VÍA Metropolitan Transit’s Proposed Advanced Rapid Transit Network in San Antonio, Texas: A Spatial Analysis

This analysis begins with a discussion of San Antonio’s current built environment, a history of public transit in San Antonio, an explanation for why rapid public transit is important for the city, and then an overview of VÍA’s proposed Advanced Rapid Transit system. This is followed by a spatial analysis divided into three parts: a proximity analysis, a demographic analysis, and then a parking analysis.

The Built Environment

San Antonio’s built environment is characterized by vast low-density suburban-style development that surrounds a historic downtown. The city developed in this way as a result of the 1950s car boom and the construction of Loop 410, the city’s first ring-highway which now acts as the designation between the “inner city” (within the Loop) and newer suburbs outside of the Loop (1). Areas both within and beyond the Loop are suburban, though areas within the Loop are generally laid out on a grid system, whereas newer developments outside the Loop have cul-du-sacs, meaning the roads have less connectivity. The city is criss-crossed by multiple federal highways which cut through the center of the city and are important trade routes between Mexico and other major cities in Texas. San Antonio is a poly-centric city, meaning that employment centers are not concentrated in Downtown, but rather in areas across the city (6).

Since the city is characterized by sprawled development, it is difficult and unpleasant to walk in most of the city (besides Downtown), meaning that most residents use a car for practically any activity, ranging from going to the grocery store to commuting to work. San Antonio has few bike lanes, let alone protected bike lanes, so biking is viewed as dangerous by most people. Besides historic buildings in Downtown and a few within the Loop, most of San Antonio’s architecture consists of drab, low-quality strip malls, big-box stores, and drive-thrus surrounded by parking lots. Most of San Antonio’s built environment lacks a sense of place and identity, which is a shame because the city has a rich Mexican and Tejano culture.

Public Transportation in San Antonio

Like many American cities, San Antonio had a robust network of streetcars beginning around 1880, but they were replaced by buses around 1930 (2). The streetcar began San Antonio’s expansion outwards into a suburban form, and once cars were cheap enough to be purchased by the majority of middle class families around the 1950s, San Antonio suburbanized even more rapidly, stretching to distances far outside of the city. With development no longer concentrated along streetcar routes, public transportation became an inefficient mode of travel for many San Antonians, and car ownership became necessary.

VÍA Metropolitan Transit, San Antonio’s public transit provider, has been underfunded since its conception in 1977. Texas state law allows transit agencies to collect a 1 cent sales tax to fund transit systems, but when VÍA was founded, residents of Bexar County voted to fund the system with a half-cent sales tax (3). All other major Texas cities collect a full cent sales tax. In 2020, Bexar County residents voted in favor of increasing VÍA’s funding to 3/4th of a cent, which was considered a huge victory for transit in the city, even though VÍA will still be chronically underfunded compared to other Texas cities.

There have been multiple attempts to bring rapid transit to San Antonio, but voters have struck down each measure. In 2000, VÍA attempted to pass a $1.5 billion plan for a 53 mile light rail system that would stretch across the city (4). In 2011, VÍA proposed a $280 streetcar project located in Downtown. Currently, San Antonio is the largest city in the United States that lacks a rail or rapid transit network (5).

Why Does San Antonio Need Rapid Public Transit?

1. Equity

75% of San Antonians spend more than $12,000 on transit each year (6). Because VÍA cannot provide fast and reliable service for a majority of the city, San Antonians with low or lower incomes are forced to stretch their finances in order to own a car — which includes the cost of the car, insurance, repairs, and gas — so they can reliably get to work on time and have access to basic resources. Car ownership is an investment that is guaranteed to depreciate in value. After five years, a car’s worth is estimated to depreciate by 60%.

According to a 2019 survey, 61% of VÍA’s riders are Hispanic and 20% are Black. 67% of riders live below the federal poverty line. Many VÍA riders have disabilities that prevent them from driving vehicles. When the pandemic began, most transit agencies in the United States saw dramatic declines in ridership, but VÍA only saw a decrease of about 2 million rides, or about 10% (7). This indicates that the majority of VÍA’s ridership are “essential workers” who have no other means of transportation or the ability to work at home. When commutes are shortened and service is reliable, quality public transportation has the ability to significantly improve these people’s quality of life.

2. Climate Change

Climate change is an existential threat to humanity, and cities must identify ways to reduce emissions and become more environmentally conscious. Since most people drive in San Antonio, people who live there emit far greater carbon than someone who lives in a place where they can walk, ride a bike, or take public transportation far more often than using a car.

Many people point to EVs (electric vehicles) as the solution to car emissions and a key tool for fighting climate change. However, only 19% of San Antonio’s electricity came from renewables in 2017 (8), meaning that charging an EV would result in carbon emissions. Additionally, Texas’s faltering energy grid would need to expand significantly and improve reliability. Rare earth metals are needed to build EV batteries, and mining for those elements are often polluting processes (9). Additionally, how will EVs become affordable and thus widely available for people who drive and have low or middle incomes? It is doubtful that gas and diesel burning vehicles will be replaced completely in the near future due to EVs’ high expenses. Cities that have built environments designed around driving need to retrofit so people can take more trips on foot, bicycle, or public transportation, rather than rely on EVs to solve sustainability issues.

3. Public Health

According to the WHO, Road traffic injuries are the leading cause of death among young people aged 5–29 (10). In 2020, 16,781 people were injured and 199 people died due to car crashes in Bexar County. In comparison, there were 128 homicides in Bexar County (11). As preferences for SUVs grow and since there are many trucks in San Antonio, the high frames of these vehicles make it more likely to be hit in the center of the body, which is more like to damage vital organs that a sedan, which has a lower frame that hits the legs instead of the torso (12). Research shows that Black and Hispanic pedestrians are more likely to get hit by cars than white people (13), but despite this disparity, these deaths are not traditionally considered issues of environmental racism. Also an issue of environmental racism, Black, Hispanic, and Asian people have greater risks to die prematurely from air pollution than white people (14). Since cars are the largest polluters in urban areas (15), making more trips on foot, by bicycle, or by public transit is necessary to reduce air pollution.

People who live in areas that are not accessible by foot, biking, or public transit move less than people who do. I can personally attest to the difference in the amount I walk living in San Antonio versus New York. When I’m in San Antonio, I can drive miles to a drive-thru restaurant and get food without getting out of my car. Building neighborhoods that can be traversed by other modes besides by car causes people to exercise more, just by going about their daily activities.

Additionally, car dependent cities see dulled social capital compared to walkable cities (16), since cars serve as isolating bubbles that separate drivers from the public realm. Greater ridership on public transit would bolster San Antonio’s social capital, making residents interact with each other more often.

VÍA’s Rapid Transit Plan

In 2016, VÍA announced its plan for a 95 mile “advanced rapid transit” (ART) network, which is a deliberately vague term used to avoid committing to light rail transit (LRT) or bus rapid transit (BRT) (17), and also opening up the possibility of trackless-trains (18), which are basically buses that look like trains. Instead, VÍA identifies ART technology as public transit in a dedicated lane.

The proposed system adapts to San Antonio’s sprawled built environment, stretching far out into 2nd ring suburbs to the North, Northwest, and Northeast, all the way to Lackland Air Force Base on the Westside, through undeveloped land to the New Texas A&M University San Antonio campus just outside Loop 410 on the Southside, and to the edges of Loop 410 on the Southeast and East sides. VÍA has not yet selected sites for ART stations.

Due to the financial strain of the pandemic, VÍA shifted from advocating for the construction of the ART network to promoting the “Keep SA Moving” plan, which allocated 20% of funding to planning for the ART network and the remaining 80% to maintain existing services. Also due to the pandemic, the extra 1/8th cent sales tax that Bexar County residents voted to reallocate to public transit in the 2020 election will be allocated to economic recovery until 2026 (19), delaying VÍA’s progress with ART.

Proximity Analysis

Question and Hypothesis

Question: How many places of interest would be within ¼ mile, ½ mile, ¾ mile, and 1 mile from an ART transit corridor?

Hypothesis: I expected that the new ART lines would connect only a small percentage of places of interest within San Antonio, since car-centric development does not require businesses and institutions to be concentrated around specific corridors.

Methodology

(1) I identified places of interest that I thought were major employment centers, essential resources, and social infrastructure. I chose to map the following:

• Colleges and Universities
• Middle and High Schools
• Grocery Stores
• Libraries
• Hospitals
• Malls
• Museums
• Stadiums
• Military Bases

(2) I made an Excel spreadsheet where I compiled the names and addresses of the places of interest. To do this, I used a variety of sources, including Google Maps, websites from school districts, grocery store websites, and the SA Public Library website, to identify every location within San Antonio.

(3) I geocoded the addresses to add them as points onto the map.

(4) I made ¼ mile, ½ mile, ¾ mile, and 1 mile buffers around the ART lines.

(5) I used select by location to determine the number of places of interest within a certain distance from the ART.

Results, Discussion, and Limitations

It is important to note that since VÍA has not identified where all stations will be located, this analysis accounts for all places of interest within a buffer of ART lines, not ART stations. This means that some of the places of interest identified as being located within certain distances of ART will not be served by the system, depending on where stations are located. For instance, it is unlikely that for the portions of the system that run on highways, particularly the North and Northwest lines which run on Highway 281 and I-10 respectively, will include stations on the service road. Once VÍA determines the sites for stations, a next step for this project would include conducting a network analysis of streets, which would determine what lies within different walking and biking distances of an ART station.

Despite San Antonio’s decentralized growth pattern, 60% of museums and 86% of malls in the city are within ¼ mile of VÍA proposed ART lines. 31% of colleges and universities in San Antonio are within ¼ mile of ART lines, providing connection to large employment centers, as well as serving students, who are less likely to own vehicles. Hospitals, which are large employment centers and increasingly important during the pandemic, and libraries, which are important facilities of social infrastructure, also enjoy close proximity to ART lines, with 26% of all facilities in Bexar County falling within ¼ mile. It is a huge advantage that ART connects directly to large stadiums, the AT&T Center and Freeman Coliseum on the East Side, since riders would be able to bypass heavy traffic and avoid driving drunk during events.

It takes about 5, 10, 15, and 20 minutes to walk ¼ mile, ½ mile, ¾ mile, and 1 mile respectively for a middle-aged, able-bodied adult who walks about 3 mph (10). Therefore, places of interest less than ¼ mile away from ART should be in comfortable walking distance from an ART station. For many people, it is likely less desirable to walk to destinations that are between ¼ mile and 1 mile away from ART, which is why it is important to supplement ART with a network of bike lanes that intersect with it. San Antonio already has electric scooters and a bike sharing system, and putting bike/scooter docking stations near ART stations would allow riders to easily change modes of transit, expanding the reach of rapid transit.

A limitation of this proximity analysis is that it leaves out some major job centers. For instance, the Northwest ART line would connect directly to Fiesta Texas, a large theme park, and USAA headquarters, an insurance company that employs thousands in the San Antonio area. A next step for this analysis would be to calculate the number of jobs located within certain distances of ART, including places not identified in this analysis. Additionally, I think it would be interesting to map bars, clubs, and concert venues in relation to ART, since quality public transportation could encourage people to avoid driving drunk.

Demographics Analysis

Question and Hypothesis

Question: How many people would be served by ART within ¼ mile, ½ mile, ¾ mile, and 1 mile, and how many people who would be served need access to public transit?

Hypothesis: I expected that the ART network would serve only a small portion of the population, since San Antonio’s population is distributed throughout the county and not around certain corridors. I expected that ART lines within Loop 410 would serve populations who need access to public transportation the most.

Methodology

1. I downloaded American Community Survey data from 2019, reorganized the data, and joined the spreadsheet to census tracts.
2. I clipped the census tracts to ¼ mile, ½ mile, ¾ mile, and 1 mile buffers.
3. I calculated the new areas of each census tract.
4. I divided the new area by the original area to get the percent of the area within each buffer.
5. I multiplied the percent area by total population to get an estimate of the population served.
6. I multiplied the estimated population by the percent of the census tracts with different variables, such as car ownership and public transit usage.

Determining who needs better access to public transportation

• First and foremost, people who already use public transportation need improved public transportation. For reasons of equity, it is important to improve service for people who already use public transit frequently, rather than attempting to attract new riders with new service.
• People whose households do not have a vehicle. In a city that is not walkable and lacks safe bike lanes, people who do not own a car will be forced to use public transit or rely on people who own cars to drive them.
• People whose households only have one vehicle. A household’s mobility can be limited if they only own one car.
• People who cannot drive, including the elderly, people with disabilities, young people, and people who cannot afford/choose to not spend money on a car.

Results, Discussion, Limitations

As mentioned in the Proximity Analysis, since VÍA has not planned the locations for most stations, this analysis looks at the census tracts within a 1 mile buffer of the transit line itself, not the station. This means that a significantly smaller amount of the population will be within ¼ mile, ½ mile, ¾ mile, and 1 mile of a station. Once stations are planned, I would want to do network analysis to better determine who would be served by ART. Another limitation of this analysis is that I had to estimate the population served for census tracts that were partially within the buffer by calculating the percent of census tract within the buffer, and then multiplying this by the population. Doing this assumes that the population is distributed equally throughout the census tract, which is not the case.

About 10% of Bexar County lives within ¼ mile of an ART line, 20% within ½ mile, 28% within ¾ mile, and 38% within 1 mile. Even though the system is about 95 miles long, it is unable to service more of the population due to San Antonio’s spread out development pattern.

VÍA’s proposed ART lines take the place of many of the network’s most traveled bus lines, showing that this new service would mostly focus on serving people who already use public transportation. However, VÍA’s plan for ART includes the Northeast line, which is not currently a high-capacity bus route. Additionally, the North line extends into Far North San Antonio, which is also not currently a high-capacity route.

An estimated 54% of the 21,923 San Antonians who commute to work using public transportation live within 1 mile of ART. An estimated 55% of the 25,874 workers who live in households without a vehicle are located within 1 mile of ART. An estimated 57% of the 216,976 workers who live in households with 0 or 1 vehicles are located within 1 mile of ART. This is a relatively high amount of coverage for people who commute using public transportation and have limited or no access to vehicles, showing ART would serve a significant amount of the population that needs access to public transit.

89% of census tracts within one mile of ART have a population that is more than 50% a race other than white (non-Hispanic). 40% of census tracts within one mile of ART have household median incomes less than $40,000, and 9 out of the 11 census tracts that have median household incomes below the poverty line ($25,750) are within one mile of ART. This reveals that ART serves many of San Antonio’s less affluent neighborhoods, which is important because improved public transit might allow residents who are burdened by the cost of car ownership to ditch their vehicles.

While ART would be in the proximity of many San Antonians who would benefit from new rapid transit service, the system also stretches outside of Loop 410 to wealthier and whiter areas of the city where more households have reliable access to vehicles. Notably, the North and Northeast lines extend to areas of the city with higher median household incomes. For all lines, as the distance from Downtown increases, the percentage of workers who commute using public transit decreases. This indicates that VÍA’s ART system is a design of equality rather than equity, since the system attempts to serve areas of the city that are wealthier and whiter, in addition to areas that are less wealthy and majority non-white.

It is difficult to assess whether a design of equality is better than one of equity, since extending rapid transit to wealthier areas of the city allows workers to have easier access to more jobs. As one of the most economically segregated cities in America (6), having rapid transit cut through neighborhoods with a variety of incomes could help integrate the city. However, since it is less likely that people who live in the wealthier census tracts with higher rates of car ownership will use the rapid transit, it is my view that infrastructure for stations in these areas should remain inexpensive and minimal.

VÍA has already demonstrated how it intends to do the opposite of this. In 2018, VÍA opened a massive $28.3 million, 400 parking space “park and ride” station in Stone Oak — the northernmost extent of the North line — which features an overpass that connects it to the middle lane of the newly expanded highway 281. Every time I drive by the station, it is — literally — completely empty, since it takes less time to drive on the highway than it does to park and get on a bus. This example of wasteful, unnecessary spending illustrates the risks of pursuing a system designed for equality rather than equity, since resources may be allocated to populations who will not utilize them.

Parking Analysis

Question and Hypothesis

Question: How much land within a ¼ mile buffer of ART is covered in parking?

Hypothesis: Due to San Antonio’s car-dependency and from my own visual observations, I expected that there would be a huge amount of land covered in parking lots.

Methodology

1. To condense the scope of this project, I decided to identify all parking lots around ART within Loop 410 (and select areas outside of the Loop), instead of identifying parking lots around the entire system. I traced all parking lots within ¼ mile of ART on Google Earth, then I exported the shapes to KML and converted the files to shapefiles. I decided to include all parking lots in commercial areas, industrial areas, and apartment complexes. I included covered parking and gas station fueling areas in the count, and I also included small green areas within parking lots. I excluded parking in single family homes.
2. I made a ¼ mile buffer around ART inside of Loop 410.
3. I clipped the parking lots using the ¼ mile buffer.
4. I calculated the new area of the parking lots.

Results, Discussion, Limitations

Inside of the Loop, there are 3.7 square miles of parking lots within a ¼ mile buffer of ART lines. That’s 14.5% of the entire area of the buffer. Such a large amount of land being covered by asphalt has many consequences for sustainability and walkability.

Sustainability: Large amounts of asphalt result in higher temperatures due to the urban heat island effect. San Antonio has scorching summers, which means this is especially relevant. Compared to someone living in a city without extensive amounts of parking, San Antonians have more impermeable surfaces per capita. Research shows parking actually releases greenhouse gases (21). Combined with the necessity of car usage, San Antonio’s built environment makes it to where San Antonians have a higher environmental impact than people who live in more urban areas.

Walkability: Most parking lots are located in front of the building, which means that there are large swaths of asphalt between the sidewalk and the building. This placement makes it to where buildings provide little to no sense of enclosure while walking, and combined with narrow sidewalks that are placed next to fast moving roads, this creates an unpleasant environment to walk in. The majority of developments built in San Antonio between 1960 to the present are designed this way, since American cities began to develop around the car rather than humans during the 20th century car-boom.

Why is there so much parking?

San Antonio has minimum parking requirements for nearly every use imaginable. According to UCLA urban planning professor Donald Shoup, parking requirements are a pseudoscience with no mathematical or scientific justification (22). San Antonio’s parking requirements are incredibly specific and clearly arbitrary. For instance, a mini golf course must have at least 1 parking space per hole, and both taxidermists and palm readers are required to have a minimum of one parking space per 300 sq ft. Requiring parking spaces increases the cost of construction, makes the built environment less pleasant to walk in, and encourages people to drive, since drivers are pretty much guaranteed to find free parking everywhere outside of Downtown. According to Shoup, free parking is, interestingly, one of the only deviations from the free-market in the United States. While most other goods are given prices based on supply and demand, free parking works outside of this framework. By making parking free, we have collectively agreed to subsidize the cost of car ownership, which encourages people to drive.

Why is this important?

This Parking Analysis reveals that San Antonio is not built-out within Loop 410, but that it actually has miles of undeveloped land in the form of parking lots. Located within walking distance of high-quality rapid transit, these parking lots could serve as prime sites for the development of housing, creating transit-oriented development (TOD) that does not destroy green space. If the City of San Antonio expanded land rights to allow the construction of housing and other buildings on this land, the city could shift its development pattern away from environmentally-destructive sprawl that can only be reached by car to denser, transit-oriented neighborhoods, helping the city reduce emissions and conserve natural areas.

I suspect that densifying around these public transit corridors would be to the benefit of residents who already live in these areas, since building on parking lots increases the amount of shops, restaurants, and other services in a neighborhood, giving existing residents more places to walk to. Additionally, due to San Antonio’s car-centric development, most areas of the city lack public space and street life, so building on parking lots has the potential to increase an area’s social infrastructure.

However, it is important to note that new construction has the potential to induce gentrification in neighborhoods with lower homeownership rates and lower incomes. If parking in these neighborhoods were to be built on, development should match the prices of existing housing so that new development serves the community, rather than inviting outsiders. Additionally, the city should pursue other equity initiatives to prevent displacement through rising home prices. In Austin, Texas, a $300 million equity and anti-displacement fund was passed as a supplement to the city’s plan for building a light rail system (23). Since high quality public transportation is intended to serve populations who need it the most, it is important that low-income and transit-dependent residents are not displaced from neighborhoods that receive ART service.

Conclusion

VÍA Metropolitan Transit’s plan for Advanced Rapid Transit (ART) would connect some of San Antonio’s key resources and job hubs with quality public transportation, even though it would not serve the majority of the city. While ART’s coverage focuses within Loop 410, serving residents who have lower incomes, lower rates of car ownership, and higher existing dependency on public transportation, ART can be classified as a system that prioritizes equality over equity, since it also brings service to far-flung neighborhoods where residents are whiter, richer, and have higher rates of car ownership. An abundance of surface parking lots around ART lines reveals the potential for a paradigm shift in San Antonio’s development, where higher-density buildings could be constructed around ART stations.

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