your on, you'll always have a protected bike lane without having to worry about a bus making a stop in the bike lane.

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Now Traffic flow is important for this Stroad is a major thoroughfare.  But we need less of the stroad and more of a famed Boulevard (BLVD) design.  So reducing the number of driving lanes from six to four, we reduces the current scene of cars trying to out run each other.   By reducing the travel lanes from 6 to 4 and removing the center turn lane, we also reduce the amount of distance a person on foot has to cover when they do cross Broadway from 74ft (Image 19-8) to 44ft (Image 19-12).  And with the protected bike lanes, we create a safe place for both person on foot and on bike.

281 Section

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 This section as indicated in Image 19-7, is between Casa Blanca and Jones.  It's also the section underneath the interchange of I-37/US 281and I-35.  In this section, (Image 19-14) you currently have a 5ft bike lane, four 11ft drive lanes and one 10ft center turn lane.  Not much improvement needs to be done to this section, for the 5ft bicycle lanes does provide some type of barrier between the traffic and the sidewalk.  We could use some wider sidewalks, but as a cyclist, I don't want to give up on my bike lanes.  So to do this, we need to remove that 10ft center turn lane and put that 10 ft to the sidewalks and a barrier to make a protected bike lane.  We can also put in some Bus Stop Islands with out having to reduce the driving lane width and not having to reduce the walkability.

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Now We've done our improvements to this Section to the street scape, we now have to figure out how to use all this green space underneath the bridges.  Has anyone ever thought as this space as a city park?  Up until about mid August 2014, there was a small pond that formed underneath one of the bridges (Images 19-17, 19-18) and across the stroad, you'll see a dog park (Image 19-16).  Here's my question, why can't we have a bigger dog park that  takes advantage of the shade that this exit ramp from I-35N to I-37S  bridge produces? And this rain water created pond, back in June and July, I saw several species of birds including a pair of Black Belly Whistling ducks with a family of duckings as well as a Green Heron gorging on tadpoles, and other bug aquatic life. (Image 19-17).  Currently the pond has dried up, but given another big rainstorm, it will be back.

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City Parks and open space for that matter has been known for years helps with making people happier and healthier.  It's that touch of nature that makes city living better.  When we lack green spaces in the form of city parks, gardens and trails, we make our communities just a little bit of a dimmer place to be in and take it from me, San Antonio lacks a lot of parks for people to play and relax in. 

Downtown Section

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 This is where the Streetcar would have served the entire section.  It is also the section where even though we are pretty much in downtown, we have a bunch of abandoned buildings, or at lest to the general public, they are abandoned.(Image 19-21)  It's also the section where we would have seen most of the development that the streetcar promised to delivered.(Image 19-3)  But look at what is wrong with it right now, you have an abandoned street scape with narrow sidewalks, useless sharrows (Image 19-22) with places that nobody goes to unless they work there. It's pretty much a dump even though it's like two blocks from the Riverwalk Museum Reach. Now the cheapest thing we could do to improve this section of Broadway is to remove that god awful 16ft lane with the useless sharrow/parking lane (Image 19-20) and bring back the bicycle lane, but that would make it somewhat safer for us cyclist, but that's it. (Image 19-23) And this stretch of Broadway use to have bike lanes, but somebody thought that parking was more valuable, but go there on any day of the week, and tell me, who in the hell is parking on Broadway because for the most part, I barely see two vehicles, maybe three.  If Spock from Star Trek said that "the needs of the many, outweigh the needs, of the few," wouldn't a painted bike lanes serve more people instead of just three or four individuals with parking spaces for a car?

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Now I don't know what the street scape was going to look like with a streetcar, but my general feeling it would have looked something like this, with improved wider sidewalks.(Image 19-23)

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Now we just don't need Improved sidewalks, we also need a zoning ordinances that will encourage the type of development that the streetcar would have brought, but before we play with the zoning ordinances, we need to make it a more comfortable place to be walking. 

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We have 76ft to play with, and we could do a whole bunch of designs, but this is where I cannot decide what is the best choice for the Downtown Section of Broadway.  So the question should be asked, do you want Broadway to have flowing traffic, or do you want it to be like Greenville Ave in Dallas?  You have to remember, Broadway is one of those important corridors for the city for it is sandwich between a freeway, and a military base.  Now in all of my Cross Sections, I have a protected bicycle lane and that's simply because protected bike lanes bring out cyclist and reduce injury risk by 90% and from my experience of riding the one in Austin on Guadalupe St, it's way nicer than riding in traffic with useless sharrows.

The reason why they took out those bike lane in the first place back in 2011, was because there was no on street parking.  Well if parking is really that necessary, then this is how The Downtown Section of Broadway should be designed.  It should be designed with a Center Turn lane, two drive lanes and two parking lanes on both sides, but this design keeps the sidewalks living up to the hashtag #sasidewalkssuck.

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Now here's the question, do we need parking for both sides of Broadway?  If we do, then the concept you see above (Image 19-25) is what we're going to get, but if we want wider sidewalks and keep the traffic flowing, we're going to need to keep the center turn lane, and we're going to need to remove a parking lane from one side of the street.  The question is, which side should that be on?  For my suggestion, lets put it on the east side of Broadway and add that space that we've taken away from the parking, to the bike lanes and sidewalks.  And because we've added space to the sidewalks, lets plant some trees which are lacking right now on this part of Broadway.(Image 19-26)

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For the Bus stops, let's add the 4 ft bus stop islands on either side, only this time when we put it on the east side, we put the bus parking place where the parking lane is.  On the West side, I simply added a bus stop island allowing for vehicles to pass in the center turn lane like they do currently on S Flores where the city council voted to remove the lanes.(Image 19-27)  We don't want to switch the traffic lanes from one side to the other block by block for that would create some confusion on where to drive and it will create some bad politics that we've experience like before with S Flores.

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I've just showed you how we could improve Broadway with simply changes the way we lay out the street design for Broadway.  Now remember, this isn't enough, we also have to change the zoning ordinances so we can allow the development to come from the ground up and we also have to leave room for traffic flow.  This is possible, but as long as we have an unwillingness to allow transformation, slowing down vehicle speeds, and putting people on foot and bicycles first over personal motor vehicles, we'll never see a great place that could be Broadway.

Images
19-1:  McKinney Ave Streetcar Stop in front of the Starbucks at 3699 McKinney Ave looking Southeast
19-2:  McKinney Ave Streetcar Cityplace Station looking west.
19-3:  Via Metropolitan Transit Streetcar advertisement claiming about the streetcar developments it would have brought to Downtown.
19-4:  Via Metropolitan Transit Bus Stop at the corner of Broadway and Fourth looking north. 
19-5: The Taco Cabana at 1827 Greenville Ave, Dallas Texas looking South
19-6:  The View of the large Sidewalks on Greenville Ave at Prospect Ave looking south.  
19-7:  Google Satellite View of Broadway with illustrations showing the different sections of Broadway.
19-8:  Cross Section Illustration viewing North on Broadway that is between Casa Blanca and Hildebrand
19-9:   Cross Section Illustration viewing North on Broadway having the right drive lane turned into a buffered bicycle lane (Right) or a protected bike lane (Left)
19-10:  Cross Section Illustration viewing North on Broadway with a bus stop island being placed over the Buffered Bicycle lane. 
19-11:  Cross Section Illustration Viewing North on Broadway.  The Ideally Concept with 4 lanes of traffic, 1 parking lane, two 6ft protected bicycle lane and 7 1/2 ft of sidewalks on either side.
19-12:  Cross Section Illustration Viewing North on Broadway.  The Ideally Concept with the Bus stop island on the west side of Broadway.
19-13:  Cross Section Illustration Viewing North on Broadway.  The Ideally Concept with the bus stop on the East Side of Broadway.
19-14:  Cross Section Illustration Viewing North on Broadway that is between Casa Blanca and Jones.
19-15:  Cross Section Illustration Viewing North on Broadway.  The Ideally Concept with Protected bicycle lanes and bus stop islands. 
19-16:  The Dog Park at the corner of Broadway and Roy Smith St looking Northwest. 
19-17:  The Pond During July underneath the bridge with a family of Black Bellied Whistling Ducks and a Green Heron.  Viewed from Broadway eastward.
19-18:  The Pond At around August 10, 2014.  Viewed from Broadway eastward.
19-19:  3 Cyclist riding southbound in the bike lane on Broadway underneath 281 looking North.
19-20:  Cross Section Illustration Viewing North on Broadway between Martin St and Jones.
19-21:  Picture of one of the buildings that looks abandoned at the corner of 6th and Broadway looking West.
19-22:  Picture of one of the Sharrows on Broadway in front of the DPT parking garage viewing North
19-23:  Cross Section Illustration Viewing North on Broadway between Martin and Jones.  My ideal concept on how Broadway would have looked if it added Modern Rail Streetcars.
19-24:  A map of San Antonio illustrating how because of Fort Sam Houston and US 281, how Broadway is a "funnel" for traffic into downtown.
19-25:  Cross Section Illustration Viewing North on Broadway Between Martin and Jones on how it would look if they removed the 16 ft right lane and turn it into a parking lane with a protected bicycle lane.
19-26:  Cross Section Illustration Viewing North on Broadway Between Martin and Jones on the "Ideally Concept" would look like
19-27:  Cross Section Illustration Viewing North on Broadway Between Marin and Jones on the "Ideally Concept" would look like with bus stops islands at either side of Broadway.