Hemisfair Goes Backwards

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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

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"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.

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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."

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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. 

Advice on Improving VIA Part II

Last week, I focus on bus stop locations and Transit Centers.  This week I'll be focusing on transit times and bus fare. To improve VIA, they cannot just do it by where they locate their transit centers and bus stops, it also means to working to make the buses go just a little bit faster and perhaps, make it free to use by all of San Antonio.

3.  Make PRIMO Go Faster

The Economist wrote how collecting fare on the bus is just not economical and slows down buses yet we do it on Primo.  When Primo services were sold to San Antonio, it was promised that it would run just a little bit faster just like light rail and be cheaper.  But now as I ride this route, I find that it's a little bit slower than what it replaced which was the 91 Fredricksburg Rd, Skip Stop.  When similar service is sold in other cities across North America, it is sold as cheaper than light rail, but with the same speedy service you get on rail.  In other cities, you don't pay for the bus fare on the BRT (Bus Rapid Transit), but you buy a ticket at the station where you get on board the BRT.  That's not how VIA does it, for you have to pay for the bus fare as you board the Primo.  This slows the bus down quiet a bit especially at Deco District Station. Since this is the main bus route down Fredricksburg Rd now, most people ride the 100 instead of the 95 or 520.  It's time that VIA stop collecting bus fare for the Primo on the bus, and instead allow all the doors to open up and have people board it like you would a light rail train stopped at a station.  Have VIA police board the bus and ask people for their bus tickets and proof of fare as they're doing that, they can issue some fines like the DART police does on the light rail in Dallas. Have the tickets sold have a expiration time so it can be use like one would use a transfer.

4.  Removing Traffic Jams for VIA Downtown.

If you live on the East Side like I do and to take the bus into downtown, you would have notice that during every weekend from Thanksgiving through Memorial Day, a traffic Jam forms as every car coming from the North Side is looking for parking downtown mainly at Rivercenter Mall. (Image 33-2)  Now I don't see this as much in Dallas because their Light Rail does a pretty good job in having people who want to enjoy downtown choose transit over driving.  A good example is what I saw during the 4th Of July, 2004.  After the Downtown fireworks display, I was riding the Blue Line back to my motel room which was located out by I-610, the train was crowded with  lots of families and their kids. To me, this was amazing because when similar events take place here in downtown San Antonio, everyone drives to downtown, not so in Dallas because trains are just better thing to ride than buses, and if you want to know why that is, well click right here to find out.

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So since we don't have a good alternatives to driving downtown like they do in Dallas, cars end up jamming up the paths of Eastside buses at E Commerce and Bowie including the 100 from speeding through downtown like it was intended to do so.  So why can't VIA work with the City of San Antonio and close off the far left lane and leave that lane open only for buses? What is so hard about this is beyond me because if VIA wants more people to ride their buses they're going to have to have faster service to get more people to ride. If they're not willing to fix this weekend traffic jam then why bother to ride the bus when driving is so much faster. They're will be no light rail to solve this problem any time soon, nor any proposed Lone Star Rail service so will you please get off the train bandwagon politicians and VIA as the only solution to fix our transit system. So will anyone at VIA or the City wake up and clean up this mess up?  Probably not because like the rest of San Antonio, they must think that everyone who rides VIA are just losers and well we don't deserve a speedy ride at all. Like it or not, downtown is VIA's main transit center, and if people trying to get to work can't connect to their other routes and forced to wait a whole hour for the next bus. This lack of action simply promotes the belief that VIA SUCKS and it's just better to break down a by a car.

5. Keep Buses Moving during Battle of Flowers.

Every year during the Battle of Flowers and the Fiesta Flambeau parades, VIA stops having the buses go through downtown to continue on as other routes and instead starts to have them go to downtown to certain stops to turn around cutting off passengers ability to connect to other routes.  The thing about this is that these stops are really far apart forcing many of VIA's riders to walk up to a half a mile through the parade just to get to their connecting routes.  You see you have the east side routes all coming to Bonham at E Houston, the north side routes turn around at Travis Park and finally all the west, south and southeast routes turn around at Nueva and S St Mary's.  So if you just happen to be on your way to work when these parades are going on, well chances are you'll have a good chance to become unemployed.  It's these days that forces hostage users like me to think, it's time for me to break down and buy a car.  And since you couldn't count on VIA for getting you to your job on time, well they suck.  Over the years VIA has done nothing to fix this problem.  So now you have this wonderful transit center on the west side of Downtown, so why can't you  have all the buses that are detoured because of the parade hop on the freeways that surround downtown and continue on after they all make a  stop at the Westside Multimodal Center (WSMMC).  Having to have all of us hostage users walk considerable distances to catch a bus is just wrong especially when we're all running late, so now you have this great transit center downtown, so start putting it to good use and when the city closes off Broadway and Commerce St for the Fiesta parades, start rerouting all those buses to WSMMC so we all can catch our connecting routes and be on time for work.  .

6. Make Bus Rides Free.

People in San Antonio are extremely against toll roads and with a passion because driving a car here in south Texas is considered a free thing to do.  Despite having to pay for gas, despite having to pay for insurance, and maintenance, driving is considered a free thing to do, so as I board the bus to get around San Antonio, I wonder why do I have to pay a toll?  The political leaders claim to want more people to ride public transit here, but do they really encourage it?  Of course not, they'll keep complaining about Ozone Action Days and the traffic while at the same time never consider the thing that might fix it which is to make bus rides free.

I first heard about making bus rides free when I heard about what happened in Austin during 1991 and 1992.  The problem with this is that it didn't attract the choice users like they CapMetro wanted, (people who use public transit and also have a car to drive) but instead it attracted the homeless and others who wouldn't normally ride the bus dubbed as "problem riders."  So naturally, they got rid of free bus rides.  But in Tallinn, Estonia, not to be deterred by what has happen in Austin, TX and everywhere else it was tried, they decided to keep the bus fares, however, if you happen to live in Tallinn, then you are entitled to free bus rides. Here's my question, why can't we do the same thing here in San Antonio?

How to we guarantee free bus rides to all the residence of San Antonio and not repeat the history with "problem riders" everywhere else it was tried. We keep bus fares in place, however, if you can show proof of residency like a CPS bill, a W2 form, a paycheck statement, a lease, or bank Statement in San Antonio, then you can go sign up at VIA and pay a fee of like a $60 for a full year of free bus rides, just like you would now as you buy a 31 day Big Pass for $35 but without the proof of residency.  Limit the amount of people up to 4 people at a certain address.  I guarantee that every year during tax season, people will come down to VIA and sign up and pay the $60 for a full year of free rides.  Make it a minimum of two years of residency to qualify for this service while at the same time, we keep the bus fare around for the tourist, for the homeless and others who would abuse the system or don't sign up.  I think this is a great idea so I can count on the local politicians not to endorse this.  Keep San Antonio Lame. 

Conclusion

I hear from politicians and environmentalists who drive cars all the time that we need more people to take public transit, but when these people make the clean, carbon neutral alternative hard to accomplish, only the poor will use it not because we want to, but because we have to. If the goal of the city leaders and VIA is to encourage more people to ride transit, then I have just lay out some solutions that if implemented should increase the number of choice users and help improve the current image of VIA. So will you please get off the train bandwagon politicians and VIA as the only solution to fix our transit system.  But chances are you'll never see any of these improvements at all because from what I have seen over the years from the inaction of our politicians and the actions of VIA have said to the citizens of San Antonio that you should buy a car. And guess what, we're doing just that.

Images:
33-2: A picture of E Commerce St at Bowie looking west showing all the cars trying to get parking at the Rivercenter Mall.

Advice on Improving VIA Part I

I wrote before how VIA sucks back in August, and ask anyone who takes the bus, on a daily basis for they'll agree with the sentiment. It's not really VIA's fault that they suck. Roughly 80% of the the reasons they suck are things they have no control over such as the fact that they have to serve a very large spread out city and they only receive 1/2¢ sales tax to pay to operate the system. Compare that to Dallas, Houston and Austin which receive a full cent sales tax, VIA have to be thrifty with their cash. They are unable to operate in places like Live Oak, Hollywood Park, Helotes, Windcrest and other independent municipalities that just don't want to pay the sales tax and they just don't like public transit at all. They also have to comply with the American With Disabilities Act and the Federal Transit Administration which means that they have to pick up any wheelchair even though the bus is full and running late. 

The 20% that VIA has control over such as bus stop location, park-n-ride location, types of buses they use every day, how they collect fare. It is this 20% that VIA can work on fixing and this is where my advice comes in.  So for the new VIA board chair, Hope Andrade, here are my suggestions to fix the image of your failing bus service.  Yes your bus drivers are nice and I know a few.  Yes you have the best mechanics in North America and how you pay for them is WONDERFUL, but in the end, that is only doing so much.

1. Put Connecting Bus Stops Closer Together.

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On some of it's routes, they do a terrible disservice on where they locate bus stops.  This is a big problem mainly on the Looper 550/551.   I pointed this out in my Streetcar series, Streetcar Part I, VIA Sucks when I pointed out the fact on how the 28 and 515 bus stop #16838 is nearly a quarter of a mile away from the connecting route of the 550 bus stop #96897. (For the record, I mistook bus route number for I always get confused on which number of the 550/551 Looper is going.)  For some reason, VIA feels it necessary to discriminate against the hostage users (my term for transit dependent people) on my side of town.  This is not the only bus stop, for the connecting bus stop of the 551 was recently moved from the traffic island on WW White and Rigsby (Image 32-1) and was moved south to the Hold Caterpillar Training Center.(Image 32-2)  Yes TxDOT recently repaved the sidewalks on this part of WW White, but now this bus stop is further from places where people go to such as the 99 Cent Only Store and the CPS Energy bill paying center. (Image 32-3)  Why they couldn't put this bus stop just pass the Burger King is beyond me, (Image 32-3) but as the actions of VIA speak louder than words, they obviously saying that you should buy a car so you don't have to worry where they locate the bus stops. 

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This isn't the only bus stop like this for the 550/551 Looper Bus Stops are notoriously placed far away from connecting routes especially along the frontage rd of Loop 410.  This is one of the reason why the majority of the hostage users in San Antonio considers VIA to suck.  I understand that sometime you cannot get the bus stop where you would want it in the first place, but that doesn't mean that you should give up on not striving for good location and keep the walking distance down to a minimum between connecting bus stops because if the goal of VIA is to keep Paratransit usage down, then keeping the bus stops far apart will only encourage those who qualify for Paratransit to use it more often.  VIA also wants more people to ride their buses, well when San Antonio sidewalks suck, (#sasidewalkssuck) having those bus stops to where they don't have to walk as far just makes sense.

This is not the only example for they're plenty of examples on the 550/551 Looper, all across town. The worse being able to connect from the Looper to the VIA PRIMO, 100 route at Wonderland Mall of the Americas.  Please fix that one before you tackle the ones along Loop 410.

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2. Transit Center Locations.

VIA has a mix history when it comes to transit center locations.  For this reporting, I will also include clusters of bus stops like Naco Pass.  The Transit Centers they got right and put in the right places are Kel-Lac, Mainland, Walmart at 281 and Loop 1604, North Star, and the Walmart at Rigsby and 410.  The ones they got in the wrong places are Madla, Naco Pass, and Randolph. I'll just won't talk about Crossroads, for VIA is considering to get rid of it and move it closer to the Primo Station on Fredricksburg Rd near Crossroads BLVD. I also will not be talking about the Medical Center Transit Center and Ingram for I have mix feelings about them unless someone asks me to in a future post. And from my understanding, VIA is about to make mistakes on it's future transit centers such as the one planned for Brooks City Base and Stone Oak. 

What Via Got Right

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Hostage users like myself depend on the bus to be able to get to the grocery store, to get to work and to be able to go to other places to run errands.  When VIA chose the location for the Kel-Lac Transit Center, (Image 32-4) they located it in the best possible spot, right next to a neighborhood, and right next to a Shopping Center where K-mart and Handy Andys use to be. Today the shopping center has several shops including a Family Dollar and a flea market. It's better than the old location between US 90 Access Rd and the Freeway which is pretty much in the middle of nowhere. Kudos to VIA for working out a deal so the buses could use the backside of this shopping center for a quick way through back to Military Dr.  I can only hope that the owner of this shopping center will improve upon the location and turn it into a mix use area with apartments, and maybe even a grocery store like there use to be.  Also I bet that VIA is actually adding value to this property.  So if they're paying increase property tax to the County and the City because of Kel-Lac, then shouldn't that increase amount that the property is paying go to VIA? That is how they use to fund transportation, not by a user fee, but by a Land Value Added Tax.

The North Star Transit Center replaced the old bus stops on Rector, and although those bus stop shelters still exist, they at least placed this Transit Center right in the middle of the action.  Due to height changes in the terrain, it is somewhat cut off from from the mall.  But due to TxDOT's improvements to the sidewalks in this area, it's now a better place to walk, and you can still access the mall from the transit center location by either walking, or catching a bus to the old bus stops on Rector. Although VIA could work on shortening the distance one must walk to the mall from this location, for the most part, it's properly located so one can access nearly all of the businesses on foot both inside and outside loop 410 all be it, a somewhat of a distance to walk.

Also the cluster of Bus Stops at Walmarts such as Mainland, 281 At Loop 1604, and Rigsby At Loop 410 are also good choices as well.  Now I'm not a big fan of Walmart, but when your grocery stores are limited to only two which are HEB and Walmart, and when you live with out a car like I do, (hostage user) your glad that the bus stops right next to the store instead of being at the edge of the parking lot along the stroad.

What VIA Got Wrong

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The transit centers that VIA got wrong are Madla, Naco Pass, and Randolph.  These transit centers are located away from places where people want go. In Madla's case, (Image 32-5) it located away from South Park Mall, it's located away from the apartments on S Zarzamora, and there just happens to be a fence on Cantrell Dr blocking access to the neighborhood from the transit center.  Now it just happens to be in a perfect spot for a future train station for the Lone Star Rail, however, I will stand by my opinion, it is simply a study collecting dust and there will be no train station at this location ever.  If VIA is ever to improve service on the South Side around South Park Mall, they better put it in a better location, like in South Park Mall's parking lot.  

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Randolph Park And Ride has a history. The buses that serve this place was once located at Windsor Park Mall, now the home of Rackspace.  Back in 1992, (maybe I got this year wrong) a terrible murder took place there.  A man waiting for the bus to go home just had 40 cents in his pocket, the bus fare amount back then.  Another man came along and in the process of robbing him, killed him for not having any money on him except 40 cents.  It was this tragedy that prompted VIA to move the transit center to it's current location at I-35 and Loop 410. (Image 32-6)  People don't know, but the neighborhoods around Windcrest are very dangerous neighborhoods. What VIA got wrong at this location was where they put the parking lot, and where they put the bus shelter.  In a perfect world, the transit shelter would be located next to the intersection of Randolph Blvd and Crestway Dr, while the parking lot would be located next to the interstate. But no, they had to do it the other way so people would have to walk farther.  I don't think that the designers of this place were thinking about walking in the July heat, but I can only hope that today's designers, architects, and engineers will take into account that walking long distances in a 100 degrees heat is a no go for everyone. Other locations could have been sought out such as Perrin Beitel and Loop 410, but no matter.

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Now Naco Pass (Image 32-7) is another failure for it is located far away from the businesses such as HEB, Walgreens and the Walmart around the intersection of Thousand Oaks and Nacogdoches.  The problem is that this cluster of bus stops is that it is located behind a bowling alley at Uhr Ln and Naco Pass.  Maybe one day, VIA can forgo this location and put this cluster closer to the intersection of Thousand Oaks at Nacogdoches, but until then, we hostage users are just going to have to suffer, either wait an hour for a bus going to the proper place, or walk to these places.
 

Future Transit Centers

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They're many new transit centers and park-n-rides planned all across San Antonio and Bexar County. One such transit center is being proposed for Brooks City Base.(Image 32-8)  If VIA want to improve it's image, they better located this transit center at the intersections of Goliad and SE Military, or at City Base landing and SE Military.  It should be quite obvious why it should be located here, because if it's located further into Brooks, then it will simply be cutting off people from where they want to go, like the HEB, the Walmart Supercenter, the Best Buy and even the Target.  The same rules should also go for the future transit centers of Stone Oak, Beorne, and even New Braunfels. Kel-Lac should be the example that VIA strives towards, connecting their patrons to the place that they need to go to.  Transit centers are there to connect multiple bus routes at one location.  They do a better job when they also are able to connect to places that people need to go.

So far what I have written should tell you that we're not just transit users, but we're pedestrians and people just don't like to walk very far.  So closing the distances between bus stops and where people want to go should be a goal for future transit centers and connecting bus stops. This blog is getting pretty long, so I leave the other suggestions in my next blog post in two weeks, so until then, enjoy.  

Images:

32-1: A Google Street View of the former location of the 551 Bus Stop at Rigsby showing by accident where the 30 bus stop is Viewing North.

32-2: Current location of the 551 bus stop showing it to be farther away from Rigsby viewing North

32-3: A Google Satellite Map showing where bus stops where, and are currently and where some business are where people need to go.

32-4: A Google Satellite Map showing where the Current and old Kel-Lac transit center are at US 90 and Military Dr.

32-5: A Google Map showing the location and how things are cut off from Madla Transit Center on the South Side of Town.  I didn't choose the Satellite Map because I wanted to show the walking distance from a random address in the neighborhood next to the transit center and how it's pretty much cut off from everything.

32-6: A Google Satellite Map of Randolph Park-n-Ride showing where the Transit Shelter and the parking should have been placed. 

32-7: A Google Satellite Map of Naco Pass Showing how it is poorly located.

32-8: A Google Satellite Map of Brooks City Base Showing the future failure of VIA's future Transit Center.

Everything Wrong with The Convention Center Cycletrack

Happy new year to everyone. As usual life gets in my way of writing, but I have settled on at least one story ever two weeks. Also as I finish writing this post, I would like to inform all of my readers of the lost to the local cycling community and a friend Matthew Ahern. He recently past away on Thursday due to a bad heart. He didn't so much helped to make the bicycling community as he worked to try to make San Antonio Real. I fell out of touch with him when he lost that house on Howard St in which he wanted to have as a urban farm.  San Antonio will miss you.

Also to keep this blog from being published, I got sick to the point that this screen was very hard to see and I was unable to walk around.  Bright screens hurt my eyes and since I've just recovered, It just now coming out.

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 Hey San Antonio, have you ever wanted a bicycle path like you heard about them having in Denmark or the Netherlands? Or what about the ones their building in Austin? Well have there is one right now along the frontage road of I-37 in front of the Convention Center.(Image 31-1).

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I notice the new cycletrack when I first saw the cut out in the concrete at the intersection of E Commerce and the southbound exit of I-37 back in 2013. (Image 31-2)  I normally see these cuts in sidewalks underneath freeway bridges for storm water drainage, but it's rare to see these things downtown and so big for that matter.  Now I was hoping that they would at least spread it out down E Commerce, but knowing the unofficial stance towards cycling, I knew it wouldn't happen.  I also knew that from the get go in 2013, that Transportation & Capital Improvements would have all the signals screwed up and bias towards everyone not in a car. Now don't get me wrong building this is having San Antonio move in the right direction, but it should have been built for people being the first priority, not the cars going by.  In my opinion, they build this to say we're doing something for cycling, now stop asking for improvements.  Everything I saw was built to make sure cars can go as fast as they possibly can and to have people feel inferior when you are on foot and bicycle.

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Now I'm going to point out everything both wrong and right with this new piece of infrastructure.  I'll be working my way from E Commerce to Cesar Chavez.  I will try to show as many picture as possible, but if any one wants to help me make a video on what is wrong, please contact me, via the links to the left of this page. 

Coming from E Commerce, just as you approach I-37, you'll start to see a shaded painted protected bicycle lane to your right.  As you come you enter the bicycle lane you'll come to a light crossing the southbound exit from I-37.  As you cross that exit, you come to a pole with a crosswalk button (they're actually called beggars buttons) that signals the bicycle light signal.  But you immediately see the problem with the button that suppose to activate the signal across Commerce on the other side of the pole out of reach because of a curb. (Image 31-3)  This is Failure one, why they didn't put on the side of the bike lane is beyond me.  What this action says to me, "is that I should be in a car, not on a bicycle."

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The next failure is that the bicycle light and the Crosswalk light isn't on at the same time and isn't on at the same time with green light for the cars.(Image 31-4) Another problem is that signal lights don't light up automatically when the green light is on for the cars going in the same direction as it is on at most downtown crosswalks.  Austin had it right when they put this sign up on the Lance Armstrong Bikeway for they didn't use any bicycle signals, they just used the regular crosswalk signal.  This light just happens to be on when the green light is on for the cars.(Image 31-5)

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Another problem are the large crowds during an Alamodome event.  Now the good news is that they don't head down towards Montana, at least most of them.  However, because there's lack of sinage, people walk along the path set up for the bicycles as well as the path set out for them.  Having some sinage down either painted on the path or put up telling people to stay right would help, not just on the path by the Institute of Texan Cultures, but would be great along the entire length.  Also having a orange stripe down the entire length of the path would help along with some Sharrows, a place where they would actually be useful. (Image 31-6, 31-7)

Again both at Market and Montana, the bicycle light isn't in sink with the motor vehicle light or the crosswalk light.  I'm expecting SAPD bike patrol to start handing out tickets to anyone running this red light.  All I can say to the person who timed these lights is thanks again for keeping San Antonio lame and for keeping the easier choice to use still be the polluting one.

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As the trail come to end end by the Institute of Texan Cultures, some signs have already been put up telling people and cyclist to keep to their perspective sides.  It would be nice for there to be two paths, but on the day I saw the crowds going to the Alamobowl, they simply avoided this part of the path.  I cannot say how it will be for Folklife. (Image 31-9)

Now the worse part of this entire construction and it makes me think that the person who designed it and signed off on it's construction cannot seem to use good common sense, i.e., an idiot.  It's not just a danger for people on foot, or on a bicycle coming off the path, but it is also a problem for future delivery 18 wheelers going to the New HEB that will be built at S Main and Caesar Chavez.  The HEB Warehouse is located at Loop 410 and Rittiman Rd.  From there any delivery truck will be heading south on I-35 and then to I-37 and be getting off at Caesar Chavez.  They will be turning in this terrible designed right turn lane tearing down the Do Not Enter Sign which has already been torn down by another vehicle, which I cannot determine if it was a car or a big commercial vehicle. (Image 31-10)

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As Any 18 wheeler using this turn lane, their trailer wheels will go over the sidewalk, and who know if it will hurt any people waiting to cross to the island.(Image 31-11) That waiting area to cross is so narrow and shouldn't have been built in the first place.  The way it should have been built was to have the sidewalk at least come out to where we have the island and no island be built, and from there be able to cross the stroad.  This is by far the biggest problem of the entire Cycletrack.  Now only will it cost a few million to rebuilt, I hate to say it but it will never get built until somebody gets killed walking or biking here.  That's the sad fact that if we were to make it safer, someone is going to have to die.  Chances are, they'll just make it safer for the cars speeding, not for anyone on foot or bike.  Also it would help if the people designing these things at least had to attend truck driver training class and obtain a Class A-CDL.  I think by having such experience, then we would see less terrible designs for both vehicles and people.  If your asking why was it built, so cars could turn faster.  As we have seen time and time again that faster speeds hurt people.  So if your ever walking by using this crosswalk.  Just remember, the car turning faster is more important than your safety on foot.  (Image 31-11)

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So lets see whats wrong.  One, lack of paint for keeping people to their proper sides.  Two, having the bicycle and pedestrian signals not in sink with the vehicle signals.  Three, having the beggars button for the bicycle signal, which in many cases is simply not needed hard to reach and push to activate it.  And finally, having the turn lane at Cesar Chavez.(Image 31-11)  If most of these things can be fixed, then that's great, but the thing that needs to be fixed the most is the most expensive problem and that's that right turn lane with that island at Cesar Chavez. 

Images:
31-1: Viewing North of the Convention Center Cycletrack just past the Institute of  Texan Cultures.
31-2: Viewing West at East Commerce and I-37 of the police cars parked in the bike lane.
31-3: Viewing West at E Commerce and I-37 showing the button on the other side of the curb of the bicycle lane.
31-4: Viewing South at E Commerce showing both the bicycle signal and the pedestrian signal not in sink with the vehicle signal in the same direction. 
31-5: Viewing East on the Lance Armstrong Bikeway in Austin at a digital sign telling motorist to yield to people in the crosswalk both on foot and bicycle.
31-6: Viewing South at Market where the bicycle signal is red and the pedestrian signal is counting down.
31-7: A group of people in the bicycle path approaching Montana where you see the pedestrian and bicycle signal in red while the vehicle is in green viewing south
31-8: A man in the Crosswalk crossing the Southbound I-37 Exit at E Commerce St showing how the bicycle signal is on while the crosswalk is off.
31-9: A sign asking people to share the path as it becomes one path at the Institute of Texas Cultures
31-10: A picture of the down Do Not Enter Sign and the Fast Turn lane at Cesar Chavez at I-37
31-11: A group of people wait to cross to the island at Cesar Chavez and  I-37

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 IV: The Future of Rail in SA

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As the year comes to a close, and the streetcar is a goner, what does the future of rail transit look like for San Antonio?  If you ask the average San Antonian on what they want to see in rail transit, they'll say that San Antonio needs a subway, or a monorail system which stretches from downtown to at least loop 410 or even 1604.  They will not say Light Rail, or Commuter rail although if you show them the plans collecting dust on the Austin/San Antonio Commuter Rail, they'll, we'll all say we need it now.  The same I've notice if you take any San Antonian for a ride on a light rail vehicle in either Houston (Image 29-1) or Dallas. (Image 29-2)  Via has plans on the books for a two route light rail system, (Image 29-3) but I doubt that we'll ever see it and recently from the latest 25 year long range meetings that the Alamo Area MPO held, they extended the North/South Study area to the Stone Oak Area. 

But guess what San Antonio, We'll never ever, and I mean ever get a subway or a monorail system here because we don't want to pay for it.  If you venture to lightrailnow.org, you come across the article called "New subway (metro) systems cost nearly 9 times as much as light rail."  In this story they site Buffalo's LRT system and how light rail vehicles are using the tunnels, not the famed subway vehicles we see on TV shows.
Quote from Story:

"But the “why not a subway?” issue keeps rearing its head — mainly reflecting the resistance of the motor-vehicle-focused mindset to having urban space, especially street space, shared or usurped by mass transit operations. Overwhelmingly, surface LRT in one type of alignment or another (from street reservations to the re-use of abandoned railway corridors) has triumphed … although there have been cases where pressure to “build it out of sight” has forced new LRT startups underground (or even canceled planned projects altogether).
The tremendous investment cost of digging a subway and installing underground stations is obviously a huge deterrent to the development of such systems — both in the initial financing, and in sopping up available resources that could otherwise be plowed into vigorous expansion of the system. Buffalo’s 6.4-mile LRT line, for example, was constructed almost entirely (81%) in subway … and hasn’t been expanded one foot since its original opening in 1985."

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Dallas also has a subway tunnel too and they originally planed to build a subway line only to give up and turn it into tunnel for their 90+ mile light rail system. (Image 29-2)  But when we look to Dallas for inspiration, we forget what they had and we do not, a very friendly former US Senator named Kay Baily Hutchinson to provide federal funding.  So these stories are any indication if we ever dig a tunnel for rail in San Antonio, chances are that we'll have a light rail vehicles operating in it. Another thing Dallas has going for it was a good number of abandoned rail lines crisscrossing the city to put down the light rail tracks.  San Antonio on the other hand lacks these abandoned rail lines to put any light rail system down, so as I've stated before in other blog post that if San Antonio is to get any light rail, it will mostly go down the big stroads in San Antonio as is indicated on the planning maps.


Now we hear all the time that we want a Monorail system just like, no better than the one at the 68 Worlds Fair.  Well as I looked into monorail system on Wikipedia, I found a disturbing trend.  You see, all these monorail systems seem to be short, I mean streetcar short unless they were in China.  Out of all the systems that Wikipedia list, the longest in North America is in Las Vegas. According to the Wikipedia article, it doesn't even enter the city of Las Vegas.  The most famous one in Seattle is quite short, barely a mile. So if these three systems are any indication that if we ever build a monorail system, chances are we won't get one connecting Loop 410 to Downtown.

I could waste my time and point out the failures of Personal Rapid Transit, but here's the thing, we have such a system already in place, it's called driving your car. So if someone tries to sale it to you this, chances are they're from a think tank that gave us Obamacare, like Heritage or Cato. 

Now if we really want to see how rail transit will most likely look here in San Antonio, we have to look to the City of Weird as in Keep Austin Weird for they are the closest city to us and the most similar community when it comes to driving habits and in the number of times begging the Federal Government for transit funding.  Recently Austin, had a proposition that failed that would have brought Light Rail roughly along I-35.  Now it's funny how it died because if you were to just count the votes along the proposed rail line, it would have won.  Now not all the anti rail advocates were against it because it was rail, but because where it would have not been built along Lamar.  The same sadly will happen here in San Antonio for when it goes to the ballot, everyone except the ones that live along the proposed route, will vote against it unless the voting happens to take place during a presidential election. 

Currently Cap Metro operates a 32 mile Commuter rail (Image 29-4) from Leander to Austin's Convention Center downtown, Monday through Saturday.  In 2004, Austin voted to add rail along it's freight railroad tracked it own.  Only after much delay, it started Operations in March 2010.  Since then an average of 2,500 trips take place daily and it's full of critics from on where it's located, to it doesn't serve enough people.  My criticism on it is that it don't operates to 10 or 11PM everyday.

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This is what San Antonio's future rail system is going to looks like because we don't want to slow down traffic for it, we don't want to vote yes for it, and most of all, we don't want to pay for it.  The future is sighted on Via's 25 year long range plan map called the Kerrville right-of-way Acquisition.  On this map, you'll see a grey dotted line snaking from the Westside Multimodal Center to Fiesta Texas and it's not I-10, but a railroad track currently a freight line that roughly parallels I-10 and use to go all the way north to Kerrville and Fredricksburg.  Today the Rail line dead ends at the Rim, and if you go there, you'll see a rail yard full of hopper cars.  This terminal is used by Martin Marietta Materials, the company that dug out the quarries that Fiesta Texas, the Rim are currently located in.  I don't know when they'll be finished with their digging, but it should come a close some time around 2020. Once the freight operations cease, Via has plans to buy the rail line.  Whether they choose to keep it operational as a freight line like Cap Metro is up in the air, but they'll definitely peruse an option to put some type of passenger rail on these tracks.

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Whether they use the same diesel Multiple Units (DMUs) (Image 29-4) as Cap Metro is up in the air, but more than likely, they will and I cannot say how many stations there would be, but I can at least guess that the stations will probably be at the following locations:

• The Rim/Loop 1604
• De Zavala/Huebner/Wurzbach
• Loop 410
• Basse Rd/Hildebrand
• Fredricsburg Rd
• And finally Westside Multimodal Center

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And chances have it, that they will try to expand it further south along to Blue Star and down the Railroad track that currently delivers coal to the CPS coal generators at Calaveras Lake (Image 29-5) and even down to Elmendorf.  I bet once they have it operational, there will be some talk of extending it to Beorne or even Kerrville and Floresville, but I can bet it will all be TALK for the money will never ever be available unless they change the funding of this rail line from the current begging for federal and state funding to doing something that we use to do in funding transportation, which is Land Value Added tax.  We use to use this method to fund all our transportation needs way before a gasoline tax.  When they built a electric trolley line or a new rail line the property along the way would go up in value and that added value would go towards the maintenance and operation of that rail line.  I hear this is how they currently fund transit system in Japan, but that is something I cannot confirm nor provide a link to.  By judging how we currently fund our transit which is not by bus fare, but by a 1/2 cent sales tax, it don't think it's a working for everyone believes at some level that Via Sucks. 

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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, (Image 29-6) and even further to Blue Star and Elmendorf.

It will be fun to watch as the years go by hearing the same things over and over again, how San Antonio needs a subway, and lacks the political will to get rail transit done, but I can be assured up to my death, to point this out in the years to come in future blogs that isn't the case so much as your methods of selling what could be best to the general public. Chances are they'll be naysayers will say that buses can do a better job, but if that's the case then why in my video I created that it's way easier for the wheelchair to get aboard the DART Light Rail Vehicle instead of the Via Bus?  As always work to Keep San Antonio Real, realize that we all end up Keeping San Antonio Lame by making sure cars can move faster than transit, and keeping it easier to drive an automobile than riding a bicycle or walking.

Images:
29-1:  Houston Metra Downtown Transit Station Looking north.  From the video....http://youtu.be/aQmPnTjegJ8
29-2:  DART Light Rail Garland Station Looking Southwest.  From the Video...http://youtu.be/YV2ksedrTjo
29-3:  Via's 25 long Rang Plan Map.  Originally posted in Mr Nirenberg, Ever think of Walking? as Image 20-2.  Map can be found on PDF format at http://viainfo.net/Planning/LRCTP.aspx
29-4:  Austin's CapMetro Commuter Rail DMU arriving at Highlands Station.  From the Video...http://youtu.be/PmrjyXCxqzU
29-5:  A picture of the Railroad Tracks along S Presa and Southcross where currently goes out to the CPS Energy coal plant at Lake Calaveras and Dead ends just South of Loop 1604 along Old Corpus Christi Rd right Before Saspamco.
29-6.  Picture from the W Commerce St Overpass of the Westside Multimodal Center looking north referring to a prediction that UPRR will prevent any future rail from accessing the old Train Station.