Memorandum November 4, 2014
November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 1 of 170 Memorandum November 4, 2014 This agenda is subject to revision up to 72 hours prior to the meeting. To: All Members, Technical Advisory Committee From: Jeanne Geiger, Deputy Director Subject: Meeting Notice and Agenda The next meeting of the Technical Advisory Committee is scheduled for Friday, November 14, 2014 at 1:30 p.m. at the MPO Office located at 825 S. St. Mary’s Street (St. Mary’s @ Alamo Street), San Antonio, Texas 78205 The following agenda items will be discussed and action will be taken as appropriate. Items may be taken out of the order shown. Agenda: 1. Roll Call 2. Citizens to be Heard 3. Approval of the October 3, 2014 Meeting Minutes 4. Status Report on the Metropolitan Transportation Plan Update – Parsons Brinckerhoff (Vela)/MPO (Geiger) 5. Review of MPO Policies – MPO (Geiger) a. Policy 1: Funding Procedures for Planning Studies b. Policy 3: Guidelines for Programming Projects in the Transportation Improvement Program 6. Announcements MPO meetings are accessible to persons with disabilities. To arrange for special assistance or an interpreter, please call 210-227-8651 or TDD 1-800-735-2989 (Relay Texas) at least five working days in advance. Las reuniones son accesibles a personas con discapacidad. Si usted necesita asistencia especial o un intérprete, llame al (210) 227-8651 o al TDD 1-800-662-4954 (Relay Texas) con cinco días hábiles de anticipación. 825 South St. Mary’s Street – San Antonio, Texas 78205 – (210) 227-8651 TDD 1 (800) 735-2989 - Fax (210) 227-9321 www.alamoareampo.org November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 2 of 170 Technical Advisory Committee 1. November 14, 2014 Roll Call Clay Smith, P.E. Art Herrera Adv. Transportation District David Kruse Joe Ramos Alamo Area Council of Govts Chris Trevino, P.E. Reggie Fountain, P.E. Alamo Reg. Mobility Authority Dave Wegmann, P.E. Vacant Bexar County Garry Ford, P.E. Shannon Mattingly City of New Braunfels Terry Bellamy ** Luis Maltos, P.E. City of San Antonio Patricia Wallace Rebecca Pacini City of San Antonio Christina DeLaCruz, P.E. Bianca Thorpe, P.E. City of San Antonio Joe Ramos, P.E. Pamela Centeno City of Seguin Tom Hornseth, P.E. Vacant Comal County Manuel Longoria (LV) John Hobson (FOR) Greater Bex Co. Council of Cities Allen Dunn Vacant Guadalupe County Marcus Jahns (FOR) Ron Emmons (FOR) Kendall County Area Oscar Kazen Varies MPO Bicycle Mobility Adv Comm Robert Hanley Daniel Ludwig MPO Ped Mobility Adv Comm Blake Partridge Vacant Northeast Partnership Nicholas Wingerter Vacant Private Transportation Providers Jonathan Bean, P.E. * Mark Mosley, P.E. Texas Dept. of Transportation Brian Buchanan Catondra Noye VIA Metropolitan Transit Chair ** Vice Chair * November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 3 of 170 Technical Advisory Committee 2. Citizens to be Heard 3. Approval of the October 3, 2014 Meeting Minutes November 14, 2014 Issue The October 3, 2014 meeting minutes are attached for your review. Action Requested A motion to approve the October 3, 2014 meeting minutes. November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 4 of 170 Technical Advisory Committee Meeting Minutes October 3, 2014 Voting Members Present: Art Herrera Joe Ramos Christopher Trevino, P.E. Garry Ford, P.E. Terry Bellamy Patricia Wallace Christina Delacruz, P.E. Joe Ramos, P.E. Tom Hornseth, P.E. Jim Doersam, P.E. Daniel Ludwig Nicholas Wingerter Jonathan Bean, P.E. Brian Buchanan Advanced Transportation District Alamo Area Council of Governments Alamo Regional Mobility Authority City of New Braunfels City of San Antonio City of San Antonio Planning Department City of San Antonio Public Works Department City of Seguin Comal County MPO Bicycle Mobility Advisory Committee MPO Pedestrian Mobility Advisory Committee Private Transportation Providers Texas Department of Transportation VIA Metropolitan Transit Voting Members Absent: David Wegmann P.E. Manuel Longoria Allen Dunn Marcus Jahns Blake Partridge Bexar County Greater Bexar County Council of Cities Guadalupe County Kendall County Geographic Area Northeast Partnership Others Present: Reggie Fountain, P.E. Don Dixon Leroy Alloway Allison Blazosky Neil Frydrych Jeanne Geiger Zack Graham Linda Vela Mark Mosley, P.E. Darcie Schipull Alamo Regional Mobility Authority Citizen Metropolitan Planning Organization Metropolitan Planning Organization Metropolitan Planning Organization Metropolitan Planning Organization Metropolitan Planning Organization Parsons Brinckerhoff Texas Department of Transportation Texas Department of Transportation Jonathan Bean called the Technical Advisory Committee (TAC) meeting to order at 1:45 p.m. 1. Roll Call Jeanne Geiger called roll. A quorum was present. 1 Technical Advisory Committee 2. October 3, Page 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: 5 of 170 Citizens to be Heard Don Dixon asked the Technical Advisory Committee (TAC) to allocate additional funding identified for the Metropolitan Transportation Plan to the US 281 North project (as the first priority), and the Loop 1604 project (as a second priority) to make these projects non-toll. 3. Approval of the September 5, 2014 Meeting Minutes Christina Delacruz moved and Nicholas Wingerter seconded the motion to approve the September 5, 2014 Meeting Minutes. The motion was unanimously approved. 4. Status Report on the Metropolitan Transportation Plan Update Jeanne Geiger introduced this item and corrected a mistake in the back-up memo in the meeting package. The Metropolitan Transportation Plan (MTP) public meeting to be held in Seguin, Texas was incorrectly stated; the correct meeting date in Monday, October 13, 2014. The error has been corrected to run in the Seguin newspaper and on the MPO’s websites and handouts. Geiger also distributed copies of the draft MTP document. This is the same version of the document that is available for review at the public meetings. Linda Vela, the MPO’s Metropolitan Transportation Plan (MTP) Consultant and Project Manager from Parsons Brinckerhoff provided an MTP update. Vela provided a summary of the two public meetings (one in Boerne and the other in New Braunfels) held to date. She also briefly reviewed results to date of the online project ranking survey. For information and discussion only. 5. Action on Proposed Amendments to the Metropolitan Transportation Plan and the FY 2015-2018 Transportation Improvement Program Jeanne Geiger stated the purpose of this agenda item is for the TAC to make a recommendation to the Transportation Policy Board (TPB) on the draft amendments to the MTP and the FY 2015-2018 Transportation Improvement Program. Geiger further noted the MPO follows a two-step approval process of amendments with amendments being presented one month (September) with action the following month (October). None of the information has changed from what was presented at the September TAC and TPB meetings. In summary, five projects programmed to let in FY 2015 were able to let in FY 2014; TxDOT is replacing federal funds with state funds on the Loop 1604 at SH 151 interchange project; and Bexar County requested the STP-MM funds on the Weidner Road project be moved to the STP-MM funded Glenmont Project to offset a higher bid received than was programed in the TIP. Tom Hornseth moved and Brian Buchanan seconded the motion to recommend approval of the amendments to the Metropolitan Transportation Plan and the FY 2015-2018 Transportation Improvement Program. 2 Technical Advisory Committee 6. October 3, Page 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: 6 of 170 Review of MPO Policy 1: Funding Procedures for Planning Studies Jeanne Geiger distributed a draft of the revised Policy 1: Funding Procedures for Planning Studies. In summary, the revisions propose that TAC, in coordination with MPO staff, will identify transportation planning priorities for the upcoming two-year time period. These priorities may include refinements to the MPO’s processes, databases, or other aspects of multi-modal transportation planning to include travel demand modeling, demographic development, public involvement, geographic subareas or corridors, transit, bicycle and/or pedestrian, freight, environmental, congestion management or others. These priorities will then become planning studies to be considered for funding and TAC and MPO staff will develop a scope of work (specifically noting data requirements, including data that already exists and data that will need to be collected) and a budget for the identified priorities. A recommendation will be made for the work to be performed by MPO staff, partner agency staff or consultants. For each identified planning study, MPO staff will identify previous related work and a reasonable timeframe for completing the scope of work. TAC recommended review of the proposed policy revisions continue and schedule the presentation of revisions for the December 2014 TPB meeting. For information and discussion scheduled for a later date. 7. only. Action is Review of MPO Policy 3: Guidelines for Programming Projects in the Transportation Improvement Program Jeanne Geiger distributed and reviewed an updated version of the draft revised Policy 3: Guidelines for Programming Projects in the Transportation Improvement Program. Specific comments included: Retaining the wording linking together the MTP and TIP development Retaining rehabilitation projects as eligible projects to be funded using STP-MM funds but including language stating that prior to the STP-MM call for projects, the TPB will take action establishing the development schedule and parameters associated with that particular project call Continuing to clarify the language regarding the maximum 10% contingency for eligible change orders and maximum 11% for construction management services TAC will consider forwarding this item on to the TPB for presentation at their December meeting. For information and discussion scheduled for a later date. 8. only. Action is Announcements Jonathan Bean announced TxDOT will be conducting a public hearing next Wednesday, October 8, 2014 in the Dolph Briscoe Middle School. The purpose of the hearing is to present the planned improvements for Loop 1604 between Potranco Road (FM 1957) and FM 471 (Culebra Road) and to receive public comments. An open house will be held from 5:00 p.m. to 6:00 p.m. where project information will be available for review and project 3 Technical Advisory Committee October 3, Page 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: 7 of 170 team members will be available to answer questions. Information regarding a separate project, the SH 151 and Loop 1604 interchange project will be available during this time. Technical presentations for Loop 1604 will begin at 6:00 p.m. and will be followed by a public comment period. Jeanne Geiger stated the next TAC meeting will be held on Friday, November 14, 2014 at 1:30 p.m. at the MPO Office. Trish Wallace asked for an update on the Transportation Alternatives Program (TAP) call for projects. Jeanne Geiger responded that a joint evening meeting of the Bicycle and Pedestrian Mobility Advisory Committees will be held on Wednesday, October 8, 2014 at the VIA Metro Center. The MPO will take public comment on proposed TAP projects at that meeting. There being no further business the meeting was adjourned at 2:40 p.m. Jonathan Bean, P.E. Technical Advisory Committee 4 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 8 of 170 Technical Advisory Committee 4. November 14, 2014 Status Report on the Metropolitan Transportation Plan Update Purpose The purpose of this agenda item is for TAC to receive an update on the development of the Metropolitan Transportation Plan (MTP). Issue To date the MPO, in coordination with the Transportation Policy Board, citizens, public agency staff and consultant team, have completed the following tasks in support of the development of the Metropolitan Transportation Plan, “Moblity2040”. Developed and adopted the vision and goals Developed and adopted performance measures Developed and tested population and employment growth scenarios Adopted a population and growth scenario Identified regional long tern transportation needs Developed a list of projects to help address future transportation needs Prioritized a list of projects to help address future transportation needs Developed the draft document Completed three rounds of public involvement plus provided the opportunity for public comment throughout the entire development of the Plan including online opportunities The draft “Mobility 2040” document is attached for your review. The Plan will continue to be developed throughout November. “Mobility 2040” is scheduled for adoption on Monday, December 8, 2014. Action Requested No formal action is requested at this time. discussion may determine action to be taken. However, November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 9 of 170 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 10 of 170 This page intentionally left blank. November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 11 of 170 “Mobility 2040” Alamo Area Metropolitan Planning Organization Metropolitan Transportation Plan Table of Contents Executive Summary ---------------------------------------------------------------------------------- ES-1 Background ------------------------------------------------------------------------------------------ ES-1 Planning Factors ------------------------------------------------------------------------------------ ES-2 Mobility 2040 Vision -------------------------------------------------------------------------------- ES-3 Metropolitan Transportation Plan Goals ------------------------------------------------------ ES-3 Components of the Plan -------------------------------------------------------------------------- ES-4 Financial Constraint -------------------------------------------------------------------------------- ES-10 Introduction --------------------------------------------------------------------------------------------- I-1 Legislative Background for the Plan ----------------------------------------------------------- I-1 Mobility 2040 Vision -------------------------------------------------------------------------------- I-5 Metropolitan Transportation Plan Goals ------------------------------------------------------ I-5 How Is the Plan Developed? -------------------------------------------------------------------- I-6 Consistency with Other Local Plans and Programs ---------------------------------------- I-7 1. Demographic Development Accomplishments Over the Past Five Years------------------------------------------------- 1-1 Background ------------------------------------------------------------------------------------------ 1-1 TELUM ------------------------------------------------------------------------------------------------ 1-3 Population: 2010 – 2040 ------------------------------------------------------------------------- 1-4 Income: 2010 – 2040 ----------------------------------------------------------------------------- 1-8 Employment: 2010 – 2040 ----------------------------------------------------------------------- 1-8 2. Scenario Planning Accomplishments Over the Past Five Years------------------------------------------------- 2-1 Background ------------------------------------------------------------------------------------------ 2-1 Three Growth Scenarios -------------------------------------------------------------------------- 2-2 Growth Scenario Adoption ----------------------------------------------------------------------- 2-5 i November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 12 of 170 3. Public Involvement Process Accomplishments Over the Past Five Years------------------------------------------------- 3-1 Background ------------------------------------------------------------------------------------------ 3-1 Environmental Justice ----------------------------------------------------------------------------- 3.2 Traffic Congestion and Safety Workshop----------------------------------------------------- 3-3 Phase I: Regional Vision and Goals ----------------------------------------------------------- 3-4 Phase II: How Will We Grow As a Region? -------------------------------------------------- 3-7 Phase III: Project prioritization (pending) ----------------------------------------------------- 3-10 4. Bicycle System Accomplishments Over the Past Five Years------------------------------------------------- 4-1 Background ------------------------------------------------------------------------------------------ 4-3 MPO Programs-------------------------------------------------------------------------------------- 4-3 Vision, Goals and Objectives -------------------------------------------------------------------- 4-6 Greenway Trails Systems ------------------------------------------------------------------------ 4-8 Future Bicycle Facility System ------------------------------------------------------------------ 4-9 5. Pedestrian System Accomplishments Over the Past Five Years------------------------------------------------- 5-1 Background ------------------------------------------------------------------------------------------ 5-3 MPO Programs-------------------------------------------------------------------------------------- 5-3 Pedestrian Facility Goals for the Region------------------------------------------------------ 5-5 Future Pedestrian System ------------------------------------------------------------------------ 5-7 6. Public Transportation Services Accomplishments Over the Past Five Years ............................................................ 6-1 Existing Public Transportation Providers ................................................................. 6-2 The Importance of Public Transportation ................................................................. 6-4 VIA Public Transportation Services.......................................................................... 6-5 Public Transportation Needs and Issues ................................................................. 6-10 Goals: VIA’s Long Range Plan................................................................................. 6-12 Lone Star Rail District .............................................................................................. 6-17 Texas-Oklahoma Passenger Rail Study .................................................................. 6-18 ii November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 13 of 170 7. Roadway Needs Pending 8. Freight Movement Accomplishments Over the Past Five Years------------------------------------------------- 8-1 The National Freight Picture --------------------------------------------------------------------- 8-2 Truck Freight Data --------------------------------------------------------------------------------- 8-4 Rail Freight Data ------------------------------------------------------------------------------------ 8-8 Multi-modal Developments ----------------------------------------------------------------------- 8-11 TxDOT’s Statewide Freight Efforts ------------------------------------------------------------- 8-13 9. Environmental Concerns Accomplishments Over the Past Five Years------------------------------------------------- 9-1 Background ------------------------------------------------------------------------------------------ 9-2 Linking Planning and NEPA---------------------------------------------------------------------- 9-2 The Clean Air Act ----------------------------------------------------------------------------------- 9-2 Green House Gases ------------------------------------------------------------------------------- 9-12 Water Availability ----------------------------------------------------------------------------------- 9-16 10. Congestion Management Process Accomplishments Over the Past Five Years------------------------------------------------- 10-1 Background ------------------------------------------------------------------------------------------ 10-2 Measurement of Congestion and Transportation System Performance -------------- 10-5 Congestion Management and Air Quality ---------------------------------------------------- 10-5 Goals and Objectives ------------------------------------------------------------------------------ 10-6 Local Definition of Congestion------------------------------------------------------------------- 10-7 Congestion Mitigation Strategies --------------------------------------------------------------- 10-8 Congestion Management Development Process ------------------------------------------- 10-13 Conclusions ------------------------------------------------------------------------------------------ 10-14 11. Financial Information Pending iii November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 14 of 170 iv November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 15 of 170 Executive Summary Background Planning for the future transportation needs of the Alamo Area region requires a comprehensive look at the current transportation system, future population and employment, and the anticipated available funding for the area for transportation projects. Although this seems like a simple exercise, there is extensive work involved in improving the region’s transportation infrastructure. The metropolitan area's economy and environment depend heavily on the condition and efficient performance of the regional transportation system. Recognizing the mobility needs of the community and addressing those needs will eventually lead to improvements in the economy and quality of life. This update to the Metropolitan Transportation Plan (MTP) aims to take a step in that direction. Public involvement in the planning process is necessary to ensure that transportation decisions are not made independently and that Federal tax dollars are used in accordance with legitimate public needs and desires. In August 1977, the Governor of Texas designated the SABCUTS Steering Committee as the Metropolitan Planning Organization (MPO) for San Antonio and Bexar County. This organization is the forum for cooperative transportation planning and decisionmaking by officials of the urban area's local governments and transportation agencies. In 2013 the MPO expanded its boundaries to include all of Bexar, Comal, Guadalupe counties and a portion of Kendall County. The MPO Transportation Policy Board (TPB) is comprised of 21 elected and appointed officials representing the following entities: Bexar, Comal and Guadalupe counties and a portion of Kendall County; Cities of New Braunfels, San Antonio and Seguin; the Advanced Transportation District, the Alamo Regional Mobility Authority, Greater Bexar County Council of Cities, Northeast Partnership, the Texas Department of Transportation, and VIA Metropolitan Transit. The passage of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) marked a significant change in the planning and development of metropolitan transportation systems. In its Declaration of Policy, ISTEA mandated "a National Intermodal Transportation System that is economically efficient and environmentally sound...and will move people and goods in an energy efficient manner." Specifically, "the National Intermodal Transportation System shall consist of all forms of transportation in a unified, interconnected manner . . . to reduce energy consumption and air pollution while promoting economic development . . ." On May 22, 1998, Congress passed the Transportation Equity Act for the 21st Century (TEA-21) authorizing highway, highway safety, transit and other surface transportation programs for the next six years. TEA-21 built on the initiatives established in ISTEA. TEA-21 combined the continuation and improvement of current programs with new MOBILITY 2040 DRAFT ES - 1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 16 of 170 initiatives to meet the challenges of improving safety as traffic continues to increase at record levels, protecting and enhancing communities and the natural environment, and advancing America’s economic growth and competitiveness domestically and internationally through efficient and flexible transportation. To further build and strengthen TEA-21 legislation Congress passed the Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) in 2005. SAFETEA-LU focused on several of the programs and initiatives put in place under TEA-21 and continued the authorization of highway, transit and other surface transportation programs. SAFETEA-LU was the largest transportation authorization bill passed into law and continued the focus on eight planning factors. Following SAFETEA-LU, Moving Ahead for Progress in the 21st Century Act (MAP21) was signed into law on July 6, 2012 and took effect on October 1, 2012. MAP-21 focuses on a streamlined and performance-based surface transportation program and builds on many of the highway, transit, bike, and pedestrian programs and policies established in 1991. MAP-21 is a two-year bill. Planning Factors The eight planning factors, listed below, closely reflect the Metropolitan Transportation Plan Goals which are listed later in this section. Support economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency; Increase the safety of the transportation system for motorized and non-motorized users; Increase the security of the transportation system for motorized and nonmotorized users; Increase the accessibility and mobility of people and for freight; Protect and enhance the environment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and State and local planned growth and economic development patterns; Enhance the integration and connectivity of the transportation system, across and between modes, for people and freight; Promote efficient system management and operation; and Emphasize the preservation of the existing transportation system. MOBILITY 2040 DRAFT ES - 2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 17 of 170 . Mobility 2040 Vision The vision statement for the MTP was adopted by the TPB on October 28, 2013 and is as follows: The 2040 Metropolitan Transportation Plan will meet growing needs while: Ensuring environmental quality; Enhancing the safety of the traveling public; Fostering appropriate land use patterns; Advancing alternative modes of transportation; and, Increasing accessibility for all users. Metropolitan Transportation Plan Goals The following goals were also adopted by the TPB on October 28, 2013 and they reflect the goals and values of citizens and stakeholders and guide the development of the long range transportation plan for the region: Identify opportunities to improve and enhance the regional transportation system and preserve the investment in the existing transportation system. Increase the efficiency of the transportation system and decrease traffic congestion. Invest in a public transit system that meets the needs of the region. Address the social and environmental issues of the region in transportation planning efforts. Support economic activity, employment growth and encourage innovative partnerships. Continue to facilitate the involvement and participation of communities, agencies, organizations and the general public in the transportation planning process. Ensure the transportation planning efforts are coordinated with local land use plans to support future growth and development patterns. Maintain a focus on safety. Continue to pursue long-term, sustainable revenue sources to address regional transportation system needs. MOBILITY 2040 DRAFT ES - 3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 18 of 170 Components of the Plan Demographics and Scenario Planning The basis of any effective planning effort rests primarily on a determination of the area’s base year demographics (population, household size, employment, household income, and land use) and future projections of these demographics. The MPO used 2010 as the base year for this update of the MTP and population projections out to year 2040 are from the Texas State Data Center. The MPO actively engaged the public and policy makers in a discussion of alternative growth plans or scenario planning for the region. Public Involvement Process The MPO believes in the proactive involvement of citizens, affected public agencies, representatives of transportation agency employees, private providers of transportation, and other interested parties in the development and updates of the MTP, the Transportation Improvement Program and significant transportation studies. A proactive approach to an effective public involvement process requires several elements: Early, continuous, and meaningful public involvement; Reasonable public access to technical planning information; Collaborative input on transportation alternatives, evaluation criteria and mitigation needs; Transportation planning meetings that are open to the public; and Access to the planning and decision-making process. The MPO assembled an oversight committee consisting of partner agencies, a technical working group and a citizen advisory committee to assist in the update of the Plan. The general public was kept apprised of the plan update process through various visioning sessions, internet postings, articles in the MPO quarterly newsletter, and general public meetings. Members of the news media were invited to each of the MTP Update workshop sessions resulting in several articles in daily and weekly newspapers. Additionally, articles describing the plan update process were published in the MPO’s biweekly electronic newsletter and distributed to the MPO’s e-mail list of more than 1,700 individuals and organizations. The public has been involved in the planning process early, continuously, and in a meaningful way. Members of the public were provided reasonable technical information MOBILITY 2040 DRAFT ES - 4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 19 of 170 and collaboratively determined alternatives and solutions. This process made the public true partners in creating the metropolitan area’s updated long range transportation plan. Bicycle System In the last five years the region has continued to see improvements and the expansion of bicycle projects and programs. Regional leaders understand the importance of creating and maintaining a multi-modal transportation system. Various goals and objectives have been identified to ensure that this area continues to develop and implement a comprehensive bicycle network. The MPO has adopted the following vision statement for bicycling in the region: The Alamo Area recognizes bicycling as a clean, healthy and affordable form of transportation and recreation. A comprehensive on-road and off-road bicycle network will make our community a place where bicycling will be desirable for trips of all kinds by all segments of the population. The following goals support the adopted vision for a bicycle friendly community: Goal 1 Institutionalize bicycling: recognize and incorporate bicycling as a significant and required element for all transportation, land use, and economic development planning. Goal 2 Prioritize, fund and implement bicycle facilities that will increase ridership. Facilities are the physical improvements to the region’s bicycle infrastructure and include trails, bike lanes and bicycle parking. Goal 3 Make bicycling safer through education, encouragement and enforcement: Grow the program to educate elected officials and the general public concerning the opportunities, benefits, and safety aspects of bicycling in the region. Goal 4 Find the funding: identify and secure local, state, federal, private and grant funding to expand and improve bicycle facilities and programs in the region. Bicycling is a cost effective, energy efficient, clean, and a healthy way to travel. With the growing concerns of congestion, air quality and the public interest in promoting alternative transportation modes, the adoption of policies and performance measures that encourage alternate transportation modes will aid in reducing congestion, improving air quality, and enhancing the community’s quality of life. More information can be found in Chapter 4 Bicycle System. MOBILITY 2040 DRAFT ES - 5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 20 of 170 Pedestrian System There is a continued awareness and momentum toward improving pedestrian facilities. In 2012, the MPO completed and adopted a Pedestrian Safety Action Plan that defines an infrastructure tool box to make walking safer. As this momentum continues, we are closer to developing a truly comprehensive pedestrian facilities system that will accommodate pedestrian mobility needs. The following goals were adopted to meet increasing pedestrian mobility needs. Goal 1 Institutionalize transportation planning for pedestrians: recognize and incorporate walking as a significant and required element for all persons. Goal 2 Prioritize, fund and implement projects that improve safety, accessibility and comfort for pedestrians so that walking is a convenient and viable option. Goal 3 Make walking safer through education, encouragement and enforcement. Goal 4 Identify and effectively use available funding. Everyone is a pedestrian at one end or the other of their trips whether they are commute or recreational trips. With the growing concerns of congestion, air quality and the public interest in promoting alternative transportation modes, the adoption of policies and performance measures that encourage alternate transportation modes will aid in reducing congestion, improving air quality, and enhancing the community’s quality of life. More information can be found in Chapter 5 Pedestrian System. Public Transportation Services VIA Metropolitan Transit (VIA) is a political subdivision of the State of Texas, authorized by State Enabling Legislation to receive locally-generated sales tax income at a rate not to exceed one percent and subject to approval by voters within the VIA service area. VIA currently collects sales tax income at a rate of one-half percent as approved in the November 1977 referendum that established VIA. VIA is also supported, to a much smaller degree, by fare box revenue, Federal Transit Administration (FTA) funding, advertising revenue, and interest income. In 2003 the Texas Transportation Code legislating transit authorities was modified to allow the creation of an Advanced Transportation District. This legislation allowed transit authorities meeting specific criteria to call for an election to create an Advanced Transportation District and to impose a sales tax for the purposes of advanced transportation and mobility enhancements. On November 2, 2004, voters in Bexar County approved a ¼-cent sales tax increase to fund the Advanced Transportation District. The revenues from this sales tax are distributed as follows: 50% to the Advanced Transportation MOBILITY 2040 DRAFT ES - 6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 21 of 170 District (VIA Metropolitan Transit Authority), 25% to the participating municipality (City of San Antonio), and 25% to the Texas Department of Transportation. This funding gives the transportation community additional dollars to provide the citizens of this region more transportation choices. VIA is governed by an eleven member Board of Trustees. Five of the Trustees are appointed by the City of San Antonio, three by Bexar County and two by the Greater Bexar County Council of Cities. These appointed Trustees elect an eleventh person to serve as Board Chairman. The VIA service area is 1,226 square miles in size, which is equivalent to 98% of Bexar County. It currently includes the City of San Antonio, thirteen suburban cities and the unincorporated areas of Bexar County. Suburban cities located within the service area are Alamo Heights, Balcones Heights, Castle Hills, China Grove, Converse, Elmendorf, Fair Oaks Ranch, Grey Forest, Helotes, Hollywood Park, Kirby, Leon Valley, Olmos Park, St. Hedwig, Shavano Park, Terrell Hills, and portions of Cibolo, Schertz, and Selma. Cities entirely or partially located within Bexar County but which are not part of the VIA service area are Hill Country Village, Live Oak, Lytle, Somerset, Universal City, Windcrest, Grey Forest, Helotes, and Hollywood Park. As of 2014, VIA serves 7,080 bus stops and 91 bus lines, transit centers and park and ride facilities. VIA’s operational fleet consists of 450 buses, comprising 217 North American Bus Industries (NABI) diesel buses, four NABI compressed natural gas busses, 176 New Flyer diesel buses, 30 New Flyer diesel-electric hybrid buses, 3 Proterra electric buses, and 14 Optima streetcars. VIA operates 104 vans for its VIAtrans service. The San Antonio region faces many challenges in the area of public transportation. While VIA has long been one of the most financially efficient transit systems in the country, its fiscal constraints and service area characteristics somewhat limit what it can offer. However, VIA is currently working on a long range comprehensive transportation plan for the region that looks at the needs of the region and how the region is best served with different modes of traditional transit and high-capacity transit. Additionally, work continues for the Lone Star Rail District and on the High Speed Rail Study as future transportation options for the region. Roadway Needs As population and employment continue to grow in the San Antonio metropolitan area, a greater burden will be placed on the transportation system. To accommodate traffic increases on the roadway system, additional lanes and operational improvements will be needed. In addition to congestion levels, factors considered when developing the future MOBILITY 2040 DRAFT ES - 7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 22 of 170 year roadway network included impacts to neighborhoods, acceptability by the public, environmental concerns and fiscal constraints. The proposed roadway system improvements in the MTP are limited by the amount of funding available, or revenue that can be reasonably expected over the 25-year life of the MTP. While more improvements are necessary than funding available, the roadway projects selected address the most congested areas of the MPO study area. Even with the anticipated investment made over the next twenty-five years in transportation infrastructure, regional traffic congestion is expected to increase. Transportation demand management strategies will become increasingly important and, when implemented, can have a positive effect on growth, land use, travel patterns and travel behavior. Freight Movement There has been a dramatic increase in goods movement across the United States via heavy duty trucks and an accompanying increase in truck traffic in the San Antonio region, especially along IH 35 and IH10. On November 7, 2013 the MPO hosted two freight workshops at which regional freight and logistics stakeholders provided input, generating a large amount of data needed for the Mobility 2040 plan. NAFTA related trade as well as freight and good movements from the East and West coasts along IH 10 will continue to impact the San Antonio metropolitan area. The growth in freight movement and the growth in local population and employment will increase the level of service on local freeways. Planning agencies in this region understand that transportation planning efforts must increase the focus on freight movement in order to improve the area’s transportation system. Environmental Concerns Environmental issues in transportation planning continue to be a priority. Environmental issues are required to be considered in the transportation planning process in order to mitigate negative impacts to valued resources including wildlife, water sources, agricultural land and floodplains. The Planning and Environmental Linkages guidelines underscore the importance of consideration for the environment. Air quality issues also play a major role in metropolitan transportation planning. One of the main contributing factors to poor air quality is vehicle emissions. Although not yet designated “non-attainment for ozone’ the MPO will need to ensure projects and programs are in place to meet federal air quality standards. MPOs must also ensure that emissions from transportation projects will not adversely impact the air quality in the region. MOBILITY 2040 DRAFT ES - 8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 23 of 170 Congestion Management Process Although the San Antonio region is not considered one of the most congested areas in the country, it has been identified as having one of the fastest growing congestion levels. The average citizen in San Antonio spends more than 38 hours stuck in traffic each year, an increase of 58% over the past decade (Urban Mobility Study, Texas Transportation Institute, 2014). Congestion is a major contributor to air quality concerns and overall efficiency of the area wide transportation system. With non-attainment of air quality standards imminent for this area, congestion management strategies and transportation control measures must be applied effectively toward relieving a substantial portion of these concerns. Goals of the Congestion Management Process are to: Goal 1 Increase the efficiency of the existing transportation system and decrease traffic congestion through coordination of traffic operations and development of strategies to reduce travel demand at both the regional and corridor levels. Goal 2 Reduce congestion through a project selection and implementation process that encourages the use of multi-modal of transportation. Environmental Justice The MPO is charged with planning for transportation and mobility at the regional level and including all members of the community in those plans. MPOs must assess the potential impacts to natural, cultural and socioeconomic resources including Title VI (environmental justice communities), air and water quality, land use and vegetation/ agricultural implications at the planning and project development levels as required by the National Environmental Policy Act (NEPA) of 1969. Environmental Justice planning is applied throughout the entire MTP and considered in the development of the three planning scenarios, environmental concerns specifically air and water quality, public transportation services, the development of the roadway network and the cumulative and indirect effects of potential managed lanes and toll and managed lane facilities in the region. Environmental Justice is part of overall public involvement and outreach efforts and is needed for effective transportation decision making. Technical Data and Analysis For development of the MTP it becomes extremely important in planning to know the travel demand on the roadway system and to determine how people will travel throughout MOBILITY 2040 DRAFT ES - 9 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 24 of 170 the region. Two computer models are used to analyze regional data for transportation planning purposes, the Travel Demand Model and the Mode Choice Model. Geographic Information Systems or GIS uses computer hardware, software and data capturing to display geographically referenced information. GIS allows people to view, analyze and most importantly visualize data related to transportation programs and projects. Financial Constraint The transportation system in the MPO study area requires maintenance and enhancement to meet the mobility needs of people and goods for the 25-year horizon of this plan. To meet the growing travel needs, it is necessary to identify reasonable and available federal, state, and local transportation funds, both public and private. Traditional transportation funds are available through a variety of sources, many of which contain restrictions on how they can be used and/or allocated. In addition, it is also necessary to estimate relevant expenses including capital for both maintenance and operation of the system. A number of issues and events occurred that have brought great awareness to the state of transportation financing and future funding streams. Even with a multi-billion dollar investment in our region’s transportation infrastructure, the congestion levels will continue to increase at a faster rate than funding is made available. The fact remains that transportation needs far outweigh available funding resources, but as demand increases, it is essential to develop a fiscally constrained, prioritized and acceptable list of transportation improvement projects for the community. Project List: The project lists reflect consultation with the public, implementing agencies and other affected stakeholders. The MPO has undertaken an extensive amount of technical and financial analysis to arrive at the list of projects contained in this plan. The roadway and transit project lists meet MAP-21 planning requirements of financial constraint with projected financial resources available over the next 25 years. The financially constrained revenue and expenditure summary can be found in Table ES.1. Lump sum figures have been included in the project list to allow for some flexibility in safety, bicycle and pedestrian projects as well as roadway preservation over the next 25 years. The MTP and the project list can be revised, as necessary, to meet the changing needs of the community. It is important to note this financially constrained plan will not eliminate congestion. Levels of congestion are projected to continue to grow. MOBILITY 2040 DRAFT ES - 10 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 25 of 170 Introduction Transportation is one of the most important factors to maintaining and enhancing both individual and regional quality of life. Over the next 25 years, the Alamo Area Metropolitan Planning Organization’s (MPO) study area will add over 450,000 new jobs and welcome over 1.5 million new residents, increasing the estimated population to 3.4 million. In order to address the mobility challenges created from such growth this updated Metropolitan Transportation Plan (MTP) with the horizon year of 2040 was developed. The plan aims to set forth a vision for a regional transportation system that better connects roadways, transit routes, bicycle and pedestrian facilities and provides easy access to get to and from home, work, school, hospitals, shopping centers and recreational facilities. The long range transportation plan, or MTP, was developed in a continuing, comprehensive and coordinated manner and reflects the ongoing planning and project development efforts for implementation of transportation policies, programs and projects. The MTP is the basic framework for the MPO’s continuous, comprehensive, and coordinated regional transportation planning efforts for the next 25 years. It serves as the region’s blueprint for the efficient, safe and convenient transportation of people and goods in consonance with the metropolitan area's overall economic, social, energy and environmental goals. Special effort is made to provide improved access for all citizens to a variety of transportation choices including alternatives to single occupant vehicles; provision for an effective and efficient public transit system; and the continuous involvement of the public in the transportation planning process. The transportation improvement projects in the 2040 MTP focus on a multi-modal system and include roadway, transit, bicycle/pedestrian facilities and rideshare for the region. Legislative Background for the Plan Transportation planning by MPOs dates back to the passage of the Federal Highway Act of 1962, requiring urbanized areas with populations of 50,000 or more to develop and maintain a comprehensive, cooperative and continuing regional transportation planning process. Accordingly, in 1963, San Antonio, Bexar County and the Texas Department of Highways (now the Texas Department of Transportation, TxDOT) established the San Antonio - Bexar County Urban Transportation Study (SABCUTS). In August 1977, the Governor of Texas designated the SABCUTS Steering Committee as the Metropolitan Planning Organization (MPO) for San Antonio and Bexar County area. In 2013 the MPO expanded its boundaries to include all of Bexar, Comal, Guadalupe counties and a portion of Kendall County as shown in Figure 1. The MPO serves as the forum for cooperative and regional transportation planning and decision-making by officials of the urban area's local governments and transportation agencies. Mobility 2040 DRAFT I-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 26 of 170 Figure 1. Alamo Area MPO Study Area Boundary In 1991, the passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) marked a significant change of the roles for MPOs and the Metropolitan Transportation Plan. The role of planning was strengthened and the MTP was designated to serve as the instrument for a centralized decision-making process for the development of metropolitan transportation systems. In 1998 Congress passed the Transportation Equity Act for the 21st Century (TEA-21) building on the initiatives established in ISTEA. Building upon and strengthening previous legislation, in 2005 the Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) was signed into law. SAFETEA-LU continued the concepts established in ISTEA and TEA-21. Following SAFETEA-LU, Moving Ahead for Progress in the 21st Century Act ( MAP21) was signed into law on July 6, 2012. MAP-21 focuses on a streamlined and performance-based surface transportation program and builds on many of the highway, transit, bike, and pedestrian programs and policies established in 1991. MAP-21, as in the previous federal transportation bills, contains eight factors that must be considered in the transportation planning process. The MPO’s planning process is continuous, cooperative and comprehensive and meets the following federal guidelines: Mobility 2040 DRAFT I-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 27 of 170 Support economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency One of the MTP’s goals is to invest in the development of a regional transportation system that serves to increase mobility and efficiency of the movement of people and goods. Land use patterns influence transportation alternatives and strategies that, in turn, influence productivity, efficiency and the economic vitality of the region. Continued population and employment growth, as the region is experiencing, will also influence the region’s economic growth. Increase the safety of the transportation system for motorized and non-motorized users Specific actions to increase the safety and security of non-motorized users that are recommended by the MTP include developing off-road bicycle facilities, and for pedestrians, to consider distance from curb, signage, drainage, slope, speed limits, pedestrian crossings and signals, and education of the traveling public. For both non-motorized and motorized users, coordinating traffic operations and implementing strategies to reduce travel demand at the regional and corridor levels will increase the safety of the traveling public. MPO staff has an on-going effort to use the state’s Crash Records Information System (CRIS) data set and present safety related information to stakeholders. Increase the security of the transportation system for motorized and nonmotorized users The MTP includes transportation planning information related to the Congestion Management Process (CMP) that helps identify, assess, promote and assist with implementation of intelligent transportation systems such as the TransGuide system. Additionally, other advanced technologies, such as the vehicle locating and communication systems on-board VIA Metropolitan’s Transit’s buses, provide an additional level of both safety and security both on the buses, and as a continually roving eye throughout the community. These technologies promote a more secure and functional transportation system and support national goals and efforts. Increase the accessibility and mobility of people and for freight The MTP includes other transportation modes such as the rideshare program and Bus Rapid Transit, which reduce the dependency on single occupant vehicles. Accessibility and mobility opportunities are enhanced by continuing to develop and upgrade bicycle and pedestrian facilities and other modes of transportation. The MPO has also expanded its efforts in freight planning. Mobility 2040 DRAFT I-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 28 of 170 Protect and enhance the environment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and State and local planned growth and economic development patterns The MTP encourages the implementation of strategies to protect and enhance the environment and quality of life. Specific strategies include encouraging denser development patterns, the development of multi-modal transportation modes such as improved transit service and encouraging non-motorized vehicle travel. Other efforts include conversion of fleets to alternative fuels, and specific activities that are implemented on Air Quality Health Alert Days. Enhance the integration and connectivity of the transportation system, across and between modes, for people and freight Integration and connectivity of the transportation system is enhanced by additional sidewalk construction; designating bicycle lanes or bicycle paths; providing accessible transit service; providing adequate levels of transit service; and providing passenger amenities to facilitate a transfer between transportation modes. Real time travel information for both roadway and transit travel can also greatly improve the usability of the transportation system. Promote efficient system management and operation Through the Congestion Management Process (see Chapter 10), efficient system management and operation strategies are identified. Operational Management strategies included are the TransGuide System, Freight Management, and Corridor Management. Community campaigns include Rideshare programs, telecommuting, and trip planning. Policy Management strategies include Growth Management and Parking Management. Additionally, the MPO has funded several traffic signal re-timing studies as an effective strategy in managing the transportation system. Emphasize the preservation of the existing transportation system. Many of the strategies outlined previously are effective in promoting efficient preservation of the existing transportation system. Preservation of the existing transportation system can also be encouraged through preservation of rights-ofway, such as abandoned rail corridors, which may be needed for future transportation corridors Mobility 2040 DRAFT I-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 29 of 170 MAP-21 Performance Management MAP-21 instituted Performance Management to provide greater accountability and transparency and help achieve the most efficient and effective investment of transportation resources. The Secretary, in consultation with stakeholders, will establish performance measures to chart progress toward accomplishment of national goals established in MAP21: safety, infrastructure condition, congestion reduction, system reliability, freight movement and economic vitality, environmental sustainability, and reduced project delivery delays. Performance targets established by the State and MPO will be based on national performance measures and will improve decision making through performance-based planning and programming. The MPO staff continues to closely follow national and state developments in performance measurement and plans to include performance goals in the 2014 Metropolitan Transportation Plan Update. The MPO believes in the proactive involvement of citizens, affected public agencies, representatives of transportation agency employees, private providers of transportation, and other interested parties in the development and updates of transportation plans and programs. This document outlines programs and studies funded through MAP-21 that will help achieve the MAP-21 national goals. Mobility 2040 Vision The 2040 Metropolitan Transportation Plan will meet growing mobility needs while: Ensuring environmental quality Enhancing the safety of the traveling public: Fostering appropriate land use patterns; Advancing alternative modes of transportation; and, Increasing accessibility of all users. Metropolitan Transportation Plan Goals The following are goals adopted by the TPB and they reflect the goals and values of citizens and stakeholders and guide the development of the long range transportation plan for the region: Identify opportunities to improve and enhance the regional transportation system and preserve the investment in the existing transportation system. Increase the efficiency of the transportation system and decrease traffic congestion. Invest in a public transit system that meets the needs of the region. Mobility 2040 DRAFT I-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 30 of 170 Address the social and environmental issues of the region in transportation planning efforts. Support economic activity, employment growth and encourage innovative partnerships. Continue to facilitate the involvement and participation of communities, agencies, organizations and the general public in the transportation planning process. Ensure the transportation planning efforts are coordinated with local land use plans to support future growth and development patterns. Maintain a focus on safety. Continue to pursue long-term, sustainable revenue sources to address regional transportation system needs. How is the Plan Developed? The MPO is charged with coordinating transportation planning for the region. The MPO is led by the Transportation Policy Board (TPB), and tasked with development of the long range transportation plan. The TPB provides coordination with regional stakeholders therefore making the MTP a collaborative effort between the MPO, public involvement and technical consultant teams, city and county governments, the Alamo Regional Mobility Authority, the Advanced Transportation District, the Texas Department of Transportation (TxDOT), VIA Metropolitan Transit, community based organizations, interest groups and stakeholders, and the region’s citizens. The starting point for the development of the MTP is considering the impacts of future growth, land use and demands on the transportation system. Looking out to the year 2040 demographic data was examined and three possible growth scenarios, representing different types of development patterns were developed for the region. The growth scenarios look at how the region will change and develop, where people will live and work and where and how they will travel to and from their destinations. The growth scenarios aim to present the projected impacts of different types of development and emphasize the differences between the three scenarios. Mobility 2040 DRAFT I-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 31 of 170 The three growth scenarios include: Scenario 1 (15 year trend): population and employment follow a trend seen over the past 15 or more years including primarily low density development in suburban areas. Scenario 2 (5 year trend): follows recent (past 5 years) trend, for Bexar County this is infill development that is primarily medium- to higher-density and supports increased use of alternative modes of transportation; for Comal, Guadalupe, and Kendall Counties this shows development patterns similar to the 15 year trend. Scenario 3 (Activity Centers/Corridors): population and employment growth occurs at activity centers and key transportation corridors, produces the highest density of the three scenarios, results in people living closer to where they work, increases active transportation modes and transit use. The 2040 MTP reflects the desired growth and transportation goals and values for the region, and recognizes that growth and change will continue and all citizens, local entities and stakeholders can make positive contributions toward preparing for that change. Using the adopted growth scenario, an important element of the MTP is to determine how billions of dollars in federal, state, and local transportation funds should be spent over the next 25 years. The region’s population is expected to increase by 71% between 2010 and 2040 and employment is expected to increase by 92% between 2010 and 2040. Therefore, even with billions of dollars of investment in transportation infrastructure and other surface transportation needs, the congestion levels will increase faster than available funding. Given that overall transportation needs far outweigh available funding sources, public input is essential to developing an acceptable list of transportation improvement projects for the community. Consistency with Other Local Plans and Programs Numerous plans and studies were reviewed as part of the development of this Plan: The City of San Antonio’s Master Plan Bicycle Master Plan + Implementation New Braunfels Future Land Use Plan, Bikeway and Trail Master Plan and Comprehensive Plan City of Boerne Master Plan and Land Use Development Plan Mission Verde Plan VIA SmartWaySA Long Range Transportation Plan Mobility 2040 DRAFT I-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 32 of 170 the Advanced Transportation District goals, the Congestion Management Process Center City Strategic Framework Plan SA 2020 HemisFair Park Area Master Plan Downtown Transportation Study, San Antonio-Bexar County Pedestrian Safety Action Plan City of Seguin Comprehensive Master Plan were specifically considered in the development of the MTP. The document represents the planning efforts of numerous transportation agency staff working with technical and public involvement consultant teams, elected and appointed governmental officials, and community-based organizations and private citizens over a three-year period. The planning process has been continuing, comprehensive, coordinated and fully inclusive. The 2040 MTP aims to improve the transportation system through new and efficient connections and to better move people throughout the region. Transportation planning, projects and policies must be coordinated to avoid increasing traffic congestion, reducing mobility and decreasing quality of life. The MTP is a flexible and dynamic document, and amendable as regional conditions change. The document will be reviewed and updated every five years or as required by federal regulations. Mobility 2040 DRAFT I-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 33 of 170 1. Demographic Development Accomplishments Over the Past Five Years The Alamo Area Metropolitan Planning Organization (MPO) continually improves upon its’ demographic forecasting processes and methodology. For this update of the Metropolitan Transportation Plan, three demographic scenarios: 1) 15-year Past Trend, 2) 5-Year Past Trend and 3) Activity Centers were developed, tested for their impacts on the transportation system and received a significant amount of public review prior to the MPO’s Transportation Policy Board selecting a growth scenario in March 2014 to use in the development of the Plan. The selected growth scenario for the entire MPO study area is the 5-Year Past Trend. The refinement of demographic forecasting procedures will continue to be a priority for the MPO. Background The basis of any effective planning effort rests primarily on a determination of the area’s base year demographics (population, household size, employment, household income, and land use) and future projections of these demographics. The MPO used 2010 as the base year for this update of the Metropolitan Transportation Plan (MTP) to include 2010 census data and workforce development data. Source of future year population control totals at the county level were from the Texas State Data Center. Employment projections were calculated using a locally developed formula that more realistically linked population with employment data for both the urban, suburban and rural counties. The process for forecasting future growth in population and employment is not an exact science. Multiple forecasting models exist with differing assumptions and results. What is needed for the transportation planning process is a “comfort level” with the demographic control totals used to predict future travel. The tendency is to be more comfortable with the recent trends. If the economy is doing well and jobs and housing are expanding, the tendency is to select an optimistic forecast. The tendency to select a conservative forecast usually occurs if the current or most recent trend is decreasing or if a flat economy exists. Upturns and downturns in the economy occur in cycles that, over a 20 or 30-year time span, tend to counteract each other. That is why annualized growth rates are important indicators for long term demographic projections. If a conservative approach is taken and selected control totals are too low then the risk is to be behind in planning for needed infrastructure. If the control totals are too optimistic, this could result in a false or premature justification for roadway and/or transit infrastructure improvements. MOBILITY 2040 DRAFT 1-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 34 of 170 While area-wide demographic control totals were readily available, these figures needed to be disaggregated to census tracts and eventually to the traffic analysis zone level for use in the travel demand model. It should be noted that while the allocation model used for the disaggregation process will produce an estimate of what may happen in the future, there is no way to predict the occurrence of unforeseeable changes that would affect the future distribution of employment and population. This, in part, necessitates that the forecast be reviewed and updated on a regular interval. The adopted population and employment control totals are shown in Tables 1. And 1.2. Table 1.1 Population Control Totals by County 2010 Population 2040 # Growth % Change Bexar County 1,714,773 2,747,163 1,032,390 60% Comal County 108,472 260,133 151,661 140% Guadalupe County 131,533 334,026 202,493 154% 33,410 62,821 29,411 88% 1,988,188 3,404,143 1,415,955 71% Kendall County Total Region Table 1.2 Employment Control Totals by County Employment 2010 2040 # Growth % Change Bexar County 781,905 1,448,533 666,628 85% Comal County 42,740 108,553 65,813 154% Guadalupe County 33,929 94,288 60,359 178% Kendall County 11,902 23,083 11,181 94% 870,476 1,674,457 803,981 92% Total Region The demographic forecasting output at the traffic analysis zone level for each future year increment is the result of a joint effort by the transportation planning agencies in the study area. Concurrence by these agencies on future demographics is necessary for a successful Plan and concurrence ensures minimizing duplication of effort in data development and maximizes local confidence in demographic forecasts. Additional detail on the scenario planning activities in support of the development of the Metropolitan Transportation Plan can be found in Chapter 2 Scenario Planning. MOBILITY 2040 DRAFT 1-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 35 of 170 TELUM While the MPO has explored other demographic forecasting models, the software package TELUM was again used for this update of the Plan. TELUM is an evolution of the DRAM (Disaggregated Residential Allocation Model) and EMPAL (Employment Allocation Model) package and combines employment, residence location, transportation networks, and land consumption in a single comprehensive package embedded in a Geographic Information Systems (GIS) environment. The overall concept of the TELUM forecasting process can be stated simply: the model allocates the total growth in employment, households, and land use for an area into its sub-regional component zones. This allocation is made possible by using regional trends, transportation facility descriptions, and data on current location of employment and households. The required data for the TELUM model runs include current census of population and employment by place of work, total future population and employment, travel times between zones and current land use information. The forecasts are done in five-year increments with one forecast becoming input to the next five-year forecast. One of the integral components of the TELUM forecasting process is land use. This model incorporates a connection between land use and the transportation system. In order to develop this data as input into the model, staff acquired a computerized parcel file and database files from each county’s appraisal districts. The files were processed to assign the land use designated on each parcel in each county. The land use in each of the counties was then checked manually using the most current aerial photos. Finally, in Comal, Guadalupe, and Kendall, maps were sent to the appropriate offices for local review. In the case of Wilson, a meeting was held where city and county staff assembled and marked up the map in one afternoon. Table 1.3 shows the distribution of land uses by category in the MPO study area in 2010. Table 1.3 MPO Study Area Land Use Distribution Land Use Category Number of Acres Percent of Total Acreage Residential 365,000 15% Commercial 70,000 3% Industrial 35,000 1% Streets 113,000 5% 1,573,000 63% 326,500 13% 2,482,500 100% Vacant Developable Vacant Non-Developable Total MOBILITY 2040 DRAFT 1-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 36 of 170 In addition to local area knowledge of on-going developments in the area, staff collected data from the City of San Antonio’s Planning and Community Development Department, Center City Development Office, citywide building permits issued since 2010, San Antonio Water System, and the Bexar Appraisal District to assess near term growth patterns in the area. Updated aerial photography was also reviewed, as it became available, for new developments under construction. As another one of the model inputs, median household income for the base year was gathered from the 2010 Census. The information was used to divide households into four income groups as needed for TELUM. The model specifies a roughly equal grouping of incomes; therefore, each of the categories roughly equate to 25% of the total number of households any given county. An example of the four income categories is shown in Table 1.4 are for Bexar County. Each county has its own similar breakpoint based on incomes in the county. Table 1.4 Income Level Categories Category Low Low-moderate High-moderate High Income Level $0 - $24,999 $25,000 - $44,999 $45,000 - $74,999 $75,000+ Population: 2010-2040 The base year input for TELUM was 2010. Since the travel demand model requires population and employment by traffic analysis zones (TAZ), the final forecasting output was at the TAZ level. The population control totals for Bexar County (forecasted number of persons in the study area) for the MPO Study Area, in five-year increments to year 2040, are from the Texas State Data Center (TXSDC) 2012 county forecast. The control totals for Bexar County were approved by the MPO Transportation Policy Board in February 2013. The population control totals for the other counties in the MPO’s travel demand model (Comal, Guadalupe, Kendall and Wilson counties) were from the Texas State Data Center. These counties approved their control totals between November 2012 and January 2013. It should be noted that the figures approved in Bexar, Comal, and Guadalupe counties represent the 1.0 scenario while the figure for Kendall represents an interpolated .75 migration scenario. By way of clarification, the TXSDC forecasts were produced using the traditional cohort component method (birth/death and migration) with their differentiation between forecasts having to do with variations in migration. Besides the “strawman” zero migration scenario, TXSDC produced the .5 and the 1.0 migration scenarios. The 1.0 assumes that migration that occurred between 2000 and 2010 will continue into 2040. MOBILITY 2040 DRAFT 1-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 37 of 170 Consequently, the .5 assumes that only half the decade-long growth will continue into the future. TELUM requires the number of persons in future years as a control total and it uses that number to predict the number of households. This is, in part, because households are the group unit where data is available for modeling the relationship between employment and people. Not everyone is employed at a given time and they are usually part of a family or housing relationship. Households are the way the software groups persons; they may not always be part of a family (as defined by the Census Bureau), but they are always part of a household. A map showing population growth between 2010 and 2040 can be found in Figure 1.1 and the year 2010 population distribution and adopted forecast 2040 population are provided in Figures 1.2 and 1.3. Figure 1.1 Population Growth: Years 2010 - 2040 MOBILITY 2040 DRAFT 1-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 38 of 170 Figure 1.2 2010 Population Distribution Figure 1.3 2040 Population Forecast MOBILITY 2040 DRAFT 1-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 39 of 170 For further information, the 2010 population and the forecast 2040 population are shown at the traffic analysis zone level in Figures 1.4 and 1.5. Figure 1.4 2010 Population at the Traffic Analysis Zone Level Figure 1.5 2040 Population Forecast at the Traffic Analysis Zone Level MOBILITY 2040 DRAFT 1-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 40 of 170 Income: 2010-2040 Income is also used in generating ratios of households by income and employment type. The income forecasted by TELUM however, is not used by the travel demand model as input since it generates its own from an estimate of median income at the TAZ level. For the 2010 base year, the median household income figure was taken from the latest available census data which was 2006-2010. Where the census geography lined up with the TAZ geography, the census figure was used. However, where there was overlap with other geography, a weighted average income was calculated from the median values of the different geographic area(s). For the 2040 forecast, a median household income growth figure was derived from an analysis of 25 year trends in Bexar County. Household income estimates from the 1980-2000 decennial census were adjusted for inflation to 2005 dollars using the Consumer Price Index and compared to the ACS data. A trend line was established and a growth percentage calculated and applied to the incomes for 2040. Employment: 2010-2040 A primary source of base year employment information was Info USA’s employer file for 2010. This 50,000+ file was geocoded and manually checked for accuracy for each county. Supplementing the Info USA file was the Texas Workforce Commission's (TWC) 4th Quarter, 2009 data. As with the previous file, the TWC records were geocoded based on the addresses provided. Where street addresses were not available, businesses were looked up using the internet. In the case of Wilson County, city and county staff reviewed the location of businesses when they reviewed land use. The forecasted employment control totals, in five-year increments to year 2040, are calculated by a regression analysis prepared internally. This equation maintains the relationship between employment and population growth in the region. The equation is: EMP2POP = 0.833447 + (.000055*POPDEN) - (0.14572*HHSIZE) - (0.14919 * BR), where the Dependent Variable = EMP2POP, which is County Employment / County Population, and the Independent Variables = POPDEN, which is County Population / Square Miles, HHSIZE is Countywide Persons per Household, and BR is a dummy variable (either 1 or 0) to describe "Bedroom" Counties The employment forecast totals for Bexar County were approved by the MPO Transportation Policy Board in February 2013. The employment forecast for Comal, Guadalupe, Kendall and Wilson counties was approved by the individual counties during the same timeframe as the population control totals. MOBILITY 2040 DRAFT 1-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 41 of 170 The TELUM model requires that employment be delineated into at least four and not more than eight different employment categories. The employment categories are shown in Table 1.5. Table 1.5 Employment Categories Category Type of Employment 1 Basic 2 Retail 3 Service 4 Education A map showing employment growth between 2010 and 2040 can be found in Figure 1.6 and the year 2010 population distribution and adopted forecast 2040 population are provided in Figures 1.7 and 1.8. Figure 1.6 Employment Growth: Years 2010 - 2040 MOBILITY 2040 DRAFT 1-9 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 42 of 170 Figure 1.7 2010 Employment Distribution Figure 1.8 2040 Total Employment Density by Traffic Analysis Zone MOBILITY 2040 DRAFT 1 - 10 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 43 of 170 For further information, the 2010 employment and the forecast 2040 employment are shown at the traffic analysis zone level in Figures 1.9 and 1.10. Figure 1.9 Figure 1.10 2010 Employment at the Traffic Analysis Zone Level 2040 Employment Forecast at the Traffic Analysis Zone Level MOBILITY 2040 DRAFT 1 - 11 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 44 of 170 This page intentionally left blank. MOBILITY 2040 DRAFT 1 - 12 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 45 of 170 2. Scenario Planning Accomplishments Over the Past Five Years For this update of the Metropolitan Transportation Plan, the Alamo Area Metropolitan Planning Organization (MPO) again used scenario planning as an integral part of the planning process. The scenario development process for the expanded MPO boundary was a much more inclusive process and the selected scenario is more reasonable than the one selected for the 2009 Plan. For this update of the Plan, three demographic scenarios: 1) 15-year Past Trend, 2) 5-Year Past Trend and 3) Activity Centers were developed, tested for their impacts on the transportation system and received a significant amount of public review prior to the MPO’s Transportation Policy Board unanimously adopting a growth scenario on March 24, 2014 to use in the development of the Plan. The selected scenario reflects population and employment growth patterns that have been occurring primarily over the past five years. Background By 2040 an additional 1.5 million people will raise the region’s population to over 3.4 million bringing another million motor vehicles to already congested roadways. The MPO planning process to update the long range transportation plan relies on the development and evaluation of population and employment growth scenarios for the region. Scenario Planning was initiated to engage residents and policy makers in a discussion of the region’s future growth and development patterns. Scenario planning enhances the traditional transportation planning process by raising awareness of citizens and decision makers of the factors that affect growth and impact our transportation system. Factors include an aging population, land use policies, economics, and environmental concerns. In scenario planning, citizens and policy makers are asked to consider alternative approaches, or “scenarios” to shaping the region and understanding the differences between each approach. The ultimate goal is to create a sustained quality of life for citizens and visitors in our region. Scenario planning enables communities and transportation agencies to better prepare for the future. It highlights the major forces that may shape the future and identifies how the various forces might interact, rather than attempting to predict one specific outlook. As a result, regional decision makers are prepared to recognize various forces to make more informed decisions in the present and be better able to adjust and strategize to meet tomorrow's needs. MOBILITY 2040 DRAFT 2-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 46 of 170 The growth scenarios also help to: Explore how decisions today might affect future outcomes, Understand how external factors beyond our control may impact the future, Ask “what it would take” to achieve certain outcomes, Spark people’s imaginations about possible futures; and ultimately Identify a preferred scenario The premise of scenario planning is that it is better to get the future imprecisely right than to get the future precisely wrong. Predictions of the future are never exactly correct. Rather than picking one definitive picture of the future and planning for that future, scenario planning allows a region to consider various possibilities and identify policies that can adapt to changing circumstances. Scenarios do not describe a forecasted end but are stories about future conditions that convey a range of possible outcomes. The scenario planning process can help people understand the forces of change and the choices they have. Three Growth Scenarios Scenario 1 (15 year trend) Assumptions Population and employment follow a trend seen over the past 15 years Primarily low density development People live in the suburbs and work in the central city Consistent with current land use plans and policies Pros Little needs to change or happen to drive this growth pattern because it is consistent with current market-driven development patterns Cons Increased distance between housing and jobs leads to increased vehicle miles traveled and contributes to hours of delay Highest cost of infrastructure to support this scenario MOBILITY 2040 DRAFT 2-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 47 of 170 Scenario 2 (5 year trend) Assumptions Follows recent (past 5 years) trend For Bexar County this is infill development that is primarily medium- to higher-density and supports increased use of alternative modes of transportation For Comal, Guadalupe and Kendall counties this shows development patterns similar to the 15 year trend Pros More sustainable development pattern Initial groundwork is there to support continued infill in Bexar County and to explore infill in other counties Cons Counties do not have zoning capabilities Requires changes in attitudes towards land use and transportation Needs to be supported through policy MOBILITY 2040 DRAFT 2-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 48 of 170 Scenario 3 (Activity Centers/Corridors) Assumptions Population and employment growth occurs at activity centers and key transportation corridors Produces highest density of the three scenarios Results in people living closer to where they work Increases active transportation modes and transit use Pros More sustainable development pattern People live closer to where they work so they travel shorter distances Cons Counties do not have zoning capabilities Requires changes in attitudes towards land use and transportation Needs to be supported through more pro-active policy decisions and economic incentives for developers and employers—it is the hardest to implement MOBILITY 2040 DRAFT 2-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 49 of 170 Table 2.1 shows the comparison between the 2010 base year and the three population and employment growth scenarios. Table 2.1 Comparison of the 2010 Base Year and three Proposed Population and Employment Growth Scenarios Performance Measure Total Daily Vehicle Miles of Travel Total Daily Vehicle Hours of Travel Total Daily Vehicle Hours of Delay Total Daily Cost of Delay Average System Speed Additional Lane Mile Equivalents (to maintain current levels of congestion) Construction Costs (to maintain current levels of congestion) 2010 Base Year 15 Year Trend 5 Year Trend Activity Centers 48,896,300 98,486,800 97,754,600 93,032,300 1,722,400 7,235,900 6,055,600 5,548,400 385,600 4,358,100 3,218,700 2,837,000 $6,474,100 $73,172,500 $54,041,200 $47,632,900 28 mph 14 mph 16 mph 17 mph 840 8,976 8,189 7,690 $1.95B $25.17B $21.74B $21.60B Growth Scenario Adoption On March 24, 2014, the MPO Transportation Policy Board adopted Scenario 2 with certain refinements as the population and employment growth scenario to use in the update of the Metropolitan Transportation Plan. MOBILITY 2040 DRAFT 2-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 50 of 170 This page intentionally left blank. MOBILITY 2040 DRAFT 2-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 51 of 170 3. Public Involvement Process Accomplishments over the Past Five Years The Alamo Area Metropolitan Planning Organization (MPO) continues to have a strong public participation program by taking advantage of new technologies and opportunities. The MPO continues its Walkable Community Program with workshops, safety classes, bike rodeos and bicycle helmet distribution; in-house development of English and Spanish language videos and public service announcements as well as English and Spanish language brochures; the MPO continues to publish its bi-weekly enewsletter “Fast Track” and also continues to translate its quarterly newsletter to Spanish. The MPO also maintains a Facebook page, uses Twitter, and continually enhances its website. All committee (Transportation Policy Board, Technical Advisory Committee, Bicycle Mobility Advisory Committee and Pedestrian Mobility Advisory Committee) meeting materials are posted on the website one week prior to the meetings and are open to the public.. The MPO updated its Public Participation Plan and developed a Limited English Proficiency Plan which was adopted by the Transportation Policy Board in December 2012. The MPO hosts a monthly regional Public Information Officers meeting where information is shared and events are cross-promoted. The MPO also participates several times a month in other organizations’ activities such as health fairs, Earth Day, Solar Fest and other events. The MPO also conducts outreach to school age children through the annual GIS Day event. Other newly developed outreach methods are V! News which is a monthly video presentation of upcoming events and activities throughout the month and “MPO Kids”, a series of informational comic strips, developed in-house, on air quality, safety, bicycling, walking, and riding the bus. Each comic strip includes a crossword and word search puzzle. MPO staff also initiated a program of visiting senior centers, particularly those in environmental justice areas, and making presentations in English and Spanish as needed. Staff also developed an “MPO Loteria” game to familiarize seniors with transportation topics and services. Lastly the MPO completed successful public outreach efforts in the development of the FY 2015-2018 Transportation Improvement Program (TIP) and this update of the Metropolitan Transportation Plan (MTP) in the recently expanded MPO study area MOBILITY 2040 DRAFT 3-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 52 of 170 Background The MPO’s mission is to provide a continuous, comprehensive and coordinated (“3C”) regional transportation planning process for the safe and efficient movement of people and goods consistent with the community’s overall economic, social and environmental goals. The MPO believes in the proactive involvement of citizens, affected public agencies, representatives of transportation agency employees, private providers of transportation, and other interested parties in the development and updates of the MTP. Effective public involvement is integrated throughout the entire process. A proactive approach to an effective public involvement process requires several elements: Early, continuous, and meaningful public involvement; Reasonable public access to technical planning information; Collaborative input on transportation alternatives, evaluation criteria and mitigation needs; Transportation planning meetings that are open to the public; and Access to the planning and decision-making process prior to closure. Environmental Justice In 1994 Executive Order No. 12898: Federal Action to Address Environmental Justice (EJ) in Minority Populations and Low-Income Populations was issued. Executive Order 12898 expands on the Title VI Civil Rights Legislation and promotes nondiscrimination in federal programs that substantially affect human health and the environment. In addition, the order provides minority and low-income communities access to public information and opportunity for public participation in related matters. All programs that receive funding from federal agencies require Environmental Justice consideration in accordance with federal law. More specifically, Environmental Justice is the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws. “Fair Treatment” includes policies and practices that ensure that no group of people, including racial, ethnic, or socioeconomic groups bear disproportionately high and adverse human health or environmental effects resulting from federal agency programs, policies, and activities. Environmental Justice seeks to: Avoid, minimize or mitigate disproportionally high and adverse human health and environmental effects, including social and economic effects, on minority populations and low-income populations. MOBILITY 2040 DRAFT 3-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 53 of 170 Ensure the full and fair participation by all potentially affected communities in the transportation decision-making process. Prevent the denial of, reduction in, or significant delay in the receipt of benefits by minority and low-income populations. In addition to the definition above, the United States Department of Transportation (DOT) issued specific guidelines to MPOs regarding Environmental Justice. MPOs are to: Explore needs within minority communities Involve minority communities and disabled persons in the transportation planning process Include minorities/disabled persons on boards and committees in leadership roles Document Title VI efforts Advertise public meetings in places where minorities/disabled persons go Hold meetings at times and places convenient for the minority community Communicate in languages other than English Consider special needs in public accommodations Follow up with the minority community after public meetings, when decisions are made and after project implementation The MPO adheres to the DOT guidelines by conducting specific outreach in underserved communities by hosting public meetings in strategic locations, taking into account available transit service, translating information into Spanish, including minorities/disabled persons on committees, advertising public meetings and information in a variety of print media and documenting all efforts. Traffic Congestion and Safety Workshops Prior to the formal start of the MTP development process, MPO staff conducted a Traffic Congestion and Safety Workshop in Bexar County in September 2012. A similar meeting had been conducted in September 2006, prior to the beginning of the 2035 MTP Update. In June 2014, after the MPO boundary had expanded MPO staff held similar Traffic Congestion and Safety Workshops in Boerne, New Braunfels and Seguin. The results were compiled into a single map for the region and posted on the MPO’s website. MOBILITY 2040 DRAFT 3-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 54 of 170 MTP Public Involvement For the development of the MTP, in order to thoroughly engage the public and gather input, the MPO hosted three formal rounds of public meetings throughout the region. Opportunities to participate online were also available through the MPO website at www.alamoareampo.org and through the MTP website at www.mobility2040.org. Meeting participants were asked to provide input on: Phase 1: Phase 2: Phase 3: the regional vision statement and goals the three population and employment growth scenarios for the region transportation projects to be included in the Plan and the Plan document Phase I: Regional Vision and Goals Public workshops were held to kick-off the MTP development process, obtain feedback on the draft vision and on priorities related to specific transportation issues for the region, and provide opportunities for the public to get involved in the process. From September 23, 2013 through October 3, 2013, eight public workshops were held – five in Bexar County and one meeting in Comal, Guadalupe and Kendall counties. The locations and times of the meetings were selected to allow meaningful coverage of the study area and ensure that no individual was more than 25 miles from a meeting location. The study team was also careful to identify locations that were ADA accessible with good access to transit, where available. Following is a list of the meeting locations, dates, and times. Northeast Public Meeting Monday, September 23, 6:00 p.m. – 8:00 p.m. Woodlake Hills Middle School, 6625 Woodlake Pkwy, San Antonio Northwest Public Meeting Tuesday, September 24, 6:00 p.m. – 8:00 p.m. Leon Valley Community Center, 6421 Evers Rd., Leon Valley Southwest Public Meeting Wednesday, September 25, 6:00 p.m. – 8:00 p.m. Indian Creek Elementary School, 5830 Old Pearsall Rd., San Antonio Southeast Meeting Thursday, September 26, 2013, 6:00 p.m. - 8:00 p.m. Highland Hills Elementary School, 734 Glamis, San Antonio Central Public Meeting Saturday, September 28, 9:00 a.m. – 11:00 a.m. VIA Community Room, 1021 San Pedro Ave., San Antonio MOBILITY 2040 DRAFT 3-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 55 of 170 Seguin Public Meeting Tuesday, October 1, 6:00 p.m. – 8:00 p.m. Guadalupe County Coliseum, 950 S. Austin St., Seguin New Braunfels Public Meeting Wednesday, October 2, 6:00 p.m. – 8:00 p.m. New Braunfels Civic Center, 375 S. Castell Ave., New Braunfels Boerne Public Meeting Thursday, October 3, 6:00 p.m. – 8:00 p.m. Boerne Civic Center, 820 Adler Rd., Boerne The map in Figure 3.1 shows the graphic distribution of the meeting locations and the attendees based on mappable addresses from the meeting sign-in sheets. Figure 3.1 MTP Meeting Attendance: September 23, 2013 – October 3, 2013 MOBILITY 2040 DRAFT 3-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 56 of 170 These meetings were a combination of presentation and facilitated small group discussion. Participants were assigned to tables of 8-10 persons. A volunteer facilitator, who was part of the study team or oversight committee and attended a facilitators' training session, was assigned to each of the groups. The meeting began with an overview presentation of the MPO’s planning process in general and Mobility 2040, the long-range transportation plan and the focus of the meetings, in particular. Attendees were asked to respond to a series of questions about the information in the presentation such as: what was your reaction to the presentation? and what words or phrases stood out for you in the presentation? Next, a room-wide poll of 23 land use/transportation issues was conducted using polling devices and the results were projected onto a screen. Participants were asked to consider the issues and then use the polling device to indicate whether the issue was a high priority, low priority, or not a priority for them and their community. Following are the issues participants were asked to respond to: Public transportation for those with special needs Passenger rail within a city Passenger rail between cities Rural public transportation Transportation needs of people who are dependent on transit Bike sharing (B-Cycle) Bicycle facility connectivity Carpooling Coordinated traffic signals Neighborhood connectivity Pavement/roadway condition Additional lanes on highways and roadways Managed lanes (ex. high occupancy vehicle, high occupancy toll, transit priority lanes) Complete Streets, or streets that accommodate all modes Relationship between economic development and transportation Transportation needs of an aging population Encouraging growth downtown Relationship between how land is developed and the transportation system Implementation of improvements that enhance safety Managing growth in undeveloped areas Additional funding for transportation Sidewalk connectivity MOBILITY 2040 DRAFT 3-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 57 of 170 Then the participants were asked to look at individual and group priorities and consider why some were and some were not priorities for the area. Finally, participants were asked to review and discuss the draft goals for the MTP and help develop action steps for accomplishing their favorite goals. Each group was asked to appoint a spokesperson who briefly reported out the results of their discussion with an emphasis on the top three issues or themes discussed by their group. The first round of public involvement is thoroughly documented in the Public Workshop Report: Round 1 on file at the MPO office. Phase II: How will we grow as a region? From February 25, 2014 through March 6, 2014, the MPO conducted six public workshops at various locations around the study area. The purpose of these workshops was to get input and feedback for the Mobility 2040: Metropolitan Transportation Plan. Specifically, members of the public were asked to comment on the three growth and employment scenarios. These meetings were held in conjunction with the MPO’s Transportation Improvement Program (TIP) meetings in order to enhance participation in the transportation planning process and to reduce the number of transportation-related meetings the public was asked to attend. The locations and times of the meetings were selected to allow meaningful coverage of the study area. The study team was also careful to identify locations that were ADA accessible with good access to transit, where available. Following is a list of the meeting locations, dates, and times. Northwest Bexar County Public Meeting Tuesday, February 25, 6:00 p.m. – 8:00 p.m. Leon Valley Community Center, 6421 Evers Rd., Leon Valley New Braunfels and Comal County Public Meeting Wednesday, February 26, 6:00 p.m. – 8:00 p.m. New Braunfels Civic Center, 375 S. Castell Ave., New Braunfels MOBILITY 2040 DRAFT 3-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 58 of 170 Northeast Bexar County Public Meeting Thursday, February 27, 6:00 p.m. – 8:00 p.m. Woodlake Hills Middle School, 6625 Woodlake Pkwy, San Antonio Seguin and Guadalupe County Public Meeting Monday, March 3, 6:00 p.m. – 8:00 p.m. Guadalupe County Coliseum, 950 S. Austin St., Seguin Boerne and Kendall County Public Meeting Wednesday, March 5, 6:00 p.m. – 8:00 p.m. Boerne Civic Center, 820 Adler Rd., Boerne South Central Bexar County Public Meeting Thursday, March 6, 6:00 p.m. – 8:00 p.m. Harlandale Civic Center, 115 W. Southcross Blvd., San Antonio The map in Figure 3.2 shows the graphic distribution of the meeting locations and the attendees based on mappable addresses from the meeting sign-in sheets. Figure 3.1 MTP Meeting Attendance: February 5, 2014 – March 6, 2014 MOBILITY 2040 DRAFT 3-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 59 of 170 These meetings consisted of a presentation on the process for the TIP and the MTP followed by the opportunity to ask clarifying questions in their table group. During the MTP part of the presentation, participants learned about the three scenarios for population and employment growth that were being considered. The scenarios are documented in Chapter 2 Scenario Planning. In summary the three scenarios are defined as follows: Scenario 1: Demographic growth trend over the past 15 years Scenario 2: Demographic growth trend over the past 5 years Scenario 3: Demographic growth that occurs in selected activity centers and corridors After the presentation, participants had the opportunity to ask questions of a table facilitator and get clarification as needed. Once their questions were answered, participants were asked to complete a form where they would indicate their opinion about the scenarios and give feedback on the information presented. Exhibits of the scenarios were posted for participants to look at and staff and consultants were available to answer any questions. The format of the meeting was designed to allow maximum flexibility of participation because it was assumed that some participants would attend solely to indicate their preferences on the TIP. They had the flexibility to indicate their TIP priorities as well as their MTP preferences, if they chose to do so. Participants were asked to indicate their thoughts about which of the scenarios: was the best for the region concerned them the most, they would like to see move forward; and was the most implementable. Which scenario do you think is best for the region? Overall, Scenario 1 was seen as the best for the region. It was preferred slightly over Scenario 2. Scenario 3 came in third. In Bexar County, Scenario 3 was preferred with Scenario 2 coming in second and Scenario 1 in third place. In Comal County, Scenario 2 was preferred, with Scenario 1 slightly ahead of Scenario 3. Guadalupe County participants also favored Scenario 2, although the preference for Scenario 2 above both Scenarios 1 and 3 was significantly more than in the other counties. MOBILITY 2040 DRAFT 3-9 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 60 of 170 Kendall County showed a clear preference for Scenario 1 with Scenario 2 in second place and Scenario 3 in third place. Kendall County also had a significant number of “None” responses,” indicating they did not like any of the scenarios. With which scenario do you have the most concerns? Overall, the scenario that was the most concerning was Scenario 3 (120), followed by Scenario 1 (80), then Scenario 2 (20). Less than 20 respondents did not have a concern with any of the scenarios. Only in Guadalupe County did more people indicate a concern with Scenario 1 than with Scenario 3. Which scenario would you like to see move forward? Although Scenario 1 was seen as the best for the region by more respondents, Scenario 2 was identified as the one participants would like to see move forward by a slight margin (8). This was true in all the counties except Kendall County whose participants clearly preferred Scenario 1 (40) while Scenarios 2 and 3 received almost the same number of preferences (20). Bexar and Guadalupe Counties preferred Scenario 2 and then Scenario 3. Comal County participants preferred that Scenario 2 move forward followed by Scenario 1. Which do you think is the most implementable? Scenario 1 was seen as the most implementable (100), followed closely by Scenario 2 (98). Scenario 3 received the least amount of “votes” (30) in Bexar, Comal and Kendall Counties. In Guadalupe County, Scenario 3 received essentially the same preference as Scenario 1. Table 3.1 shows the results of the public meetings by county. Table 3.1 Public Meeting Results by County Best scenario for the region Scenario that concerns you the most Scenario to move forward with Scenario most likely to be implemented MPO selected Scenario Bexar Activity Centers/Corridors Activity Centers/Corridors 5 year trend 5 year trend 5 year trend Comal 5 year trend Activity Centers/Corridors 5 year trend 15 year trend 5 year trend Guadalupe 5 year trend 15 year trend 5 year trend 5 year trend 5 year trend Kendall 15 year trend Activity Centers/Corridors 15 year trend 15 year trend 5 year trend The second round of public involvement is thoroughly documented in the MTP Round 2 Public meeting Report Public Workshop Report: on file at the MPO office. MOBILITY 2040 DRAFT 3 - 10 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 61 of 170 Phase III: Prioritizing Projects From October 1, 2014 through October 15, 2014, the MPO conducted six public workshops at various locations around the study area The purpose of these workshops was to get input and feedback on the draft Mobility 2040: Metropolitan Transportation Plan document and the region’s project priorities. The locations and times of the meetings were selected to allow meaningful coverage of the study area. The study team was also careful to identify locations that were ADA accessible with good access to transit, where available. Following is a list of the meeting locations, dates, and times. Boerne and Kendall County Public Meeting Wednesday, October 1, 6:00 p.m. – 8:00 p.m. Boerne Civic Center, 820 Adler Rd., Boerne New Braunfels and Comal County Public Meeting Thursday, October 2, 6:00 p.m. – 8:00 p.m. New Braunfels Civic Center, 375 S. Castell Ave., New Braunfels Northeast Bexar County Public Meeting Monday, October 6, 6:00 p.m. – 8:00 p.m. Woodlake Hills Middle School, 6625 Woodlake Pkwy, San Antonio South Central Bexar County Public Meeting Thursday, October 9, 6:00 p.m. – 8:00 p.m. Harlandale Civic Center, 115 W. Southcross Blvd., San Antonio Seguin and Guadalupe County Public Meeting Monday, October 13, 6:00 p.m. – 8:00 p.m. Guadalupe County Coliseum, 950 S. Austin St., Seguin Northwest Bexar County Public Meeting Wednesday, October 15, 6:00 p.m. – 8:00 p.m. Leon Valley Community Center, 6421 Evers Rd., Leon Valley These meetings consisted of a presentation on the MTP development process to date including an MPO overview, vision and goals, growth scenario development, and the objectives for this third round of public meetings. After the presentation, participants had the opportunity to ask questions and once their questions were answered, participants were asked to review the display boards and maps and complete a form prioritizing the five most important from a list of 50 priority projects for the region. At the exhibits, agency staff and consultants were available to answer any detailed questions. An online “virtual meeting “ was available to persons interested in the process but not able to attend any of the public meetings in person. The presentation was narrated, the display board information was available and participants could complete an online survey prioritizing their top five projects for the region. MOBILITY 2040 DRAFT 3 - 11 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 62 of 170 The third round of public involvement is thoroughly documented in the MTP Round 3 Public meeting Report Public Workshop Report: on file at the MPO office. MOBILITY 2040 DRAFT 3 - 12 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 63 of 170 4. Bicycle System Accomplishments Over the Past Five Years The Alamo Area Metropolitan Planning Organization (MPO) and its partner agencies continue to make progress in bicycle planning and implementation. San Antonio was named a bronze-level Bicycle Friendly Community by the League of American Bicyclists in 2010 and has since reached several more milestones toward improving bicycle mobility in the Alamo Area. San Antonio City Council passed two bicycle-related ordinances: a Safe Passing ordinance that requires motorists to leave three feet when passing vulnerable road users, including bicyclists, and a Bike Light ordinance which requires a front white light and rear red reflector light visible when riding at night. Two other communities within the MPO’s study area have also passed Safe Passing ordinances: Helotes and New Braunfels. In 2011, San Antonio became the first city in Texas to initiate a bike share system, which today has grown to more than 50 stations and tallies 450 bike share trips per day on average. Through various funding sources, the bike share program continues to expand. In 2011, the City of San Antonio adopted the San Antonio Bike Plan 2011 + Implementation Strategy recommending 1,718 miles of bicycle facilities. It has added more than 100 of those miles to its on-road bicycle facilities in the last five years, bringing it up to more than 240 miles of bicycle routes and lanes in 2014. Additionally, 45 miles of multi-use paths make up its Howard W. Peak Greenway Trails System, and another 15 miles of multi-use paths along the San Antonio River are maintained by the San Antonio River Authority. New Braunfels is also installing bicycle facilities, with a Parks & Recreation Master Plan (2010) and a Hike and Bike Trail Plan (2012) to guide additional infrastructure. The MPO’s Bicycle Mobility Advisory Committee (BMAC), created in 1995, advises the MPO’s Technical Advisory Committee (TAC) on technical matters and the Transportation Policy Board (TPB) on policy issues concerning bicycling. BMAC meets monthly and is composed of citizens as well as agency staff from the Alamo Area Council of Governments (AACOG); Bexar County; the Cities of Boerne, New Braunfels, San Antonio, and Seguin; Texas Department of Transportation; VIA Metropolitan Transit; Greater Bexar County Council of Cities; bicycle clubs and organizations; and BikeTexas. MPO staff maintains a “BMAC Friends” e-mail distribution list of approximately 500 individuals to inform residents of local, state and federal bicycling issues and events. MOBILITY 2040 DRAFT 4-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 64 of 170 The MPO’s Walkable Community Program (WCP) continues to be integral to the work of the MPO’s safety and active transportation programs. Three activities – Walkable Community Workshops, safety talks geared to adults and children, and bike rodeos – make up the program. In 2012, the MPO was awarded a Texas Traffic Safety grant for $13,380 from the Texas Department of Transportation Traffic Operations division to continue a bicycle helmet distribution program begun under a previous grant program, Steps to a Healthier San Antonio, which concluded in 2009. The MPO was awarded a second Texas Traffic Safety grant in 2014 for $9,000, making possible the continuation of further bike helmet distribution activities. With data collected in 2009, the MPO produced a Road Diet Analysis in 2010 that identified 258 miles of roadway restriping and 90 miles of road diet candidates that could potentially increase bicycle lane miles in Bexar County. The MPO also produced a report in 2010 summarizing the results of a bicycle travel patterns survey taken of Bexar County residents. The survey found that about 325,000 residents use a bike on a monthly basis, which translates to almost one in five Bexar County residents. A Regional Bike and Pedestrian Planning Study is underway to catalog existing bicycling and walking conditions in the MPO’s expanded study area and produce a regional vision and plan for the Cities of Boerne, New Braunfels, San Antonio, and Seguin and the San Antonio Missions National Historical Park. (See page 4-9 for more information.) The 4th edition San Antonio Bike Map, a Transportation Enhancement-funded collaboration between the City of San Antonio and the MPO, was completed in late 2014. Bicycle components are part of many projects in the MPO’s Transportation Improvement Program (TIP). Since the development of the MPO’s 2011-2014 TIP, 100 points (out of a possible score of 1,100) have been deducted from proposed added capacity and roadway rehabilitation projects that do not include accommodation for bicyclists. Background Active transportation, which includes walking and cycling, is growing in the Alamo Area, and educating the community about the benefits of a transportation system with such multimodal options is an integral part of the MPO’s pedestrian and transportation planning process. While the region faces challenges of increasing traffic congestion, notable obesity and diabetes rates and looming air quality problems, active transportation modes like bicycling and walking will be a large part of the solution, beneficial to both individual and environmental health as well as the efficiency of the transportation network. Very importantly, pedestrian and bicycle networks that are accessible, direct and continuous have been shown to be economically beneficial to the neighborhoods around them and improve safety for everyone using the roadway. MOBILITY 2040 DRAFT 4-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 65 of 170 Census data shows that walking and bicycling are still far outpaced by driving as the commute mode of choice in this region, but almost 325,000 residents of Bexar County use a bike every month, according to the MPO’s Bicycle Travel Patterns Study (2010). This translates to almost one in five people all using a bike to get to a destination, stay fit, or recreate. It is vital for the MPO to help its partner agencies implement a transportation network that is physically, equitably and affordably accessible by all community members. The San Antonio Bike Plan 2011 + Implementation Strategy is the primary document considered in planning for bicycle facilities in Bexar County. In March 2012, the TPB unanimously approved a resolution (Figure 4.1) adopting the San Antonio Bike Plan and strongly encouraging decision makers within the study area to consider the implementation of bicycle facilities within their respective jurisdictions. The plan can be downloaded at: http://www.sanantonio.gov/oep/sabikes/bicycleMP.aspx. The MPO anticipates that the pending completion of the Regional Bicycle and Pedestrian Planning Study will also be pivotal to helping the region envision and implement a connected active transportation network. MPO Programs Walk & Roll Program The Walk & Roll Program is a regional effort that encourages residents to experience walking, cycling, transit or car/vanpooling instead of driving in a single occupancy vehicle. It acknowledges active transportation as viable options that can improve the health of the individual as well as the environment. Under this program, the MPO participates in AACOG’s annual Walk & Roll Challenge, in which businesses and residents track usage of alternative transportation, and partners with the City of San Antonio’s Risk Management Division to improve travel safety for all road users. In conjunction with the Division’s defensive driving courses, MPO staff educates motorists about sharing the road with bicyclists and speaks at approximately 25 classes annually, reaching more than 1,000 City of San Antonio employees per year. The Walk & Roll Program is particularly robust throughout the month of May, recognized as National Bike Month since 1956. With support from the MPO’s transportation partners and the community, the Walk & Roll Rally averages over 300 participants each year with other Bike Month events educating and activating hundreds more. May 2014 marked the eighteenth anniversary of the MPO’s Walk & Roll program. MOBILITY 2040 DRAFT 4-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 66 of 170 Figure 4.1 San Antonio Bike Plan 2011 + Implementation Strategy Resolution adopted by the Transportation Policy Board MOBILITY 2040 DRAFT 4-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 67 of 170 Figure 4.2 Walk & Roll Rally 2014 Walkable Community Program The Walkable Community Program (WCP) is available to neighborhood associations, religious organizations, Parent Teacher Associations, or a group of active citizens who identify a need within a geographic boundary. The WCP is comprised of three components: Walkable Community Workshops, safety classes for adults and children, and bicycle rodeos. The workshop reports are available on the MPO’s website at www.alamoareampo.org. These reports document the process used for each workshop and assist in identifying where the greatest transportation needs exist within the study area. The workshops educate participants about the Figure 4.3 Walkable Community Workshop benefits of active transportation, improve awareness of the potential improvements within each study area, and providing the community with an opportunity for two-way communication with local agency staff. To publicize its Walk & Roll and Walkable Community Programs, MPO staff has created English and Spanish language brochures and videos describing the program, benefits of MOBILITY 2040 DRAFT 4-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 68 of 170 active transportation and biking and walking safety. The MPO participates in many community events to publicize its role in transportation planning and, in particular, its bicycle and pedestrian planning efforts. The MPO is represented annually at events such as the City of San Antonio’s Earth Day and Síclovías, San Antonio River Authority’s Get Outdoors!, the City of Leon Valley’s Earthwise Living Day, AACOG’s Fresh Air Friday, and the Neighborhood resource Center’s Neighborhood Conference. Vision, Goals, and Objectives The MPO has adopted the following vision statement for bicycling in the region: The Alamo Area recognizes bicycling as a clean, healthy and affordable form of transportation and recreation. A comprehensive on-road and off-road bicycle network will make our community a place where bicycling will be desirable for trips of all kinds by all segments of the population. The following achievable goals and objectives support the adopted vision for a bicycle friendly community. Goal 1 Institutionalize bicycling: recognize and incorporate bicycling as a significant and required element for all transportation, land use, and economic development planning. Objective 1.1 Provide agency training opportunities and continue staff positions at local governmental and transportation agencies to implement bicycle facilities. Objective 1.2 Consider bicycle facilities from the planning and scoping stages through the design and construction of all projects as well as during the review of subdivision and development plans. Objective 1.3 Review all state- and federally-funded projects to ensure that quality bicycle accommodations are provided. Objective 1.4 Continue to coordinate bicycle planning with other communities and agencies, including in the review of land development and transportation projects and studies. Objective 1.5 Conduct periodic surveys of bicyclists in the MPO study area to determine bicycle travel patterns and other information useful in developing the local bicycle network. MOBILITY 2040 DRAFT 4-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 69 of 170 Objective 1.6 Goal 2 Goal 3 Continue to assist local agencies and community groups in identifying obstacles to and opportunities for safe bicycling in neighborhoods and corridors. Prioritize, fund, and implement bicycle facilities that will increase ridership. Facilities are the physical improvements to the region’s bicycle infrastructure and include trails, bike lanes, and bicycle parking. Objective 2.1 Promote uniform facility throughout the region. design and implementation Objective 2.2 Plan and prioritize reasonably direct routes between activity centers. Objective 2.3 Continue to maintain and improve the quality and operation of on-road bike facilities. Encourage low-stress, protected on-road bicycle facilities such as cycle tracks and buffered bike lanes. Objective 2.4 Continue the development of a regional off-road system. Examples include creek-based linear parks, shared use paths along utility easements, and Rails to Trails. Objective 2.5 Connect existing bicycle facilities and eliminate gaps in the region’s current bicycle network. Objective 2.6 Continue updating and enhancing the database of all bicycle facilities and maintain a regional bicycle map. MPO staff should report regularly on implementation of bicycle facilities by its partner agencies. Objective 2.7 Develop standards for bicycle parking in existing and new developments to include possible changes to local parking ordinances. Objective 2.8 Continue to work with VIA Metropolitan Transit and Alamo Regional Transit to further integrate bicycling with transit. Make bicycling safer through education, encouragement, and enforcement: Grow the program to educate elected officials and the general public concerning the opportunities, benefits, and safety aspects of bicycling in the region. Objective 3.1 MOBILITY 2040 DRAFT Work with the Bicycle Mobility Advisory Committee and other organizations to continue promoting bicyclist and motorist 4-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 70 of 170 safety and education outreach programs initiated by the MPO and/or its partner agencies. Goal 4 Objective 3.2 Encourage agency partner employees to bike to work. Quality bicycle parking should be provided at agency offices. Objective 3.3 Strengthen public education efforts about plans, projects and activities through the MPO’s website, social media, BMAC Friends e-list, and printed publications. Objective 3.4 Continue to support National Bike Month and other bicycling events in the region, under the umbrella of the Walk & Roll Program. Find the funding: identify and secure local, state, federal, private, and grant funding to expand and improve bicycle facilities and programs in the region. Objective 4.1 Identify funding for stand-alone bicycle facilities. Objective 4.2 Encourage local governments to adopt preventive maintenance programs to extend the life of bicycle facilities. Objective 4.3 Explore public-private partnerships to fund new and replacement bicycle facilities. Greenway Trails Systems The Howard W. Peak Greenway Trails System in the City of San Antonio is a growing network of multi-use hike and bike trails that wind through natural landscapes along creekways. There are currently 46 miles of developed greenway trails now open to the public along with approximately 1,200 acres of linear park creek-side open space. The Linear Creekway Parks Development Program, which provides sales tax funding for the land purchases and trails development, was approved by voters in 2000, 2005 and 2010. The current budget for trail development includes enough to build approximately 40 additional miles of trails. Trails are now either built or planned for many of San Antonio’s creeks, including the Salado, Leon, Huebner, Olmos, Huesta, Culebra, Alazan, Apache, Martinez, San Pedro, and the Medina River. The vision is to circle the City of San Antonio with a ring of trail systems. When the system is completed the network of trails, using creeks, neighborhood connections and the San Antonio River will total over 130 miles. Future Bicycling Network: The Regional Bicycle/Pedestrian Planning Study In September 2014, the MPO started a Regional Bicycle/Pedestrian Planning Study to help additional municipalities accomplish the vision and goals for bicycling in MOBILITY 2040 DRAFT 4-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 71 of 170 the region. The study is being conducted with the aid of a consultant planning team who will identify existing biking and walking conditions in the cities of Boerne, New Braunfels and Seguin and prioritize projects for short-, intermediate- and long-term implementation. In the City of San Antonio, which is actively following recommendations made in the San Antonio Bike Plan 2011 + Implementation Strategy, the focus of the study will be on bicycling and pedestrian issues in the area encompassing the San Antonio Missions National Historical Park. The study is following a timeline of seven core tasks and is scheduled to conclude in May 2015. Project management and coordination (Task 1) is ongoing and involves consultation with the Study Oversight Committee (SOC) during project milestones. Project initiation (Task 2) occurred in September 2014 with meetings of the SOC and with BMAC and the Pedestrian Mobility Advisory Committee (PMAC). At these meetings, the SOC and stakeholders discussed opportunities and challenges, received clarification of project objectives and expectations, defined general project deliverables and were introduced to the public involvement tools. Task 3 involved developing a public involvement plan (PIP) which is being carried out through a series of public meetings meant both to request input on existing bike and pedestrian issues and educate residents about successful solutions to similar challenges implemented by other communities. Public input collected through an online survey and interactive map will be used to support the study’s recommendations, which will stem from an assessment of existing conditions (Task 4), including traffic crash history and inventorying of bicycle and pedestrian networks. The development of the draft study (Task 5) will present the methodology for recommending projects prioritized at both the municipal and regional levels. Recommended improvements will be provided in map and list form. Current mechanisms for implementing and funding will be evaluated and new strategies may be recommended, which will include (Task 6) non-infrastructure based methods for improving walking and biking through education, encouragement, and enforcement. The final report (Task 7) will be composed of an Executive Summary highlighting the major recommendations of the study and sections covering the process for funding and implementing those recommendations and summarizing the specific facility recommendations for each community. A coordinated effort between numerous agencies, stakeholder groups and residents of the Alamo Area, the Regional Bicycle and Pedestrian Planning Study will be a document that fosters the growing interest in bicycling in the communities of Boerne, New Braunfels and Seguin and guides policy necessary for and implementation of a safe, accessible and comprehensive bicycling network for the MPO study area. MOBILITY 2040 DRAFT 4-9 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 72 of 170 This page intentionally left blank. MOBILITY 2040 DRAFT 4 - 10 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 73 of 170 5. Pedestrian System ___________________________________________ Accomplishments Over the Past Five Years The Alamo Area Metropolitan Planning Organization (MPO) and its partner agencies recognize the importance of improving pedestrian mobility. With an average of 41 annual pedestrian-related fatalities, San Antonio surpasses the national average pedestrian fatality rate and has been named a Pedestrian Safety Focus City by the Federal Highway Administration (FHWA). An important step toward improving pedestrian safety in the Alamo Area has been the MPO’s creation and adoption of a Pedestrian Safety Action Plan (PSAP) in 2012. The PSAP provides templates for different facility designs that make walking safer and easier and outlines action strategies to make the area a better place to walk. Beginning in 2010, the MPO’s Pedestrian Mobility Advisory Committee (PMAC) oversaw the development of the PSAP. In April 2012, the TPB unanimously approved a resolution (Figure 5.1) adopting the PSAP and strongly encouraging decision makers within the study area to consider the implementation of the plan within their respective jurisdictions. The plan can be downloaded at: http://www.alamoareampo.org/Studies/PSAP/PedestrianSafetyActionPlan.pdf. PMAC, created in 1997, advises the MPO’s Technical Advisory Committee (TAC) on technical matters and the Transportation Policy Board (TPB) on policy issues concerning pedestrian mobility. PMAC meets monthly and is composed of citizens as well as agency staff from the Alamo Area Council of Governments; Bexar County; Bexar County Technical Advisory Committee for Persons with Disabilities; the Cities of Boerne, New Braunfels, San Antonio, and Seguin; Texas Department of Transportation; VIA Metropolitan Transit; Greater Bexar County Council of Cities; and walking organizations. The MPO‘s Walkable Community Program (WCP) continues to be an integral part of the MPO’s safety and active transportation programs. Three activities – Walkable Community Workshops, safety talks for adults and children, and bike rodeos – make up the program. Since the previous the Metropolitan Transportation Plan was adopted in 2009, the MPO has facilitated eight Walkable Community Workshops throughout the study area. Pedestrian components are part of many projects in the MPO’s Transportation Improvement Program (TIP). Since the development of the MPO’s 2011-2014 TIP, 100 points (out of a possible score of 1,100), have been deducted from proposed added capacity and roadway rehabilitation projects that do not include facilities for pedestrians. MOBILITY 2040 DRAFT 5-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 74 of 170 Figure 5.1 Pedestrian Safety Action Plan Resolution adopted by the Transportation Policy Board MOBILITY 2040 DRAFT 5-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 75 of 170 Background Walking is a viable, active, alternative mode of transportation. Nearly every trip starts and ends with walking, including trips that involve the use of an automobile. A comprehensive approach to planning transportation facilities must identify pedestrian needs. An inclusive approach ensures the needs of all potential users are addressed, including people with disabilities. Alternative transportation systems can enrich the livability of a community and reduce congestion, improve mobility, as well as improve the overall quality of life for residents. Pedestrian travel does not stop where the sidewalk ends, as seen by the worn pathways throughout the study area, especially along transit routes. Poor street connectivity and low-density development patterns create longer, indirect distances between destinations, making it difficult to conveniently be accessed by walking. In general, the regional land use patterns and lack of pedestrian facilities and amenities create conditions that are uninviting to pedestrians. Wide streets with narrow sidewalks, the absence of trees or building awnings for shade, and deep building setbacks, are all designed to the scale of the automobile, not the pedestrian. Autooriented frontage-road development, in which storefronts are separated from the street by vast, non-shaded parking lots, are not ideal pedestrian environments. A non-existent or unsafe pedestrian system is a barrier to walking. Other barriers to walking include lack of a street grid system, gated communities, cul-de-sacs, and schools and public buildings built on major roadways. Narrow streets with wide sidewalks, pedestrian islands or medians, buildings close to the street with shade, and parking areas behind buildings provide safer environments and are incentives for pedestrian use. MPO Programs Walk & Roll Program The Walk & Roll Program is a regional effort to focus on pedestrian and cycling issues during the month of May and throughout the air quality ozone season. The program encourages walking, cycling, transit, or car/vanpooling instead of driving alone. It identifies active transportation as viable options that can be chosen to improve the health of the individual as well as the environment. With support from the MPO’s transportation partners and the community, the Walk & Roll Rally averages over 300 participants each year, with May 2014 marking the eighteenth anniversary of the Walk & Roll program. MOBILITY 2040 DRAFT 5-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 76 of 170 The Walk & Roll Challenge, conducted annually in September, focuses on the benefits to air quality when people leave their single occupancy vehicles and use active transportation. Individuals and employers are encouraged to actively participate in the challenges through use of other modes of transportation. Walkable Community Program The Walkable Community Program (WCP) is available to neighborhood associations, religious organizations, Parent Teacher Associations, or a group of active citizens who identify a need within a geographic boundary. Components of the program include Walkable Community Workshops, safety classes for adults and children, and bicycle rodeos. The reports documenting individual Walkable Community Workshops are available on the MPO’s website at http://www.alamoareampo.org. These reports are also provided to TPB members, elected officials and partner agency staff to assist in identifying where the greatest transportation needs exist within the study area. Awareness of the potential improvements within the study area, safety, and providing the community with an opportunity for two-way communication with local agency staff are the primary goals of the public workshops. Pedestrian Safety Action Plan The Alamo Area Metropolitan Planning Organization Pedestrian Safety Action Plan (PSAP) defines a set of actions to encourage walking and to make it safer. Propelled by the “Developing a Pedestrian Safety Action Plan” workshop hosted in San Antonio by FHWA in 2009, the PSAP was funded in 2010 as part of a Communities Putting Prevention to Work grant. Throughout 2010 and 2011, PMAC served as the Study Oversight Committee and provided input on community outreach, crash data analysis, and development of the toolkit of 43 recommended countermeasures. The MPO’s Policy Board approved the PSAP in 2012, and since then, PMAC members have been working to educate technical groups and public agencies about the plan. The PSAP is a visionary, yet practical, action strategy to make the Alamo Area a great place to walk. Taking advantage of the latest research, national guidance, and practice throughout the United States, the PSAP provides a framework for making decisions about facility design and allocating resources necessary to make walking a viable choice for a wide variety of trips. Improving the convenience and safety of walking will increase social interaction on the street, offer alternatives to driving on congested roadways, reduce pollution, and improve personal health. Vision, Goals, and Objectives Several funded studies and plans are on the horizon that have the capacity to positively shape the development of the regional pedestrian network. These include the MOBILITY 2040 DRAFT 5-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 77 of 170 MPO’s Regional Bicycle and Pedestrian Planning Study, the City of San Antonio’s update of its comprehensive plan and the Strategic Multi-modal Transportation Plan within Bexar County. The MPO encourages its partner agencies to participate in comprehensive, coordinated and continuous regional planning. The following goals and objectives support the development of a pedestrian network that encourages walking in the Alamo Area and makes it safer: Goal 1 Goal 2 Institutionalize transportation planning for pedestrians: recognize and incorporate walking as a significant and required element for all persons. Objective 1.1 Consider pedestrian facilities from the planning and scoping stages through the design and construction of all projects as well as during the review of subdivision and development plans. Objective 1.2 Review all state- and federally-funded projects to ensure that quality pedestrian accommodations are provided. Objective 1.3 Continue to coordinate pedestrian planning with other agencies and organizations, including in the review of land development and transportation projects and studies. Recognize and incorporate the interrelated goals and initiatives, such as Complete Streets and public health promotion, of these partners. Objective 1.4 Continue to assist local agencies and community groups in identifying obstacles to and opportunities for safe pedestrian activities. Prioritize, fund, and implement projects that improve safety, accessibility and comfort for pedestrians so that walking is a convenient and viable option. Objective 2.1 Promote land use that encourages pedestrian travel. Objective 2.2 Complete sidewalk gaps and maintain or improve the quality of existing facilities, especially to provide sidewalk continuity and connectivity within and between neighborhoods and activity centers. Objective 2.3 Enhance the pedestrian experience by incorporating pedestrian design enhancements such as landscape buffers, lighting, shade, and street furniture. Objective 2.4 Provide safe and accessible facilities using the 43 treatments described in the Pedestrian Safety Action Plan. Pay particular attention to improving pedestrian safety in MOBILITY 2040 DRAFT 5-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 78 of 170 areas with high volumes of pedestrian traffic including near schools and downtowns and within ½-mile of all transit stops. Goal 3 Goal 4 Objective 2.5 Ensure safe pedestrian crossings over railroad tracks by providing accessible, well-designed and constructed walkways with adequate warning systems. Objective 2.6 Ensure barrier-free sidewalks. Eliminate existing obstructions such as mailboxes, utility poles, overhanging trees, and vehicle parking that limit access. Objective 2.7 Ensure that the Americans with Disabilities Act, including all corresponding ADA Amendments, and Texas Accessibility Standards are applied to all related goals and objectives within this document. Objective 2.8 Extend pedestrian facilities to serve all transit stops and all transfer facilities. Objective 2.9 Continue updating and enhance the database of all pedestrian facilities. MPO staff should report regularly on implementation of pedestrian facilities by its partner agencies. Make walking safer through education, encouragement, and enforcement. Objective 3.1 Work with the Pedestrian Mobility Advisory Committee and other organizations to continue promoting pedestrian safety among all road users and educational outreach programs initiated by the MPO and/or its partner agencies. Objective 3.2 Continue the Walkable Community Program and Walk & Roll Program and participate in other outreach opportunities. Objective 3.3 Strengthen public education efforts regarding plans, projects and activities through the MPO’s website, social media, and printed publications. Identify and effectively use available funding. Objective 4.1 Identify funding for stand-alone pedestrian facilities. Objective 4.2 Encourage local governments to adopt preventive maintenance programs to extend the life of pedestrian facilities. MOBILITY 2040 DRAFT 5-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 79 of 170 Objective 4.3 Explore public-private partnerships to fund new and replacement pedestrian facilities. Future Pedestrian System: The Regional Bicycle/Pedestrian Planning Study The MPO recognizes the importance of a balance among all transportation modes, the relationship between transportation and land use, and that economic and community development is sustained by the region’s quality of life. The region has achieved a great deal in the last five years, especially in the way of identifying needs and planning for improvements, but at this time the need for pedestrian facilities is still a priority. A successful pedestrian transportation system depends on the regional partners’ ability to work together to enhance the pedestrian environment. Expanding on the “Complete Streets” concept and developing policies and programs that support walkable communities is a key step for the future. In September 2014, the MPO took a step toward such development when it began the Regional Bicycle/Pedestrian Planning Study to help municipalities accomplish the vision and goals for walking in the region. The study is being conducted with the aid of a consultant planning team who will identify existing walking and biking conditions in the cities of Boerne, New Braunfels and Seguin and prioritize projects for short-, intermediate- and long-term implementation. For the City of San Antonio, on which the 2012 Pedestrian Safety Action Plan focused, the study will work specifically to develop a methodology for prioritizing sidewalk gap and repair projects. It will also pay particular attention to better connecting the areas encompassing the San Antonio Missions National Historical Park with those public lands and shared-use trail running through the Missions. The study is following a timeline defined by seven core tasks and is scheduled to conclude in May 2015. Project management and coordination (Task 1) is ongoing and involves consultation with the Study Oversight Committee (SOC) during project milestones. Project initiation (Task 2) occurred in September 2014 with meetings of the SOC and with PMAC and the Bicycle Mobility Advisory Committee (BMAC). At these meetings, the SOC and stakeholders discussed opportunities and challenges, received clarification of project objectives and expectations, defined general project deliverables and were introduced to the public involvement tools. Task 3 involved developing a public involvement plan (PIP) which is being carried out through a series of public meetings meant both to request input on existing pedestrian and bicyclist issues and educate residents about successful solutions to similar challenges implemented by other communities. Public input collected through an online survey and interactive map will be used to support the study’s recommendations, MOBILITY 2040 DRAFT 5-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 80 of 170 which will stem from an assessment of existing conditions (Task 4), including traffic crash history and inventorying of bicycle and pedestrian networks. The development of the draft study (Task 5) will present the methodology for recommending projects prioritized at both the municipal and regional levels. Recommended improvements will be provided in map and list form. Current mechanisms for implementing and funding will be evaluated and new strategies may be recommended, which will include (Task 6) non-infrastructure based methods for improving walking and biking through education, encouragement, and enforcement. The final report (Task 7) will be composed of an Executive Summary highlighting the major recommendations of the Study and sections covering the process for funding and implementing those recommendations and summarizing the specific facility recommendations for each community. A coordinated effort between numerous agencies, stakeholder groups and residents of the Alamo Area, the Regional Bicycle and Pedestrian Planning Study will be integral to the City of San Antonio’s Strategic Multi-Modal Transportation Plan and to informing pedestrian policy and implementation decisions in the communities of Boerne, New Braunfels and Seguin. MOBILITY 2040 DRAFT 5-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 81 of 170 6. Public Transportation Services Accomplishments Over the Past Five Years In December 2012, VIA Metropolitan launched its first bus rapid transit (BRT) service called VIA Prímo in the Fredericksburg Road corridor. The service connects the two largest employment centers in the region, San Antonio’s Central Business District and the South Texas Medical Center, along a route approximately nine miles long. In conjunction with the new service, VIA constructed major transit centers at each end of the corridor, which serve multiple VIA routes and numerous customers in the region. One of the new transit centers was the VIA Metro West Plaza (previously known as Westside Multimodal Center) at historic Cattleman’s Square. The first phase of the transit center was completed in Fall 2013, and as of Fall 2014, the facility now also serves as VIA’s administrative offices. Existing Public Transportation Providers Two public transportation providers serve the Alamo Area MPO study area: VIA Metropolitan Transit and the Alamo Regional Transit System. The Lone Star Rail District is another existing public transportation entity, but it does not yet operate service. Alamo Regional Transit Alamo Regional Transit (ART), a rural public transit providers operated through the Alamo Area Council of Governments (AACOG), provides public transportation to the 11,255 square miles cover 12 rural counties overlapping the MPO study area. These counties include Atascosa, Bandera, Comal, Frio, Gillespie, Guadalupe, Karnes, Kendall, Kerr, Medina, McMullen and Wilson. Figure 6.1 shows the service area for ART. ART provides its service to the public using a predominately demand-response, curb-to-curb format during weekdays. Trips may originate anywhere within the 12-county service area. The service transports riders between all points within that service area, as well as into and out of Bexar County. In Fiscal Year 2014, ART provided 112,861 one-way trips. In April 2013, ART launched Connect Seguin, a deviated fixed-route bus system serving major designation in Seguin and Guadalupe County on weekdays. The Connect Seguin system is in addition to the established demand-response service for Seguin and is funded with City of Seguin general funds and ART local funds. MOBILITY 2040 DRAFT 6-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 82 of 170 Until 2013, the Cities of New Braunfels, Cibolo, Marion, Schertz Selma, and Garden Ridge, as well as the McQueeney census designed place, fell within ART’s rural service area. However, the designation of these areas as urbanized by the US Census Bureau changed the eligibility for rural transportation services and funding. During 2013 and 2014, VIA Metropolitan Transit contracted with ART, through AACOG, to continue the demand-response service in these areas as a result of this change. Service for these areas is now for with VIA urban transit funding which is matched by local funds from ART and the seven newly designated urbanized service areas. For FY 2014, 16.26%, or 18,349, of ART”s total trips originated within these areas. Though ART serves the entire public, it places special emphasis on serving the needs of low-income individuals, senior citizens, persons with disabilities, and veterans who have limited or no means of personal transportation. Nearly 55% of the total ridership of ART are senior citizens. While ART’s demand-response service takes riders directly to destinations for any purpose, approximately 53% of the trips are for medical appointments, including dialysis treatments. Other frequently requested destinations include shopping, school, child and adult day care, nutrition centers and participation in senior center activities. MOBILITY 2040 DRAFT 6-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 83 of 170 Figure 6.1 ART Service Area MOBILITY 2040 DRAFT 6-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 84 of 170 VIA Metropolitan Transit VIA Metropolitan Transit (VIA) is a political subdivision of the State of Texas, authorized by state enabling legislation, to receive locally-generated sales tax income at a rate not to exceed one percent (1%) and subject to approval by voters within the VIA service area. VIA is governed by a Board of Trustees with eleven appointees. Board members are appointed to staggered two-year terms by the following entities: San Antonio City Council (appoints five), Bexar County Commissioners Court (appoints three), and the Suburban Mayors (appoints two). The Chair of the Board is elected by the Board members and serves a two-year term. The 11-member VIA Board of Trustees meets monthly to discuss policy issues and hear comments from the community. VIA Board meetings are generally held on the 4th Tuesday of each month. The VIA service area depicted in Figure 6.2, is 1,226 square miles and represents 98% of the Bexar County area. It currently includes the City of San Antonio, the unincorporated areas of Bexar County, and 13 suburban cities: Alamo Heights, Balcones Heights, Castle Hills, China Grove, Cibolo, Converse, Elmendorf, Kirby, Leon Valley, Olmos Park, Shavano Park, St. Hedwig, and Terrell Hills. While the unincorporated cities may be labeled as ‘suburban,’ many of them are now entirely encircled by the City of San Antonio. Despite their integrated geography, suburban cities may vote to exclude themselves from the VIA service area. Currently, cities that are either entirely or partially located within Bexar County, but which are not part of the VIA service area, include Cibolo (Bexar County portion), Fair Oaks Ranch, Grey Forest, Helotes, Hill Country Village, Hollywood Park, Live Oak, Lytle, Somerset, Universal City, Von Ormy and Windcrest. Advanced Transportation District In 2004 San Antonio citizens voted to improve traffic, streets and public transit by creating the Advanced Transportation District (ATD). The ATD funds are distributed as follows: ½ to VIA, ¼ to the City of San Antonio (CoSA), and ¼ to the Texas Department of Transportation (TxDOT). In 2005, funding began and so did the improvements. The ATD is governed by the identical board members as the VIA board. The Advanced Transportation District (ATD) purpose is to develop a regional multimodal vision and strategic plan for managed and/or transit priority lanes on high capacity and express bus route corridors. MOBILITY 2040 DRAFT 6-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 85 of 170 Figure 6.2 VIA Metropolitan Transit Service Area MOBILITY 2040 DRAFT 6-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 86 of 170 The Importance of Public Transportation Public transportation benefits all persons who live, work, or travel in the service area, whether or not they use it. Public transportation plays an important role in the regional transportation system and hence, the regional economy. The additional automobile volume and congestion that the area would experience without transit, would cause an increase in on-road air emissions, resulting in negative impacts to air quality for the entire region. Beyond these indirect benefits, for people who chose to utilize public transportation versus their personal vehicles, public transportation provides a direct benefit reducing operating and maintenance costs of personal vehicles, the cost of parking and congestion on the roadways. According to the American Community Survey’s 2008-2012 five year estimate, 8.1% of households in Bexar County do not have an automobile available and must rely on another form of transportation. More recently, VIA’s 2013 “Who is the Rider” survey showed that 26% of riders are in households with an automobile and only 16% of riders say they personally have an automobile. Furthermore, if no bus was available 35% of riders said they couldn’t make their trip. Therefore, VIA is providing an invaluable mobility choice for many. The Census also reflects that 19% of the Bexar County population is below the poverty threshold, while 52% of VIA’s riders are under the poverty threshold. A recent VIA survey found that 33.7% of bus riders have an annual household income of less than $10,000 (Who is the Rider Survey, 2013). In addition to income, both age and health conditions also affect the community’s need for public transportation. According to the American Community Survey’s 20082012 five year estimate, 13% of the Bexar County population reported having at least one disability. VIA provided more than 1.04 million trips in fiscal year 2013 to those disabled individuals that met VIA’s paratransit criteria. For Bexar County, according to the Census Bureau’s American Community Survey, it is estimated that 10.7% of the population is age 65 and older. The Texas state demographer (0.5 scenario), projects the population of Bexar County age 65+ will more than double by 2035, as follows: 204,740 in 2014, 401,473 in 2035 and 466,459 in 2045. That will make the proportion of age 65+ “seniors” 11% of the county’s population in 2014, 17% in 2035 and 18% in 2045. The aging of the population in Bexar County is a recognized trend. About 24% of Bexar County’s population is younger than 16, and therefore too young to drive. Without public transportation, the younger population misses MOBILITY 2040 DRAFT 6-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 87 of 170 opportunities to personally develop or participate in community activities. Often they must rely on parental or other adult support for transportation. VIA Public Transportation Services Fixed Route Service VIA currently operates 91 fixed bus routes along 1,000 miles of roadway. These routes are depicted in Figure 6.3. In fiscal year 2013, totals for vehicle hours and passenger trips for VIA’s scheduled services were 1,619,682 and 44,635,608, respectively. These figures include the downtown circulation service as described below. As part of the fixed route bus service, VIA also operates a Bike & Ride program, which allows riders to transport their bicycles for no extra cost on racks attached to the fronts of buses or inside VIA Primo vehicles. VIA’s major transit activity centers include the central business district, San Antonio College, North Star Mall, the South Texas Medical Center, the Deco District, Las Palmas, Naco Pass, University Family Health Center - Southwest, Southwest General Hospital, and both campuses of the University of Texas at San Antonio. Downtown Circulation VIA operates two downtown circulator routes. These routes are operated with rubber-tired, propane-powered replica trolleys as well as compressed natural gas buses and battery-powered electric buses. These routes operate on a fifteen-minute average frequency. VIA Primo also provides circulator service in the central business district along Market Street and Commerce Street. MOBILITY 2040 DRAFT 6-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 88 of 170 Figure 6.3 VIA Metropolitan Transit Fixed Route Service, April 2014 MOBILITY 2040 DRAFT 6-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 89 of 170 VIAtrans Service As a complementary service to fixed route bus service, VIA operates VIAtrans, an advance reservation, shared-ride, demand-response paratransit service for people with disabilities who cannot navigate the fixed route bus service for some or all of their trips. VIAtrans currently operates with a fleet of over 200 directly operated and contracted vehicles, which provide approximately one million trips each year. Currently 12,200 people are registered for VIAtrans service. Facilities and Fleet As of 2014, VIA serves 7,173 bus stops and 13 transit centers and park & ride facilities, as depicted in Figure 6.3. VIA’s fleet, shown in Figure 6.3, consists of 450 buses, comprising 217 North American Bus Industries (NABI) diesel buses, four NABI compressed natural gas busses, 176 New Flyer diesel buses, 30 New Flyer diesel-electric hybrid buses, 3 Proterra electric buses, and 14 Optima streetcars. All buses purchased by VIA are lowfloor, kneeling vehicles with ramps to accommodate patrons with limited mobility, and the replica trolleys in Figure 6.4 VIA Fleet Vehicles the downtown area are equipped with lifts. The NABI and New Flyer buses are 40-foot vehicles that have a low-floor design and a retractable ramp for wheelchair access. The VIA Primo vehicles are 60 feet long with an articulated middle section. The active VIAtrans fleet consists of 104 vehicles owned by VIA, all of which are equipped with wheelchair lifts. Each vehicle has the capacity to carry 5 ambulatory and 2 wheelchair patrons or 4 ambulatory and 3 wheelchair patrons. MOBILITY 2040 DRAFT 6-9 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 90 of 170 All of VIA’s service vehicles are equipped with an automated vehicle location and secure voice communication system, allowing VIA to provide efficient service by making adjustments for delays, overloading, or unforeseen occurrences. VIA’s High Capacity Transit Service – Primo In 2005, the MPO, through the Northwest Corridor Alternatives Analysis determined that roadway expansion alone is not a viable option to handle future travel demand on the Northwest corridor. The study concluded that there were no plans for major capacity expansion in the area. Furthermore, given these constraints, it was determined that an alternative to auto travel would be required to increase trip capacity through the congested corridor. As auto travel time increases and auto trip capacity becomes more constrained, alternative transportation options become more attractive, thus shifting travel modes from single-occupant vehicles (SOV) to VIA Primo, enabling greater trip capacity through the corridor. Furthermore, the proposed VIA Primo would improve transportation services to the numerous employment centers located within the corridor. In December 2012, VIA launched Primo service on the Fredericksburg Road corridor. The VIA Primo is defined as an alignment approximately nine miles long from the South Texas Medical Center (STMC), southeast to the west side of downtown San Antonio via Fredericksburg Road and IH 10. Service has also been extended to UTSA’s Loop 1604 campus and the City of Leon Valley. Figure 6.5 VIA Primo Station Eight paired in-line stations (16 platforms, see Figure 6.4) were constructed curbside in the Medical Center (on Medical Drive) and along the Fredericksburg Road corridor. In addition to constructing in-line stations at key intersections along the Fredericks-burg Road corridor, VIA has constructed major transit centers at each end of the corridor – the South Texas Medical Center Transit Center (as shown in Figure 6.6) at the intersection of Babcock Road and Medical Drive and the Westside Multi-modal Transit Center (shown in Figure 6.7) in the Cattleman Square Historic District. Both of these transit centers serve multiple VIA routes and numerous customers in the region. MOBILITY 2040 DRAFT 6 - 10 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 91 of 170 Figure 6.6 South Texas Medical Center Transit Center Figure 6.7 “VIA Metro West Plaza” previously known as “Westside Multimodal” in the Cattleman Square Historic District MOBILITY 2040 DRAFT 6 - 11 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 92 of 170 Ridership VIA measures ridership based on the number of boardings, also known as unlinked passenger trips. All of VIA’s services carried 45.9 million passenger trips during FY 2012-13, see Table 6.1. Table 6.1 Transit Ridership for Fiscal Year 2012-13 Type of Service Scheduled Line Total Ridership Weekday Average 44,635,608 139,335 VIATrans 1,046,552 N/A Primo (began Dec. 2012) 1,465,773 5,623 Environmental Commitment VIA continually seeks out ways to reduce pollution, waste, and energy demands. As an operator of a fleet of buses and vans, the agency’s primary environmental efforts are focused on the reduction of vehicle emissions. VIA will continue to monitor the development of fuel and propulsion technologies that can help reduce local air pollution. VIA employs rigorous recycling efforts, focusing on waste oil and lubricants, batteries, paint solvents, office paper, cardboard, scrap metals, refrigerant, and plastics. Conservation is also a high priority. VIA has retrofitted its facilities with energy efficient lighting, installed upgrades to the HVAC systems and windows, and reduced the energy requirements for the climate control system of the maintenance garage. VIA is also exploring the use of renewable energy, where feasible. The agency obtains 100 percent of its electricity from CPS Energy’s Windtricity program. Solar panels power the lighting at new bus shelters, and solar-panel systems have been installed to provide power at five transit centers and over 550 bus shelters. A small solar farm is also in use at the South Texas Medical Center Transit Center to provide power to the site. VIA also uses E10 ethanol/gasoline blends. VIA is also working to reduce water pollution through the use of an on-site industrial wastewater treatment facility and the installation of stormwater interceptors, in order to prevent contaminated bus yard runoff from infiltrating the local watershed. MOBILITY 2040 DRAFT 6 - 12 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 93 of 170 Public Transportation Needs and Issues The San Antonio region faces many challenges in the public transportation arena. While VIA has long been one of the most financially efficient transit systems in the country, its fiscal constraints and service area characteristics have limited its offerings to the community. Land Use Patterns The suburban development patterns prevalent in San Antonio areas of high growth pose a challenge for efficient operation of bus service. Gated communities and residential subdivisions with low-density and poor street connectivity are not conducive to efficient transit service for either the pedestrian or VIA and, therefore, not “transit friendly”. Poor street connectivity and low-density development patterns create longer, indirect distances between destinations, making transit options less viable for potential riders, and transit service more expensive to provide, when not impossible to do so, thus creating ‘auto-dependent’ communities. Transit access to commercial development also poses challenges. Development on one-way frontage roads, as experienced along many portions of IH 10 West, Loop 410, and Loop 1604, are difficult to serve by transit, due to the circuitous routing that is required. In addition, riders are forced to decide whether to either ride ‘out of direction’ for much longer distances to reach their destination, in order to stay on the same side of an expressway, or, to walk long distances under expressway ‘turnarounds,’ in generally very pedestrian-unfriendly environments, in order to arrive at the opposing (returning) direction bus stop. Pedestrian Infrastructure The region’s pedestrian network lags behind that of its road network. A short trip that can be completed relatively quick and safe by vehicle may be more difficult and less safe if travelled on foot. Transit service, although delivered through the use of a vehicle and operated on a roadway, is dependent upon use by the pedestrian. The current trend of regional land use patterns, along with the lack of pedestrian facilities and amenities, create conditions that are uninviting, and oftentimes, unsafe to pedestrians. Wide streets with narrow sidewalks placed against a curb, the absence of trees or building awnings for shade, and deep building setbacks, represent a streetscape designed to the scale of the automobile, not the pedestrian. Auto-oriented frontage-road development, in which storefronts are separated from the street by vast, non-shaded parking lots are not ideal pedestrian environments and serve as additional incentives to choose driving over pedestrian and/or transit modes. A non-existent or unsafe pedestrian system is a barrier to the walking experience and hence, a barrier to transit use. MOBILITY 2040 DRAFT 6 - 13 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 94 of 170 Narrow streets with wide sidewalks, separated from the curb by landscaping/street trees, pedestrian islands or medians, buildings close to the street with shading devices and parking areas located behind buildings, are design considerations that provide safer pedestrian environments and are incentives for increased pedestrian and transit use. Without a safe, comfortable, and continuous pedestrian network that links origins and destinations, transit use will never reach its full potential, and driving will continue to be the travel mode of choice for those who can afford it or have no other viable travel mode option. Addressing the Challenges and Issues Efforts to address some of the pedestrian network challenges are already underway. The Advanced Transportation District (ATD) allows for additional investment in public transportation, more sidewalks, and other infrastructure projects. As described in Chapter 5 (Pedestrian System), other initiatives are being developed to improve the pedestrian infrastructure within the region. Alternative approaches to current development patterns, as outlined in the City of San Antonio Unified Development Code, may lead to urban conditions that are more conducive to transit use. However, many improvements and policy changes are still needed in order to make transit a travel mode of choice for residents in the San Antonio metropolitan area, and to reduce the level of impending environmental challenges facing the region. Together with local partners, VIA is facilitating planning efforts to identify opportunities where implementation of pedestrian infrastructure improvements can make the greatest gains in addressing a pedestrian network that supports increased transit use. Goals: VIA’s Long Range Plan The VIA Long Range Comprehensive Transportation Plan (LRCTP), branded as SmartwaySA, was formally adopted by the VIA Board of Trustees (Board) in July 2011 and is shown in Figure 6.8. Figure 6.8 SmartwaySA Long Range Plan MOBILITY 2040 DRAFT 6 - 14 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 95 of 170 The plan, which was prefaced by almost two years of intense public participation by citizens, organizations and community leaders across the region, embraced the community’s visioning process, coupled with the comprehensive analysis of long-term regional mobility requirements, and established a need for alternative modes of transportation in the region. Furthermore, the LRCTP provides a comprehensive framework for directing transit investments, and identifies potential financial resources and tools necessary to implement and sustain the Plan goals. The Plan incorporated the MPO’s Transit Oriented Development and Infill Scenario as adopted in the Metropolitan Transportation Plan for 2035. Long Range Transit Projects Derived from VIA’s Long Range Comprehensive Transportation Plan 2035 (LRCTP) are a number of key projects that make up VIA’s Capital Program. Following are updates of several of the projects in progress. VIA Metro West Plaza (previously known as Westside Multimodal Center) MOBILITY 2040 DRAFT 6 - 15 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 96 of 170 Phase I of the Metro West Plaza serves as a customer service center, a passenger waiting facility and a point of intersection between several existing bus routes, a suburban Express route, and the Primo bus rapid transit 100. As of Fall 2014, the facility is home to VIA’s administrative offices. This facility will accommodate a critical mass of bus activity, allowing patrons to make transfers from one route to another at this location with improved amenities relative to their present-day experience. Phase II will include the construction of improved amenities, a transit plaza, and area for private sector retail and office opportunities. The longer-term goals include multiple modes of transit to include high capacity, intercity bus (such as Greyhound), and passenger rail (Amtrak and LoneStar). Downtown Patron Amenities Figure 6.9 Downtown Transit Stop The proposed downtown amenity improvements include the use of a modular design component system for signage and shelter elements, which can be appropriately scaled to right-of-way conditions. The intention is to create a uniform look for VIA’s downtown services. Real-time bus information will be incorporated into many of the shelters, particularly those stops with the highest ridership levels. Wherever possible, the shelters will be located within the right-ofway, in a manner that allows for an unimpeded flow of pedestrians while providing a comfortable amenity for VIA customers. In 2014, new shelters were installed or replaced at 66 downtown locations and an additional 258 locations systemwide. As opportunities become available, enhancements (e.g. public art, hardscape improvements) to specific locations will be considered. Brooks Transit Center This project includes a Transit Center proposed for the vicinity of Brooks City Base. The need is driven in part by growing population and new employment and retail opportunities, particularly focused on redevelopment initiatives at Brooks City Base. As with other transit facilities in this program, this project will seek opportunities for joint development. The Brooks Transit Center will provide a safe indoor waiting facility, where customers can obtain information on next bus arrival time and other system services. VIA currently operates five (5) bus routes in the vicinity of Brooks City Base, which sometimes require riders to make complicated transfers between multiple routes, and the Transit Center will bring these routes together at a central location. VIA also MOBILITY 2040 DRAFT 6 - 16 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 97 of 170 proposes to add a new Express route that will provide people with the choice to park at or near the facility, and ride an express service into downtown, which will begin service when the Transit Center opens. The longer-term objectives for Brooks Transit Center not included under this program include expanded local bus services and introduction of bus rapid transit services along Military Drive and Roosevelt Drive as outlined in the Long Range Plan. US 281 Park & Ride The communities adjacent to US 281 north of Loop 1604 represent one of the fastest growing areas in Bexar County. This area also has some of the highest household transportation costs in the region due to the average length of commutes by residents in the vicinity. A new Park & Ride facility offers residents the choice to relieve some of that expense by choosing to use transit to make longer daily commutes. This project offers a more convenient option for existing and potential riders, and for VIA, provides the ability to invest in expanded services for the area. The project was initially slated to be a two phased project, but with the recent influx of $15 million in Surface Transportation Program and Metropolitan Mobility (STP-MM) funds from the MPO, VIA now is able to build the complete project. The project is a 4-Level Parking Garage with a Transit Facility on the ground level. The facility also has a ramp that will allow for direct access to the managed lanes being constructed with the expansion of US 281 by the Alamo Regional Mobility Authority (RMA) and Texas Department of Transportation (TxDOT). The project has an area for joint development which will be developed in a subsequent phase. VIA staff is in close coordination with both the RMA and TxDOT to ensure both projects complement each other. Level of Public Investment: Transit Financial Forecast Financial projections through 2040 show that sources of transit funds are essentially equal to uses of funds, as shown in Table 6.2. Sales taxes account for more than 70% of VIA’s funding. VIA receives sales taxes totaling 5/8-cent per dollar (1/2-cent MTA tax and a 1/8-cent share of the Advanced Transportation District tax); peer transit agencies in Houston, Dallas, and Austin all receive the full 1-cent tax. The uses of funds figures show that operating expenses account for 78% of total uses, with capital expenditures and related debt service accounting for the remaining amount. VIA utilizes debt to finance some capital projects, so that transit benefits can be delivered to the community more quickly. VIA will be using debt to finance transit facility projects and the replacement of its bus fleet over the next several years. VIA will also be replacing diesel-powered buses with buses powered by compressed natural gas. MOBILITY 2040 DRAFT 6 - 17 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 98 of 170 VIA’s financial projections reflect the agency continuing to remain a very costefficient organization. VIA’s cost per hour for delivering bus service is lower than that of most peer agencies, in some cases by 25% or more. VIA has received a variety of awards in recent years recognizing the dedication and commitment of the agency’s employees. VIA is committed to continue seeking additional funding so that services to a rapidly growing community can be expanded. VIA actively pursues various federal and other grant opportunities, and has been successful in the past at competing for discretionary grants. “Formula funds” (grant apportionments) that VIA receives have been included in financial projections. Discretionary grant awards are not as predictable, have been greatly reduced by the federal government in recent years, and are not reflected. MOBILITY 2040 DRAFT 6 - 18 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 99 of 170 Table 6.2 VIA Financial Projections MOBILITY 2040 DRAFT 6 - 19 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 100 of 170 Lone Star Rail District Lone Star Rail District (LSRD) is an independent special district authorized by the Texas Legislature. The Rail District encompasses five counties — Bexar, Comal, Hays, Travis and Williamson — and the cities of San Antonio, Schertz, New Braunfels, San Marcos, Austin and Georgetown. The Rail District’s governing board of 20 members includes elected and appointed officials from those counties and cities as well as representatives of the Alamo Area and Capital Area Metropolitan Planning Organizations (AAMPO and CAMPO), local transportation providers, and the San Antonio and Austin business communities. The Lone Star Rail passenger rail project is a key initiative to help alleviate the congestion and safety problems on IH 35 due to extraordinary population growth and increased NAFTA traffic. The locally preferred alternative—adopted in 2005 by the Rail District Board as well as the Austin and Alamo Area MPOs—is a 112-mile regional passenger rail system located in the existing Union Pacific rail corridor for most of its length. Fifteen stations are planned along the route, which is anchored by the Austin and San Antonio metropolitan areas with additional stations in Schertz, New Braunfels, San Marcos, Kyle/Buda, Round Rock and Georgetown. A 16th station in south San Antonio is being studied in the environmental clearance process which is currently underway. Intercity rail service will offer relaxing, stress-free travel that allows riders the freedom to make the most of their travel time by studying, working, or simply enjoying the scenery. Travel times will be competitive with, if not faster than, travel by automobile; but the key element is that rail travel is predictable and dependable, while accidents, weather conditions, and other variables can often cause unexpected delays for drivers. Significant technical work has been completed for the regional passenger rail project, including: conceptual engineering, alternatives analysis, station location studies, station economic impact analyses, capital and operating cost estimates, operating plans, ridership studies, and financial and economic benefits studies. In October 2010, Lone Star Rail and Union Pacific Railroad (UPRR) executed a Memorandum of Understanding that states the Rail District and UPRR will study the feasibility of relocating UPRR’s through freight to a new route. If an appropriate route is identified, UP will consider moving its “through” freight, which makes up the bulk of the freight traffic, to a new line in exchange for the existing freight line. In November 2010, the Rail District launched the initial study in the freight rail relocation effort—a fatal flaw analysis of alternative routes for the through freight. UPRR’s local freight will remain on MOBILITY 2040 DRAFT 6 - 20 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 101 of 170 the existing mainline, but the relocation of UPRR’s through-freight operations will allow the Rail District to provide passenger rail service on the existing mainline. The Lone Star Rail District believes this project to: Improve mobility throughout the Austin-San Antonio Corridor Provide a predictable, reliable travel choice Divert trucks from IH 35 to new freight bypass, thus improving speed and efficiency of NAFTA trade flows Improve safety in the IH 35 corridor Maintain air quality status (Austin and San Antonio both near-non-attainment areas) Create a regional, seamless, multi-modal transportation system Texas-Oklahoma Passenger Rail Study The Texas-Oklahoma Passenger Rail Study (TOPRS) is an evaluation of a range of passenger rail service options in an 850-mile corridor from Oklahoma City to South Texas. The study began in 2013 and is expected to conclude by the end of 2014. It will document the costs, benefits and impacts of potential rail service alternatives compared to a no-build alternative in a service-level environmental impact statement (EIS). This rail corridor, shown in Figure 6.10, could potentially be a high-speed rail corridor and could complement the aforementioned commuter rail system as a whole. The study will consider the corridor as a whole, as well as three discrete portions of the corridor: Northern: Oklahoma City to Dallas/Fort Worth Central: Dallas/Fort Worth to San Antonio Southern: San Antonio to Rio Grande Valley/Corpus Christi/Laredo MOBILITY 2040 DRAFT 6 - 21 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 102 of 170 Figure 6.10: Texas Oklahoma Passenger Rail Study MOBILITY 2040 DRAFT 6 - 22 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 103 of 170 Conclusion In the past five years, VIA has opened two new major transit centers connecting the region’s largest employment centers - the Westside Multimodal Transit Center and the South Texas Medical Center Transit Center, and implemented the region’s first highcapacity transit line, VIA Primo/BRT on the Fredericksburg Road corridor. In addition, VIA has updated its fleet with new all-electric vehicles, low-emission, low-floor, bicycle accessible, wheel-chair accessible buses, and in total has accumulated a fleet that’s 33% non-diesel. With an unprecedented local public involvement campaign, VIA completed the Long Range Comprehensive Transportation Plan for 2035 SmartWaySA. The Plan established an integrated blueprint for future high capacity transit options, new facilities and bus service enhancements throughout the region and enhanced bus service options. VIA forged new partnerships with local partners and was successful in obtaining federal grant awards to fund new innovative projects in the region - SmartMove. VIA has developed a joint development program in an effort to explore opportunities with the private sector for mixed-use development at locations where higher densities are appropriate and can support live, work and play opportunities. In addition, VIA has developed a public art program for integration into capital projects to enhance the customer experience at their facilities. Despite these numerous accomplishments, public transportation is still not a mode of choice among most commuters in the metropolitan area. Land development patterns, the lack of an accessible pedestrian system, the relatively low cost of owning and operating a vehicle, and limited transit options continue to make travel by automobile the preferred mode of choice. However, future scenarios indicate, that by the year 2040, increases in population and employment, as well as the regional costs associated with increased congestion, reduced air quality and water sources, will affect an increase in demand for public transportation services. Financial projections through 2040 show that current revenue sources are insufficient to meet any public transportation demand beyond that currently experienced. It is evident that new, creative and non-traditional revenue sources are needed to guarantee that increased public transportation service and modes will continue to play a vital role in the regional economy as the Alamo Area continues to establish itself as a desirable location for high-tech and creative class opportunities, and compete on a national scale. MOBILITY 2040 DRAFT 6 - 23 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 104 of 170 This page intentionally left blank. MOBILITY 2040 DRAFT 6 - 24 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 105 of 170 8. Freight Movement Accomplishments Over the Past Five Years Over the last several years, regional leaders have worked to ensure that the San Antonio region takes advantage of the considerable economic generators arising from its unique geographic location, world-class infrastructure, bilingual-bicultural workforce, and low cost business climate. San Antonio, known as an inland port, provides a strategic location for distribution, transshipment and international trade processing activities, and has key logistical assets that support the delivery of products to both domestic and international customers. In support of the regional freight vision, the Alamo Area Metropolitan Planning Organization (MPO) has completed a number of tasks to maintain and improve freight infrastructure and operations. Over the past five years, MPO staff has identified and mapped National Highway System (NHS) Intermodal Facilities and Intermodal Connectors throughout the region. MPO staff hosted a regional Freight Stakeholder’s Workshop in November 2013 and will likely conduct similar workshops every two years. Staff has also been active in the Texas Department of Transportation’s (TxDOT) statewide Freight Advisory Committee as well as participating in TxDOT’s Freight Planning meetings for establishing the MAP21 required freight performance measures. In addition the MPO utilizes both the Freight Analysis Framework 3 (FAF3) data from the Federal Highway Administration (FHWA) as well as acquired the Transearch Freight data made available through TxDOT’s Transportation Planning and Programming Division (TPP). To further support the planning process, a representative of Union Pacific Railroad has served in the nongovernmental, ex-officio position on the Transportation Policy Board (TPB) and a representative of the trucking industry serves on the Technical Advisory Committee (TAC). MPO staff also has ongoing participation with freight providers through the Union Pacific Advisory Committee and the San Antonio Transportation Association. The movement of goods by truck, rail and air is essential to the economic strength of an area. Trucks transport between local supply sources (warehouses) to points of consumption (retail stores or homes) and connect elements (seaports, airports, and rail and freight terminals) of the transportation system. To support the truck and rail-based freight analysis the MPO utilized Transearch data and FHWA’s Freight Analysis Framework (FAF3) to provide current and projected flow of domestic and international cargo to, from and through the region. Additionally, TxDOT has undertaken three rail plans in the past several years: a Regional Rail Master Plan, Freight Rail Relocation Study, and Adaptive Rail Reuse (Land Use) Study. The City of San Antonio also continues to implement its adopted Airport Master Plan. MOBILITY 2040 DRAFT 8-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 106 of 170 The National Freight Picture The U.S. freight transportation network moves a staggering volume of goods each year. Over 15 billion tons of goods, worth over $9 trillion, were moved in 1998 according to the FHWA. By 2020, the U.S. transportation system is expected to handle about 23 billion tons of cargo valued at nearly $30 trillion. Freight moves throughout the U.S., according to the FHWA, on 985,000 miles of Federal –aid highways, 141,000 miles of railroads, 11,000 miles of inland waterways and 1.6 million miles of pipelines. According to the American Trucking Association, trucks move roughly 67% of the nation's freight by weight. In 2011, there was $603.9 billion in gross freight revenues (primary shipments only) from trucking, representing 80.9% of the nation’s freight bill and 9.2 billion tons of freight (primary shipments only) transported by trucks, representing 67.0% of total domestic tonnage shipped. Table 8.1 are the Bureau of Transportation Statistics estimates based on preliminary data from the 2012 Commodity Flow Survey. Table 8.1 Shipment Characteristics by Total Modal Activity for the United States: 2012 Mode of 2012 Ton– Ton-miles transportation miles (2) (Percent (1) (millions) of Total) All modes 3,319,666 100.0 Truck 1,270,507 38.3 Rail 1,696,694 51.1 Inland water 163,972 4.9 Great Lakes 28,478 0.9 Deep sea 81,693 2.5 Air 5,597 0.2 Pipeline (4) S S Parcel, U.S.P.S. or courier 20,438 0.6 Other modes 279 Z Source: Bureau of Transportation Statistics MOBILITY 2040 DRAFT Tonmiles CV (3) 3.9 1.2 7.8 9.8 31.1 17.3 22.4 S Standard Error for Ton-miles (Percent of Total) 0.0 1.5 2.0 0.6 0.3 0.4 Z S Average miles per shipment CV 1.5 4.2 9.5 9.8 15.0 6.6 10.4 S 873 2.0 Z 1.5 2 27.5 Z 30.3 2012 Average miles per shipment 572 212 901 358 522 1,288 909 S 8-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 107 of 170 Texas ranks first in trading with Mexico and third in trading with Canada based on value of goods. This includes all modes, but demonstrates the tremendous impact freight is having and will continue to have, based on the amount of truck freight traffic as mentioned previously, on IH 35 through the San Antonio region. Table 8.2 Top 10 States Trading with Canada by All Modes of Transportation January 2012 January 2013 Value Rank Value Rank Michigan 5,786 1 5,676 1 -1.9 Illinois 5,099 2 5,059 2 -0.8 Texas 3,119 4 3,222 3 3.3 Ohio 2,904 5 3,221 4 10.9 California 3,208 3 3,026 5 -5.7 New York 2,603 6 2,915 6 12.0 Washington 1,876 8 1,979 7 5.5 Pennsylvania 1,987 7 1,938 8 -2.5 Indiana 1,439 11 1,609 9 11.8 Minnesota 1,576 9 1,512 10 -4.1 State Percent Change January 2012- 2013 Source: Bureau of Transportation Statistics, TransBorder Freight Data. Table 8.3 Top 10 States Trading with Mexico by All Modes of Transportation January 2012 January 2013 State Percent Change January 2012- 2013 Value Rank Value Rank Texas 15,604 1 15,887 1 1.8 California 4,975 2 4,748 2 -4.6 Michigan 3,147 3 3,540 3 12.5 Illinois 1,219 4 1,335 4 9.5 Arizona 1,141 5 1,216 5 6.5 Ohio 851 7 1,013 6 19.1 Louisiana 1,050 6 859 7 -18.2 Tennessee 726 8 790 8 8.8 Georgia 513 13 576 9 12.2 Indiana 572 10 572 10 -0.02 Source: Bureau of Transportation Statistics, TransBorder Freight Data. MOBILITY 2040 DRAFT 8-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 108 of 170 As described in the aforementioned tables, the North American Free Trade Agreement (NAFTA) related trade continues to impact the not only the state, but also the Alamo area and will continue to do so, growing at a faster rate than what had been anticipated. NAFTA came into force in 1995 and removed trade barriers between Canada, the United States, and Mexico. Mexico is now Texas’ largest trading partner, making up 35.7% of Texas’ total exports; Canada is second at 9%. From 2011 to 2012, trade with Mexico from Texas increased 8.5% while trade with Canada increased 7.8%. The top commodities being exported to Mexico from Texas, according to the Texas Freight Advisory Committee, are Computer and Electronic Products (23.4%), Petroleum and Coal Products (15.3%), Transportation Equipment (12%) and Chemicals (11.3%). Maintaining and growing trade with Mexico relies on maintaining adequate capacity and increasing efficiency of the Texas transportation network, especially near border crossings. In the Alamo Area, the forecasted growth in freight movement, local population and employment will increase the stress to our entire network system, continuing to reinforce the need for continued multi-modal development. Truck Freight Data National and Statewide Truck Freight Data Figure 8.1 and 8.2 on the following page depict the national truck traffic network flows through the region. Figure 8.1 shows the 2010 major flows by truck to, from and within Texas. While Figure 8.2 shows the projected 2040 major flows by truck to, from and within Texas. It not only establishes Texas’, but also San Antonio’s importance in the trucking freight industry. The map shows Texas’ importance in freight movement throughout the country. Trucks are a critical link in the Texas multimodal freight system. According to the Texas Freight Mobility Plan, annually over $1.6 trillion/1.2 billion tons of freight are moved on Texas highways. In 2011, trucks moved over 46% of all freight moved in Texas. By 2040, it is predicted that truck tonnage will increase by 78% and account for 56% of all freight moved. MOBILITY 2040 DRAFT 8-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 109 of 170 Figure 8.1 Average Daily Non-local Freight Truck Traffic on the National Highway System: 2010 Source: Freight Analysis Framework 3.5 Figure 8.2 Projected Average Daily Non-local Freight Truck Traffic on the National Highway System: 2040 Source: Freight Analysis Framework 3.5 Local Truck Freight Conditions Figure 8.3 depicts the amount of freight that comes to and from San Antonio in tons. It demonstrates San Antonio’s importance as it serves as a hub based on its location for cargo traveling to and from important ports of entry such as Houston, Laredo, Corpus Christi and El Paso. MOBILITY 2040 DRAFT 8-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 110 of 170 Figure 8.3 Statewide Truck Flow Network To and From the San Antonio region Source: Freight Analysis Framework 3.5 San Antonio Region NHS Intermodal Connectors and Facilities Due to the importance the Alamo Area plays in national freight movement of all modes, in 2012, MPO staff identified and mapped intermodal terminals for the following categories: Fuel Terminals Truck/Rail terminals Intercity Rail terminals Commercial Airports Intercity Bus Terminals Public Transit (Park and Rides) Public Transit (Transit Centers) Once these terminals were identified and mapped, staff used traffic counts and field observations to identify the intermodal connectors from the terminals to the highway system. This is important for the national infrastructure to support freight movement in the region. Due to the recent expansion of the MPO’s boundary, the MOBILITY 2040 DRAFT 8-6 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 111 of 170 updating of these facilities and connectors will continue and can be found on the MPO’s iMap (online mapping application) following the MPO’s Transportation Policy Board, TxDOT and FHWA approval. Freight Stakeholder Meetings In order to gain more information concerning freight movement throughout the region, in the fall of 2013, the MPO held a Freight Stakeholder Workshop. Truck freight and rail freight were represented from those located in Bexar County, Comal County, Guadalupe County and a portion of Kendall County participated. The workshop was held at the Schertz Civic Center along the heavily congested IH 35 corridor. MPO staff provided a short presentation followed by a question and answer session. Participants were then asked to visit each of the four mapping stations each containing maps of the aforementioned counties. Each station was set up for a specific category of freight related issues. These categories included: Congestion, Safety Issues, Rail Issues, Delivery Issues, Physical Barriers and Conflict Points. Participants moved from station to station noting their concerns directly on the maps and MPO staff served as scribes annotating each issue. Additionally, an MPO staff member using Google Earth Streetview projected onto a large wall where participants could identify the specific location of a certain issue encountered for better documentation. Two sessions were held: one in the morning and another in the afternoon. Both were similar in format and content so attendees could participate in the workshop that fit best with their schedule. Both workshops were very well attended with participants from: TxDOT, FHWA, local law enforcement including Bexar County Sherriff’s Department and Schertz Police Department, the Economic Development Corporation of Schertz, Independent school district officials of Schertz, Cibolo and Universal City, local city department officials, trucking companies and distribution centers with employees within logistics, safety, and operations and maintenance of major trucking companies. The results of the Freight Stakeholder’s Meeting sessions were the notation and documentation of the following within the MPO boundary: 61 segments and or locations of traffic congestion 23 specific areas identifying safety concerns 8 segments identifying combined safety/congestion concerns 10 locations of rail issues 2 places of delivery issues 23 points of physical barriers 6 areas of conflict points MOBILITY 2040 DRAFT 8-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 112 of 170 This input was compiled in a GIS data layer that is available on the MPO’s website along with the documentation provided to partner agencies concerning their roadways to consider potential improvements that may be developed and implemented. The MPO hopes to use these workshops as a way to continue the dialogue concerning freight related issues within the region and note the transportation solutions that have been implemented. Figure 8.4 Freight Stakeholder Workshop Results Source: AAMPO Rail Freight Data National Rail Freight Data Trucks move most of the nation’s freight and will continue to do so, but rail freight is critical to the freight transportation system, the competitiveness of many industries, and the economies of most states. In the American Association of State Highway and Transportation Officials (AASHTO) Freight Rail Bottom line report, AASHTO reports the following public benefits of the freight-rail system: Transportation System Capacity and MOBILITY 2040 DRAFT 8-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 113 of 170 Highway Cost Savings, Economic Development and Productivity, Environmental Health and Safety, International Trade Competitiveness and Emergency Response. According to the American Railroad Association, America’s freight railroads have reinvested $550 billion since 1980, including more than $25 billion in both 2012 and 2013. Recent forecasts from the Federal Highway Administration found that total U.S. freight shipments will rise from an estimated 19.7 billion tons in 2012 to 28.5 billion tons in 2040. This is a 45% increase as shown in Figure 8.5. Figure 8.5 US Freight Forecasts Source: FHWA Office of Freight Management and Operations, Freight Analysis Framework version 3.5 Texas leads the nation in both Rail Freight Originating and Terminating sites with 18 million rail tons originating and 39.6 million tons terminating. Figure 8.6 shows the freight rail network in the United States, including routes operated by both the major carriers and smaller railroads. According to the American Association of American Railroads, the Nation’s freight rail networks—with more than 140,810 miles of track—move more than 2.2 billion tons of commodities every year. The seven large Class I railroads accounted for 95,664 miles, about 68% of total mileage. Texas is the largest carrier of the nation’s rail freight accounting for 8% nationally. MOBILITY 2040 DRAFT 8-9 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 114 of 170 Figure 8.6. U.S. Freight Rail Network Source: Association of American Railroads Local Rail Freight Data The basic framework of San Antonio’s rail network was laid out many years ago, with the construction occurring between 1877 and 1912 according to TxDOT. With the deregulation of the railroad industry in 1980, the railroads have endured increasing competitive pressures from other modes of transportation, especially the trucking industry. This competition has impacted railroad infrastructure improvements and expansion projects to the point where they are done very selectively. As a result, the railroads are turning to the movement of higher profit margin products such as containerized freight. It is predicted that the next 25 years will see tremendous demands placed on the rail network due to international trade growth and rising fuel costs. This may lead to more truck to rail modal shifting and thus longer and heavier trains. According to estimates from the American Association of Railroads, railroads move the equivalent of 20.3 million trucks in Texas annually. It is worth noting, that Texas has the single largest rail system in the U.S. and carries 8% of all U.S. rail freight. By 2040, total rail traffic in the region, excluding through traffic, is expected to increase by 15% for an average of .5% annually. Domestic rail intermodal is expected to more than double by 2040, growing nearly 3% annually. Currently according to TxDOT, there are on average 100 trains a day moving through the MPO region. MOBILITY 2040 DRAFT 8 - 10 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 115 of 170 Multi-modal Freight Developments As shown in Figure 8.7 San Antonio is a key highway crossroads and, crossrail location. Within San Antonio, IH 10 runs east to west and stretches from Los Angeles to Florida, which intersects IH 35 running north-south from the border in Laredo to Canada. The rail system also boasts both east-west and north-south rails. Because of its location at this national intersection, San Antonio serves as a vital connection point joining California coastal ports, the 600 Mexican maquiladoras dotting the border, the many Texas cities within 250 miles of San Antonio, and a long list of U.S. East Coast, Midwest, and Southeastern metropolitan areas. Figure 8.7 San Antonio Rail Network (Source: TxDOT San Antonio Region Freight Study) Until 2008, the two north-south and east-west rail systems were not accessible from a single intermodal facility. Instead, Union Pacific Railroad (UPRR) operated its MOBILITY 2040 DRAFT 8 - 11 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 116 of 170 intermodal services out of two inner-city yards, requiring 80,000 semi-trucks to pick up or drop off containers each year. Trains often had to bypass San Antonio and deliver containers to Houston; trucks then transported those shipments back to the San Antonio area. In 2008, the Alamo Area began seeing more sustainable transportation improvement projects occur. These would lead to improved safety, better fuel economy by multi-modal opportunities and reduced emissions from truck freight. In 2009, Union Pacific Railroad opened an intermodal rail terminal in southwest Bexar County. This facility transfers freight between rail cars and trucks. UP’s state-of-the-art San Antonio Intermodal Terminal helped the multi-modal aspect of freight making it accessible to both north-south and east-west rails, as well as IH 35 and IH 410. The 350-acre facility offers three ramp tracks, seven support tracks, and two receiving/departing tracks, and is capable of processing about 250,000 containers per year. This intermodal terminal created a distribution point for both inbound and outbound freight to a large part of the country that previously had limited truckcompetitive rail product service. The move attracted customers that had never used rail before. This multi-modal option helps alleviate some of the truck freight congestion by encouraging coordination between freight modes while enhancing the efficiency of goods movement. All of these transportation improvements have encouraged economic development for the San Antonio region. Future Multi-modal Freight Growth Airports, railroad lines and the area’s highway system serve as the primary conduit for movement of goods throughout the region. The San Antonio International Airport offers state-of-the art cargo facilities. Port San Antonio is a master-planned, aerospace, industrial complex and international logistics platform created from the former Kelly Air Force Base. It is centered halfway between the East and West coasts and at the center of the NAFTA Corridor between Mexico and Canada. The port also enjoys designation as a Foreign Trade Zone. Port San Antonio includes an airport, accessibility by the rail roads of Union Pacific and Burlington Northern Santa Fe Railroads, and three interstate highways, IH 35, IH 10 and IH 37. According to the Port, markets of more than 90 million people are within two days drive, and five major seaports are accessible within a three day drive: the Ports of Houston, Corpus Christi, Manzanillo, Lazaro Cardenas and Veracruz. San Antonio exported $6.7 billion in goods and services in 2010, making it one of the least export-intensive metro areas in the country (ranked 79th out of the top 100 metropolitan areas). Nearly a quarter of San Antonio’s exports came in the transportation equipment sector, followed by travel and tourism (12%) and business services (11%). Its role in transportation equipment manufacturing has increased after Toyota chose to locate a pickup truck manufacturing facility in San Antonio in 2003, and it sits squarely in the Texas-Mexico Automotive SuperCluster. Boeing has also MOBILITY 2040 DRAFT 8 - 12 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 117 of 170 concentrated jobs in the region by deciding to partly produce its 787 Dreamliner there and move its aircraft maintenance, modification, and support work from Wichita to San Antonio. While it has a low export base, the region has experienced the seventh-fastest export growth of any U.S. metropolitan area post-recession, partly because manufacturing employment rose 6% over the past two years. One industry having a dramatic impact on San Antonio's economy is oil and gas. Eagle Ford Shale is a fracking project extracting natural gas from shale in southwest Texas, in a massive area stretching from Dallas-Ft. Worth to Mexico. San Antonio is the closest metro area to the project, and, as a result, has become the desired location for all of the corporate, professional, and distribution activities related to it. These activities and manufacturing plants have increased the overall level of freight logistics and distribution related activities. Over the long term, the region will need to not only try to maintain, but also improve its freight infrastructure due to this increased freight traffic. Local Domestic Air Freight In 2013 and 2014, total air cargo freight carried into or out of the San Antonio International Airport was around 115,000,000 lbs., each year. According to the City of San Antonio, the San Antonio International Airport cargo traffic is expected to increase by 35% by the year 2040. TxDOT’s Statewide Freight Efforts In early 2013, TxDOT held their Freight Planning, Freight Advisory Committee kick-off meeting at Port San Antonio. At this meeting stakeholders discussed the drivers of freight demand in Texas including but not limited to: population growth, economic growth, the energy sector and Texas as a Global Gateway. Current State Freight Performance Measurement Efforts TxDOT, has been reviewing data to set targets for each of the likely national performance measures. TxDOT is well positioned to support upcoming federal performance measure requirements. Currently the agency is collecting data and reporting results for anticipated measures which include Annual Hours of Truck Delay and the Truck Reliability Index. The target-setting component will require input and collaboration with MPO’s and other freight partners. Developing freight performance measures for Texas’s multimodal transportation system will be closely integrated with establishing goals and objectives for the Texas Freight Mobility Plan and the state long range plan update. While neither of these MOBILITY 2040 DRAFT 8 - 13 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 118 of 170 strategic frameworks are currently in place at the time of publication, both will likely build from the goals identified in TxDOT’s existing Long Range Transportation Plan, the Strategic Plan and the Texas Freight Planning Technical Report. As shown in Table 8.4, common goal areas in these documents generally align with the national goal areas in MAP-21. Table 8.4 MAP-21 and TxDOT Freight Performance Measure Areas/Categories MAP-21 Goal Areas and TxDOT General Goal Categories MAP-21 Goal Areas TxDOT Goal Category Safety Safety Infrastructure Condition Preservation Congestion Reduction System Performance System Reliability System Performance Freight Movement and Economic Vitality Economic Development/Connectivity Environmental Sustainability Environment Reduce Project Delivery Delays Operations As noted by TxDOT, the Texas Freight Advisory Committee (TxFAC), of which the MPO is a member, plays an important role in supporting the development of freight performance measures for the Texas Freight Mobility Plan. The Texas Freight Mobility Plan will be the first comprehensive and multimodal Freight Mobility Plan TxDOT has published. According to TxDOT, the Plan will: Enhance freight mobility and improve the state’s economic competitiveness by providing efficient, reliable and safe freight transportation while maintaining the quality of life in the state’s communities Define policies and investments that will enhance Texas’ freight transportation system into the future Establish a framework for Texas’ comprehensive freight planning program and decision making The Texas Freight Mobility Plan is on schedule to be completed by December 2014. The MPO looks forward to working with the state in establishing and pursuing the Freight performance measurement goals. MOBILITY 2040 DRAFT 8 - 14 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 119 of 170 9. Environmental Concerns Accomplishments Over the Past Five Years One of the most significant accomplishments over the past five years is the acceptance by the Environmental Protection Agency (EPA) into the Ozone Advance Protocol. In 2013, the Alamo Area Council of Governments (AACOG) worked with partner agencies to draft a Path Forward letter for remaining the largest city in the United States still in Attainment. In addition, the Alamo Area Metropolitan Planning organization (MPO) funds the Commute Solutions program the Alamo Area Council of Governments manages which helps to reduce congestion, by emphasizing ridesharing and telecommuting and focuses on public outreach on air quality issues in the region. Beginning with the Safe, Accountable, Flexible, Efficient, Transportation Equity Act - A Legacy for Users (SAFETEA-LU) and subsequently advanced with the Moving Ahead for Progress in the 21st century (MAP-21) these acts better defined environmental goals that include more integration of metropolitan and statewide planning with the National Environmental Policy Act (NEPA) activities. SAFETEA-LU also required the MPO’s Metropolitan Transportation Plan (MTP), to include a discussion of types of potential environmental mitigation activities and potential areas to carry out these activities which was then continued into MAP-21. In addition to the air quality analysis, during the last five years there has been continued concern among various groups to look after and preserve the water resources within the region. Much of this focus has been centered on protecting the Edwards Aquifer, the primary source of drinking water for the San Antonio area, and the Carrizo Aquifer that provides the water for San Antonio and areas recently incorporated into the MPO study area. Background When considering any transportation project for funding, the MPO takes into general account potential impacts to the environment and community and considers, where appropriate and necessary, environmental mitigation activities. The following are some of the environmental concerns required to be analyzed by sponsoring agencies within their project development process: Air Quality Water Quality Floodplains Wildlife Habitat Agriculture Mobility 2040 DRAFT 9-1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 120 of 170 Edwards Aquifer Impacts Environmental Justice Threatened and Endangered Wildlife (state/federal) Additionally, social and economic justice criteria are required for evaluation for projects that could affect such communities. The MPO utilizes NEPAssist for environmental consideration analysis. However, it is the responsibility of the sponsoring agency, in conducting the environmental analysis for proposed projects, to accurately and fully identify any impacts covering social, economic and environmental concerns, and proposed mitigation approaches, as applicable and warranted, to ensure compliance with relevant state and federal requirements. The MPO and partner agencies work together to ensure there is minimal impact within implementation of transportation projects. The NEPA documentation for each specific project, at the level required by state and federal requirements, specifically addresses impacts related to each project, and the indirect and cumulative impact of projects on a regional scale. Environmental issues in transportation planning continue to be a priority. This chapter discusses local environmental issues: Linking NEPA and Planning, air quality and water and sustainability. Linking Planning and NEPA Planning and Environment Linkages or PEL is an umbrella term for the many environmental issues that should be considered and used in the planning process to improve the environment. PEL addresses many of the concerns addressed under NEPA, such as environmental effects, endangered species, wetlands, and cultural preservation. It also includes Linking Planning and NEPA activities and concepts regarding how to conduct transportation planning-level choices and analyses so they may be adopted or incorporated into the process required by NEPA. PEL pertains to a wider array of issues and topics, including planning-level interagency consultation and coordination. The MPO utilizes PEL as an approach to transportation decision-making that considers environmental, community, and economic goals early in the planning stage, and carries them through project development, design, and construction. The MPO strives for a seamless decision-making process that minimizes duplication of effort, promotes environmental stewardship, and reduces delays in project implementation. The MPO has continued to be a part of PEL working groups within the MPO Study Mobility 2040 DRAFT 9-2 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 121 of 170 Area. MPO staff has been and continues to be involved in several IH 35 TxDOT led PEL initiatives. Environmental Analysis Tools The MPO uses mapping-based programs to help in the environmental evaluation of projects. NEPAssist is an innovative tool that facilitates the environmental review process and project planning in relation to environmental considerations. This webbased application draws environmental data dynamically from EPA regions' Geographic Information System databases and provides immediate screening of environmental assessment indicators for a user-defined area of interest. These features contribute to a streamlined review process that potentially raises important environmental issues at the earliest stages of project development and can be used in project planning. NEPAssist draws information from publicly available federal, state, and local datasets, allowing stakeholders to view information about environmental conditions within the area of a proposed project quickly and easily at early stages of project development. The data sets include information on regulated facilities, demographics, water features, historic places, threatened & endangered species and wetlands. The Clean Air Act The ratification of the Clean Air Act of 1970 authorized the development of comprehensive federal and state regulations to limit emissions from both stationary (industrial) sources and mobile sources. Four major regulatory programs were initiated: the National Ambient Air Quality Standards (NAAQS) State Implementation Plans (SIPs), New Source Performance Standards (NSPS), and National Emission Standards for Hazardous Air Pollutants (NESHAPs). The EPA was created on May 2, 1971 in order to implement the various requirements included in the Clean Air Act. The Clean Air Act required areas to create plans to meet the air quality standards and set deadlines for achieving those standards. Using this authority, the EPA has promulgated air quality standards for six air pollutants: sulfur dioxide (SO2), particulate matter (PM2.5 and PM10), nitrogen dioxide (NO2), carbon monoxide (CO), ozone, and lead. The Act required the EPA to review the scientific data upon which the standards are based, and revise the standards, if necessary, every five years. Originally, the Act required that the air quality standards be attained by 1977 at the latest, but states experienced widespread difficulty in complying with this deadline. As a result, deadlines have been extended several times. Under the 1990 Clean Air Act Amendments, areas not in attainment with the air quality standards were required to meet special compliance schedules, staggered according to the severity of an area’s air pollution problem. In a major departure from the prior law, the 1990 Clean Air Act Amendments group nonattainment areas into classifications based on the extent to which the air quality standard is exceeded, and establish specific pollution controls and attainment Mobility 2040 DRAFT 9-3 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 122 of 170 dates for each classification. The classifications are as follows: Marginal, Moderate, Serious, Severe, and Extreme. Areas with more severe air pollution problems have a longer time to meet the standards, but also have more stringent control requirements placed on them. Currently, air pollutants are monitored on a daily basis. These pollutants include ozone, nitrogen dioxide, carbon monoxide, and particulate matter. A community may be in attainment for one of these pollutants and non-attainment for another. As stated earlier, the issue in San Antonio with regard to air quality is ground level ozone. However, unlike the other pollutants, ozone is not directly emitted, but is formed by the interaction of volatile organic compounds (VOCs) and nitrogen oxides (NOx) in the presence of sunlight as shown in Figure 9.1. Therefore, the control of ozone is based on regulating emissions of VOCs and NOx. Figure 9.1 Ozone Formation (Source: AIRNow.gov) The Ozone Standard In April 2004, the Environmental Protection Agency published revisions to the air quality standards. A key modification to the ozone standard was a change in averaging time, thus strengthening the standard. Formerly, measurements of ozone were averaged over a one-hour block of time, but the new requirement increased the time to an eight-hour period. Due to these stricter standards more areas throughout the nation were labeled non-attainment. The EPA is required to revisit the air quality standards every five years and set new standards if deemed necessary to protect public health with “an adequate margin of safety”. Mobility 2040 DRAFT 9-4 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 123 of 170 In March 2008, the EPA significantly strengthened the air quality standards again, by lowering the ozone standard from 85 parts per billion (ppb) to 75 ppb. These changes increased the number of areas to receive non-attainment status, but at the same time improved both public health and the protection of sensitive trees and plants. The San Antonio region met the 2004 standard of 85 ppb, but has not consistently stayed under the 2008 standard of 75 ppb. In 2011 and 2012 the Alamo Area MPO study area exceeded this standard. However, EPA is no longer designating NonAttainment status under the 2008 Standard, but instead waiting for the release of its new, most likely, stricter standard. While the lower standard of 75 ppb has according to EPA yielded more public health benefits, it was not set as low as the EPA’s scientific advisors had originally recommended. Since the Clean Air Act makes science the preeminent criterion in the standard setting process, many who felt it should be lower did not believe that the EPA followed the Act correctly in revising the standard in 2008. In 2009, the EPA announced the agency would “reconsider” the 2008 national ozone standard to ensure they are scientifically sound and protective of human health. As of publication of this document, EPA is scheduled to propose revisions to the ozone standards by January 2015 and will issue a Final Rulemaking by September 2015. State recommended Non-Attainment Designations by the Texas Governor would be due to EPA by September 2016 and by May 2017 EPA would respond by proposing Non-Attainment Designation boundaries. Final Non-Attainment Designations will be made in September 2017 with transportation conformity due a year from that date. Therefore, for the Alamo Area MPO to stay in attainment, we will likely need 2014, 2015 and 2016 ozone seasons to be in compliance with the new lower standard. Air Quality Conditions The MPO study area currently has several Continuous Air Quality Monitoring Systems (CAMS), which record ozone levels daily. The regulatory ozone CAMS include the San Antonio Northwest (C23), Camp Bullis (C58), Calaveras Lake (C59), Pecan Valley (C678) and the CPS Heritage Middle School (C622). In addition, the Alamo Area Council of Governments (AACOG) operates six non-regulatory ozone monitoring sites across the region during the ozone season. Currently, since a new standard has not yet been adopted, the ozone regulation for the San Antonio region is still based on the 2008 8-hour ozone average of 75 ppb. To meet the eight-hour standard, the community’s “three-year average of the annual fourth-highest daily maximum eight-hour concentration measured at each monitoring site” must be less than 75 ppb. Figure 9.2 shows the areas certified 8-hour design value trends by CAMS site for the years 1980-2013 and Table 9.1 shows the percent change in emissions from 1980 to 2012. Mobility 2040 DRAFT 9-5 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 124 of 170 In this region, on-road vehicles are the largest single source of all ozone precursors. Fortunately, improvements in technology have had a considerable effect on the reduction of air pollution (emissions from new vehicles have declined over time as emission controls and fuel efficiency have improved). Figure 9.2 San Antonio Eight-Hour Design Value Trends by Site (Source: April 2014 Air Tech AACOG presentation) Table 9.1 Percent Change in Emissions Nationwide Since 1980 Pollutant Carbon Monoxide (CO) 1980 vs 2012 ‐72 1990 vs 2012 ‐65 Nitrogen Oxides (NOx) ‐59 ‐52 Volatile Organic Compounds (VOC) ‐57 ‐45 Fine Particulate Matter PM2.5 ‐‐‐ ‐57 Notes: ‐‐‐ Trend data not available Negative numbers indicate reductions in emissions Percent change in emissions based on thousand tons units Mobility 2040 DRAFT 9-6 2000 vs 2012 ‐51 ‐50 ‐24 ‐45 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 125 of 170 Annual emissions estimates are used as one indicator of the effectiveness of air quality programs. Figure 9.3 shows that between 1980 and 2012, gross domestic product increased 133%, vehicle miles traveled increased 92%, energy consumption increased 27%, and U.S. population grew by 38%. During the same time period, total emissions of the six principal air pollutants dropped by 67%. The graph also shows that between 1980 and 2012, CO2 emissions increased by 19%. Therefore in some criteria pollutant areas, we are improving while in others we are seeing increases. Figure 9.3 Comparison of Growth Areas and Emissions, 1980-2012 Source: EPA CO2 emissions estimate through 2012 EPA Clearinghouse for Inventories and Emissions Factors In order to reduce criteria pollutants, even though we have cleaner vehicles, we should try to reduce vehicle miles of travel. Reduction in the growth of vehicle miles of travel requires behavioral changes rather than solely relying on improvements in technology. The challenge is to reduce the length of most trips and to identify and implement strategies to encourage walking, bicycling and transit use. Vehicles are not the only source however, according to the AACOG Emissions Trend Analysis for the San Antonio-New Braunfels Metropolitan Statistical Area (MSA) of ozone forming pollutants, there are 275.36 tons of VOCs and 240.26 tons of NOx emitted daily in from all man-made sources (power generation, vehicles, aircraft, etc.) in 2012. See Table 9.2. Mobility 2040 DRAFT 9-7 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 126 of 170 Table 9.2 2012 Human-Made Emission Sources Ozone Season Weekday Anthropogenic VOC and NOx emissions for the San Antonio-New Braunfels MSA, 2012. Source Type Other Non-Road Off-Road Area Point On-Road VOC (tons/weekday) Tons/Weekday Percentage 3.07 1.4% 27.10 12.1% 3.26 1.5% 151.25 67.6% 6.11 2.7% 32.93 14.7% Total 223.70 NOx (tons/weekday) Tons/Weekday Percentage 3.85 2.0% 19.59 10.3% 8.13 4.3% 15.61 8.2% 66.35 34.9% 76.71 40.3% 100.0% 190.24 100.0% Source: AACOG, Oct. 2013. “Emissions Trend Analysis for the San Antonio-New Braunfels MSA: 1999, 2002, 2006, 2012, 2018, and 2023” It is expected that new gasoline standards will be effective in significantly reducing motor vehicle emissions, including nitrogen oxides (NOX), volatile organic compounds (VOC), fine particulate matter (PM2.5), carbon monoxide (CO) and air toxics. Air Quality Mitigation Efforts Currently, the MPO is involved in the Ozone Advance Protocol. In order to be a part of the Ozone Advance, the region needed to list conditions and mitigations efforts to submit to EPA in a Path Forward letter. The Ozone Advance Path Forward lists the things partner agencies and the area will do in order to ensure compliance with the current and future Ozone Standards. The MPO, working through TxDOT and the Texas Transportation Institute (TTI) added projects to the Ozone Advance, which we have in our Transportation Improvement Program (TIP) that show benefits for air quality from several projects through Mobile Source Emission Reduction Strategies (MoSERS) analysis. The MPO also funds the Commute Solutions program the Alamo Area Council of Governments manages which helps to reduce congestion, by emphasizing ridesharing and telecommuting and focuses on public outreach on air quality issues in the region. During the Ozone Season, from April through October, the Texas Commission on Environmental Quality (TCEQ) designates an Ozone Action Day (known locally as an Air Quality Health Alert Day) when meteorologists predict that, on the following day, weather conditions will be suited for the production of high ozone levels. Ozone Action Days are broadcast across the region by the National Weather Service. Notice is given to local officials, news media, business, and industry in participating areas. On Ozone Action Days groups sensitive to the effects of ozone, specifically the elderly, children, Mobility 2040 DRAFT 9-8 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 127 of 170 and individuals with lung diseases, are advised to avoid exposure by minimizing time outdoors. When TCEQ forecasts an Ozone Action Day, AACOG and the Alamo Area MPO and other local agencies put up their Ozone Alert Flags and list a number of steps people can take to improve air quality, including driving less, carpooling, properly inflating your tires, using transit and refueling vehicles and mowing after 6:00 pm. Additionally, several local activities have been implemented to reduce the production of ozone. The use of lower Reid Vapor Pressure gasoline, conversion of fleets to alternative fuels, delayed school start times, encouraging model shifts (carpool and public transportation), restriction of construction and maintenance activities, and a gas cap replacement program have all contributed to improving air quality. In the Ozone Advance Protocol, local agencies including but not limited to the MPO, City of San Antonio, CPS Energy, the Alamo Area Council of Governments and VIA Metropolitan Transit, have taken further actions that remain ongoing which will have a positive impact on ozone levels in the region. Transportation Conformity and State Implementation Plans Transportation Conformity will be required if the San Antonio region fails to stay in attainment for ozone. Transportation Conformity addresses air pollution from on-road mobile sources. The EPA’s air quality conformity regulations ensure that transportation projects do not cause new air quality violations, exacerbate existing ones, or delay attainment of the standards. In non-attainment areas, these regulations force a determination and offsetting of emission impacts before implementation of transportation plans and projects. The Clean Air Act requires a general plan to attain air quality standards in all areas of the country and a specific plan for each nonattainment area. Each state is responsible for developing and submitting plans to demonstrate how standards will be achieved, maintained, and enforced. In Texas, these plans are developed by the TCEQ and are referred to as State Implementation Plans (SIPs). These SIPs show allowable levels of pollutants. The portion of the SIP that deals with the on-road mobile sources emitted in our region is known as Motor Vehicle Emission Budget (MVEB). SIPs are plans that provide the framework for control measures that will improve air quality and achieve or maintain the air quality standards. Conformity to a SIP means that activities will not: Cause or contribute to any new violation of any standard Increase the frequency or severity of any existing violation of any standard; or Delay timely attainment of any standard Mobility 2040 DRAFT 9-9 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 128 of 170 In order to conform, the MPO’s adopted MTP and Transportation Improvement Program (TIP) must include an analysis showing that projects do not negatively affect the air quality. To be in conformity with the SIP, an area's MTP and TIP must be found to result in emissions that are within the SIP’s MVEB. If the MVEB used for SIP compliance is not available, then the MPO must demonstrate conformity using Interim Tests. The projected emissions resulting from the MPO’s MTP and TIP must be less than the SIP budget or the Interim Emissions Test to be found in conformity. To ensure a smooth conformity process, there are numerous agencies involved within this process. Final determinations of conformity for MTPs and TIPs are made by the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA). The transportation conformity process relies heavily on the interagency Consultation Procedures as outlined in the Code of Federal Regulations and the Texas Administrative Code. The MPO and TCEQ are responsible to meet legal public consultation requirements, and the MPO has principal responsibility for demonstrating transportation conformity. FHWA and FTA are responsible for issuing a final conformity determination. If conformity is not demonstrated, federal funds for highway and transit improvements can be delayed, diverted or in extreme cases even lost. Only a few projects can move forward in a lapse, these include: SIP transportation control measures, safety projects, rehabilitation projects and those projects that do not have a negative impact on air quality. If designated as non-attainment for ozone, the MPO has one year to complete the transportation conformity process. A conformity determination is required every time a new or amended long range plan (MTP) or short range plan (TIP) is adopted (unless only adding exempted projects). Near-Roadside Monitoring On February 9, 2010, the EPA promulgated new minimum monitoring requirements for the nitrogen dioxide (NO2) monitoring network in support of a newly revised 1-hour NO2 NAAQS and they retained annual NAAQS. This created a 1-hour NO2 standard at 100 parts per billion (ppb) defined as the maximum allowable concentration anywhere in an area. This is expressed as 3-year average of the 98th percentile of the annual distribution of daily maximum 1-hour average concentrations, based upon the highest monitor reading located within the area. EPA annual average NO2 standard at 53 ppb. Mobility 2040 DRAFT 9 - 10 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 129 of 170 Within the new monitoring requirements, state and local air monitoring agencies were required to install near-road NO2 monitoring stations at locations where peak hourly NO2 concentrations were expected to occur within the near-road environment in larger urban areas. During the spring of 2013, the MPO received a letter from TCEQ indicating that five locations had been chosen for a potential site near the Loop 410 and IH-10 interchange. The MPO responded by noting that no construction projects were planned to take place in those locations. In early 2014, the MPO was notified that TCEQ had chosen a different location this time near the Loop 410 / IH-35 Fratt Interchange and the roadside monitor had been deployed. The roadside monitor took initial NO2 readings starting in January 2014 as shown in Table 9.3. The MPO does not believe the area is in jeopardy for violating the NO2 1 hour standard in the near term. Table 9.3 NO2 Roadside Monitoring Near Road Monitor Site Data For NO2 in San Antonio Near Road Monitor Site NO2 NAAQS Loop 410/IH 35 Interchange location Monthly High 100 ppb Jan Feb 50.1 ppb 40 ppb Source: TxDOT Environmental Section Although the IH 35 monitoring station is the only near roadside station, there are two other stations that also monitor NO2. In Figure 9.4, the IH 35 NO2 monitor tracks with the others and is only slightly higher, but yet well under the NO2 threshold for NAAQS. Figure 9.4 All NO2 Monitoring Stations within the MPO Boundary Mobility 2040 DRAFT 9 - 11 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 130 of 170 EPA reviewed the NAAQS Standards for both Carbon Monoxide (CO) and Fine Particulate Matter (PM 2.5) and in August 2011 decided to retain the CO Standard at 9 parts per million (ppm) 8hr Standard and the 35 ppm 1hr Standard. The area currently complies with both of these following testing data. In December 2012 the EPA retained the PM 2.5 24hr Standard of 35 micrograms per cubic meter, but revised the Annual Standard to 12 micrograms per cubic meter. The plan by the TCEQ is to utilize the same NO2 Roadside monitoring station to begin measuring for Carbon Monoxide (CO) and Fine Particulate Matter (PM 2.5) beginning in January 2017 Green House Gases Overview In the United States, transportation is the largest source of Greenhouse Gas (GHG) after electrical generation, and within the transportation sector, cars and trucks account for the majority of emissions. The GHG effects, as seen in Figure 9.5, are a natural process by which GHG trap heat from the sun and warm the Earth. Greenhouse gases are carbon dioxide (CO2), methane, nitrous oxide, water vapor and ozone. Figure 9.5 The Greenhouse Effect Source: December 2008 CTE broadcast TC-43: Transportation and Climate Change Mobility 2040 DRAFT 9 - 12 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 131 of 170 On June 2, 2014, the EPA announced a new proposal aimed at cutting pollution from coal-fired power plants, the nation’s largest source of GHG emissions. This proposal is intended to cut carbon pollution from power plants by 30% from 2005 levels by 2030. The regulation, to be finalized in 2015, represents the strongest action yet by the EPA to deal with climate change. The EPA said it is setting goals for each state and that each one will be able to choose how it will meet those goals. The local public utility, CPS Energy, has been planning to cut its reliance on coal in anticipation of tougher federal regulations. Officials at CPS Energy said they support the EPA proposal, noting that the utility is well prepared to comply with a stringent carbon-reduction rule. CPS Energy has been on a path to diversify its power generation sources in recent years. At CPS Energy, coal represented 31.8 % of its capacity in 2010. By 2020, it estimates, its coal-powered capacity will decline to 17.2 %. In addition, CPS purchased an 800-megawatt natural-gas-fired plant in Seguin, Texas in 2012 to replace its coal-fired J.T. Deely plant. CPS Energy decided in 2011 that it would shutter the plant in 2018, 15 years ahead of schedule. CPS Energy has an agreement to buy 400 megawatts of solar power, and the utility is the largest municipal buyer of wind power in the country. CPS Energy has also cited its investment in nuclear power and its plan to reduce power demand through energy efficiency and conservation programs. To date, the U.S. government has not adopted a specific GHG reduction goal for mobile source emissions. With regards to the long-range transportation plan, the FHWA stated that climate change should be addressed in the planning process from both mitigation and an adaptation perspective. The FHWA states that “broad geographic scope and time scale of the planning process makes it an appropriate place to consider GHG emissions and the effects of climate change.” Recognizing that the transportation planning process plays a fundamental role in the state’s, regions’, and communities’ vision for their future, some states and metropolitan areas are incorporating GHG reduction goals into their planning efforts. While there is no Federal requirement for consideration of GHG impacts in statewide and metropolitan transportation planning, some agencies are moving ahead with efforts to quantify GHGs and explore transportation strategies to reduce these emissions. GHG Trends The transportation sector is one of the largest sources of GHG emissions in the U.S., comprising 27 % U.S. GHG emissions in 2010. Figure 9.6 shows that nationally, transportation has historically been the second largest contributor of GHGs behind the electric power industry. Mobility 2040 DRAFT 9 - 13 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 132 of 170 Figure 9.6 U.S. GHG Emissions Allocated to Economic Sectors, 1990 to 2010 Source: U.S. EPA, Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2010, Note: Does not include U.S. territories Nationally, on-road sources account for about 84% of transportation GHG emissions. Carbon dioxide (CO2) is the primary GHG associated with the combustion of transportation fuels, accounting for over 95 % of transportation GHG emissions based on global warming potential. CO2 is emitted in direct proportion to fuel consumption, with different emissions levels associated with different fuel types. GHG Motor Vehicle Scale of Impact Because of the amount of GHG from motor vehicles, as noted earlier, there is a lot of interest in policies to reduce the growth of highway demand by utilizing more efficient and alternative modes of transportation. Other modes of travel include transit, walking, biking, carpooling, vanpooling, and telecommuting. In addition to alternative methods of transportation, reducing traffic congestion can also make a significant contribution to reducing GHG and prevent the waste of billions of gallons of fuel burned every day. Fuel economy standards and alternative fuels can also greatly reduce GHG. Mobility 2040 DRAFT 9 - 14 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 133 of 170 GHG Mitigation Efforts The FHWA notes that strategies to reduce GHG include: Increased vehicle energy efficiency Reduced carbon content of fuels Reduced vehicle miles of travel More efficient land usage Improved vehicle operations Use of new approaches to decision-making Integration of climate change with other regional dynamics Risk assessment approach These strategies have been recognized as effective means around the country to address GHG in transportation plans. The strategies the MPO is implementing, includes looking at ways to reduce vehicle miles traveled (VMT) through alternative modes of transportation and scenario planning. The long range transportation plan looks at future growth options concerning land use and the reduction of VMT while giving the public more transportation options. Although the MPO Study Area is projected to increase in population to approximately 3.5 million people by 2040, where the region’s population resides and the footprint they leave on the environment remains to be seen. The 2040 population and employment maps in Chapter 2 Scenario Planning, show possible future growth patterns and planning focus areas by scenario. Alternative policy initiatives in transportation investments, market trends and land use policies may reshape these growth patterns into forms that are more beneficial to the area’s environment and quality of life. As part of the MPO’s strategies in reducing GHG, it is important to track and reduce VMT throughout the region. A downward trend in VMT is of the greatest benefits in reducing mobile source emissions. There is a new tool that can analyze GHG emissions from local transportation sources, the Mobile Source Vehicle Emissions Simulator model known as the MoVES model. The model represents a significant improvement over older emissions models. It develops energy consumption and emissions estimates based on speed and vehicle power output, and also has the ability to perform some lifecycle analyses. The 2007 version of the model has already been used by several state and local agencies for GHG analyses. EPA plans to add additional energy and GHG enhancements for future versions of MOVES. Mobility 2040 DRAFT 9 - 15 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 134 of 170 Climate change and related effects are complex and there is not yet a single approach to addressing these issues. FHWA has recently focused its resources on supporting transportation and climate change research and disseminating the results to MPOs, providing technical assistance to stakeholders, and coordinating its activities with other Federal agencies. The MPO understands that climate change considerations can be integrated into many planning factors, such as supporting economic vitality, increasing safety and mobility, enhancing the environment, promoting energy conservation, and improving the quality of life. Water Availability There is a continued interest in the protection of natural resources, especially water. Due to the development and expansion in the recharge zone of the Edwards Aquifer area and recent weather conditions including drought, concerns regarding the importance of looking after and preserving the water resources in the San Antonio area continues. The Edwards Aquifer is the primary source of drinking water for the area. It is important for governmental entities, private corporations and citizens to work together to address urban development that impacts the aquifer. Plans such as the Edwards Aquifer Sustainability Initiative specify preferred restrictions on impervious cover percentages that will sustain existing water quality, as well as other measures that will assist in protecting the aquifer. There are three major areas that make up the Edwards Aquifer as noted in Figure 9.7. The largest of these three is the Drainage Area, which makes up approximately 60% of the total Aquifer System. Rain falling in this zone flows south and east by way of rivers and creeks onto the Recharge Zone. In this area, the water flows down through the cracks and joints in the streambeds and sinkholes into the porous limestone below. Moving underground, the water flows south and east, where it becomes contained at depth under pressure in the artesian area or within the well zone limits. Here the water forces its way to the surface through springs or is easily withdrawn by wells. Outside the well zone limit line, groundwater is usually of poorer quality or insufficient quantities to sustain urban development. The study area primarily uses water that enters the Recharge Zone in the west, from Uvalde and Medina Counties. Rapid urbanization poses the potential threat to over pump the aquifer. Therefore if future unsustainable development occurs in the region, sources other than the aquifer will have to be relied upon to supply the area with its water. Mobility 2040 DRAFT 9 - 16 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 135 of 170 Figure 9.7 Edwards Aquifer System Source: Edwardsaquifer.net The Edwards Aquifer is one of the major groundwater systems in Texas. It has been a source of water for people in south central Texas for more than 12,000 years. Today, it is the primary source of water for approximately 1.7 million people. Geographically, the Aquifer extends through parts of Kinney, Uvalde, Zavala, Medina, Frio, Atascosa, Bexar, Comal, Guadalupe, and Hays counties and covers an area approximately 180 miles long and five to 40 miles wide. The total surface area overlying the Aquifer is approximately 3,600 square miles. The Aquifer is the primary water source for much of this area, including the City of San Antonio and its surrounding communities. Historically, the cities of Uvalde, San Antonio, New Braunfels, and San Marcos were founded around large springs that discharged from the Aquifer. As the region grew, wells were drilled into the Aquifer in order to supplement the water supplied by those springs. The Aquifer also serves as the principal source of water for the region’s agricultural and industrial activities and provides necessary spring flow for endangered species habitat, as well as recreational purposes and downstream uses in the Guadalupe, Nueces, and San Antonio river basins. During the 1970s and 1980s, residential development in the San Antonio Metropolitan Area occurred predominantly in the northern part of the region. Because of the concern of continued development over the Recharge Zone, construction in the 1990s occurred in the western and northeastern areas of the County, slightly curbing the expansion to the north. As the metropolitan area continues to grow, the needed transportation projects will impact surface water flow and infiltration, especially during storm or flood conditions. The Aquifer is divided into three main zones: the contributing zone, the recharge zone, and the artesian zone. The contributing zone is also called the drainage area or the Mobility 2040 DRAFT 9 - 17 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 136 of 170 catchment area. Here the land surface "catches" water from rainfall that averages about 30" per year, and water runs off into streams or infiltrates into the water table aquifer of the plateau. Runoff from the land surface and water table springs then both feed streams that flow over relatively impermeable limestone until they reach the recharge zone. Because transportation facilities generally cause an increase in the impermeable surface area, roadways can result in increasing local surface runoff and reducing water infiltration into the soil. Roadway construction projects can also cause the altering of drainage patterns at stream crossings, by changing the speed, direction and amount of storm water flow. Aquifer Mitigation Efforts In 2013, the City of San Antonio (CoSA) approved a Conservation Ordinance. For planning purposes, the San Antonio Water System (SAWS) now includes water savings from conservation as a significant and separate "supply" to recognize its true contribution and value to our diverse water supply projects. Revisions to the CoSA drought ordinance will continue to build on our region’s conservation success and water-wise ways to reach greater savings. Residents will have more opportunities to achieve those results by participating in effective residential and commercial conservation programs outlined by the City There are several mitigation strategies that could be used to reduce storm water runoff and degradation of the Edwards Aquifer by minimizing the impact of transportation improvements. Most of these can be directly incorporated into the design of the transportation facility. Engineering on new projects, and redesign and retrofit of existing facilities could include: erosion control measures and runoff management techniques used to prevent pollution of adjacent waterways and the Edwards Aquifer adjustments to the alignments of transportation facilities used to avoid flood hazards greater use of permeable surfaces employed to reduce impacts on ground water recharge cost/pricing strategies to reduce demand for paved parking or increasing fines for intentional discharge Other mitigation strategies could include compliance with federal, state and local policies, standards and land use strategies that address water resources. Mobility 2040 DRAFT 9 - 18 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 137 of 170 Water Supply The Carrizo Aquifer is also of great importance here in the Alamo Area. Recently, in 2011 the SAWS and Schertz-Seguin Local Government Corporation (SSLGC) finalized the Largest Non-Edwards Regional Water Project. Culminating years of work, SAWS signed a regional water supply agreement with Schertz-Seguin Local Government Corporation (SSLGC) and the cities of Schertz and Seguin to secure the largest non-Edwards Aquifer supply in SAWS history. SAWS Board of Trustees approved a contract to collaborate on a project bringing water from the Carrizo Aquifer in Gonzales County to the cities of San Antonio, Schertz and Seguin. In July 2010, the Gonzales County Underground Water Conservation District (GCUWCD) approved permits for SAWS to produce and transport up to 11,688 acre-feet per year of Carrizo Aquifer water from Gonzales County. SAWS is partnering with the SSLGC to utilize the Corporation’s infrastructure to transport water from Gonzales County to San Antonio renting available capacity in an existing pipeline. Figure 9.8 – SAWS and SSLGC Infrastructure – Current and Future SAWS estimated the Regional Carrizo Aquifer Project has supplied water for approximately 60,000 households that started flowing to San Antonio in late 2013. Texas Drought The majority of Texas is currently experiencing drought. Most of the state has been under drought conditions for over three years. Some climatologists note that Texas could be in the midst of a drought worse than the drought of record in the 1950s. 2011 was the driest year ever for Texas, with an average of only 14.8 inches of rain. 2011 also set new lows for rainfall for March through May, and again from June through August. The high summer temperatures also increased evaporation, further lowering river and lake levels. The effects of drought include draining reservoirs, fueling wildfires, ruining crops, and putting strain on the state’s electric grid. Mobility 2040 DRAFT 9 - 19 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 138 of 170 Drought and its effects on the aquifers may be felt for some time to come. As population increases and we see more drought, the impact to our water supply may be dramatic. However, we can also alleviate any future degradation of these aquifers by minimizing the impact of transportation improvements in these sensitive areas by using the latest mitigation strategies. With no definitive end to the state’s water woes in sight, the 83rd Texas Legislature voted to hold a referendum to decide whether the state will allocate $2 billion from the Rainy Day Fund to fund projects in the State Water Plan. Proposition 6 passed with an overwhelming majority, meaning that the $2 billion will launch a rotating loan program to fund conservation, pipelines, reservoirs, and other water projects that are approved by the Texas Water Development Board. Twenty percent of the fund is earmarked for conservation projects, and another 10 percent is set aside for rural water projects. With increased population and vehicle miles traveled projected, it is important the region stay on top of the latest regulations concerning water quality and air quality. The area will need to be proactive in its protective measures and getting information out to the general public in order to help reduce potential negative impacts to both sensitivities and in order to stay in compliance with the NAAQS in the future. Mobility 2040 DRAFT 9 - 20 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 139 of 170 10. Congestion Management Process Accomplishments Over the Past Five Years The Alamo Area Metropolitan Planning Organization (MPO) continually monitors activities and events that reduce traffic congestion. Additionally, on September 20, 2012, the MPO held a “Traffic Congestion and Safety” public workshop to gather input on traffic congestion and safety concerns within the MPO study area. Once the MPO Figure 10.1 Traffic Congestion and Safety Workshop in Seguin, Texas boundary was expanded, MPO staff held three additional workshops in Seguin (see Figure 10.1), New Braunfels and Boerne on June 16, 17 and 19 of 2014, respectively. On-going activities to reduce congestion include a joint program by the City of San Antonio and MPO that studies then implements signal re-timings in travel corridors. Other mechanisms to reduce congestion include expansion of the TransGuide system (intelligent transportation system) to provide updated motorist travel information, expanded access management techniques, increased frequency of buses in major travel corridors, improved transit amenities to encourage ridership, construction of more pedestrian and bicycle facilities, use of new funding tools to build additional travel lanes, and improved rideshare services between San Antonio and Austin through the River Cities Rideshare Program. With a new travel demand model being completed, the Congestion Management Process (CMP) is continually updated to include new congested corridors and congestion reduction strategies identified through this update of the Metropolitan Transportation Plan. The MPO has also adopted a growth scenario that takes advantage of the transportation system’s capacity and real world growth expectations. VIA Metropolitan Transit is also pursuing the development of high capacity transit in certain corridors. The Lone Star Rail District continues to coordinate with stakeholders throughout the IH 35 corridor for future rail services and the Environmental Impact Statement for this project is underway. Background MOBILITY 2040 DRAFT 10 - 1 Adopted on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 140 of 170 A CMP is a process that monitors transportation facilities for traffic congestion problems and seeks to implement projects, plans and programs to reduce congestion. The CMP is intended to be a systematic, transparent way for transportation planning agencies to identify and manage congestion using performance measures and to direct funding towards projects and strategies that are most effective for alleviating congestion. The United States Department of Transportation describes the results of a CMP as “…presenting a systematic process for managing traffic congestion and providing information on transportation system performance.” Previous federal funding legislation contained the provision for the development of a CMP. A CMP is required in metropolitan areas with population exceeding 200,000. These metropolitan areas are known as Transportation Management Areas (TMAs). Federal requirements also state that in all TMAs, the CMP shall be developed and implemented as part of the metropolitan planning process. A CMP should include alternative strategies for alleviating traffic congestion and enhancing the movement of persons and goods to meet state and local needs. In order to produce an effective CMP, a data collection and monitoring system, a range of strategies for addressing congestion, performance measures or criteria for identifying when action is needed, and a system for prioritizing which congestion management strategies would be most effective should be included. The current transportation bill Moving Ahead for Progress in the 21st Century (MAP-21) retains the CMP requirement, focusing especially on enhanced monitoring and reporting of congestion and reliability. In addition, MAP-21 features a new federal emphasis on performance measurement. Under MAP-21, MPOs will work with state and public transportation officials to set system performance targets. Although the Alamo area is not considered one of the most congested regions in the country, it has been identified as having one of the fastest growing congestion levels. The average citizen in San Antonio spends more than 38 hours in traffic each year, an increase of 58% over the past decade (Urban Mobility Report, Texas Transportation Institute (TTI), 2014). Congestion is a major contributor to air quality concerns as it causes each driver to burn fuel inefficiently and reduces the overall efficiency of the area wide transportation system. With non-attainment of air quality standards imminent for this area, congestion management strategies and transportation control measures must be applied effectively toward relieving a substantial portion of these concerns. Table 10.1 and Figure 10.2 compare San Antonio’s congestion measures with other major Texas cities. At the national level, based on the data, traffic congestion in U.S. cities has remained relatively stable in recent years and continues to underscore the link between traffic and the economy, showing declines in traffic congestion since 2008 Mobility 2040 DRAFT 10 - 2 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 141 of 170 Table 10.1 Comparison of Congestion Measures Source: Texas Transportation Institute’s 2014 Urban Mobility Report Congestion Measure San Antonio Austin Houston Dallas/ Fort Worth National Annual hours of delay per traveler (1982) 5 10 22 7 16 Annual hours of delay per traveler (1997) 24 37 35 29 38 Annual hours of delay per traveler (2006) 39 56 49 52 43 Annual hours of delay per traveler (2007) 39 52 47 48 42 Annual hours of delay per traveler (2008) 35 46 55 46 38 Annual hours of delay per traveler (2009) 37 44 50 45 38 Annual hours of delay per traveler (2010) 37 43 51 44 38 Annual hours of delay per traveler (2011) 38 44 52 45 38 Travel Time Index (1982) 1.03 1.09 1.17 1.06 1.07 Travel Time Index (1997) 1.12 1.26 1.23 1.17 1.17 Travel Time Index (2006) 1.20 1.33 1.30 1.32 1.22 Travel Time Index (2007) 1.21 1.31 1.29 1.31 1.22 Travel Time Index (2008) 1.17 1.30 1.26 1.25 1.18 Travel Time Index (2009) 1.17 1.31 1.24 1.24 1.18 Travel Time Index (2010) 1.19 1.31 1.26 1.25 1.18 Travel Time Index (2011) 1.19 1.32 1.26 1.26 1.18 TTI researchers say that the most effective way to address traffic congestion will vary from one region to another, but that in all cases; a multi-faceted approach should be used, relying on more efficient traffic management and public transportation in addition to new construction. Travel options such as flexible work hours and telecommuting should also be part of the mix. More effective land use patterns can also reduce congestion levels Mobility 2040 DRAFT 10 - 3 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 142 of 170 Figure 10.1 Comparison of Congestion Measures Source: Texas Transportation Institute’s 2012 Urban Mobility Report Annual delay per traveler is extra travel time for people for peakperiod travel during the year divided by the number of travelers who begin a trip during during the peak period (6 a.m. to 9 a.m. and 4 p.m. to 7 p.m.) Free flow speeds (60 mph on freeways and 35 mph on principal arterials) are used as the comparison threshold. Travel Time Index is the ratio of travel time in the peak period to the travel time at free-flow conditions. A value of 1.30 indicates a 30 minute freeflow trip takes 39 minutes in the peak Source: 2012 Urban Mobility Report, Texas Transportation institute Mobility 2040 DRAFT 10 - 4 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 143 of 170 Measurement of Congestion and Transportation System Performance There are numerous ways to measure congestion and system performance. Examples include roadway and transit level of service (LOS), crash rates, transit headways, vehicle miles traveled, volume to capacity ratios, and travel delay. Some of these performance measures require extensive data collection efforts or model simulations to produce detailed measurements of system performance. In updating the current CMP for the MPO planning area, the availability of system wide comparable data was an important factor when selecting the performance measures utilized. Congestion Management and Air Quality Currently, the MPO area is in attainment of the National Ambient Air Quality Standards (NAAQS), but is vulnerable to be designated as nonattainment for ozone in the next few years. In regions designated as ozone non-attainment areas, the CMP takes on a greater significance. Federal guidelines prohibit transportation projects that increase capacity for single occupant vehicles unless the project comes from a CMP. The following guidelines pertain to the CMP air quality relationship and are abstracted from the federal rules and regulations: In a TMA designated as nonattainment for carbon monoxide and / or ozone, the CMS shall provide an appropriate analysis of all reasonable (including multimodal) travel demand reduction and operational management strategies for the corridor in which a project that will result in a significant increase in capacity for SOVs (adding general purpose lanes to an existing highway or constructing a new highway) is proposed. If the analysis demonstrates that travel demand reduction and operational management strategies cannot fully satisfy the need for additional capacity in the corridor and additional SOV capacity is warranted, then the CMS shall identify all reasonable strategies to manage the SOV facility effectively (or to facilitate its management in the future). Other travel demand reduction and operational management strategies appropriate for the corridor, but not appropriate for incorporation into the SOV facility itself shall also be identified through the CMS. All identified reasonable travel demand reduction and operational management strategies shall be incorporated into the SOV project or committed to by the State and MPO for implementation. Mobility 2040 DRAFT 10 - 5 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 144 of 170 Goals and Objectives The MPO’s CMP is a regional level planning tool designed to help manage congestion by identifying congested corridors and recommending multimodal strategies to mitigate congestion. In general, roadway congestion results when traffic demand approaches or exceeds the available capacity of the roadway system. The level of traffic demand can vary significantly depending on the season, the day of the week, and the time of day. Also, the capacity of the roadway system, which is usually thought of as constant, can change as result of weather, work zones, traffic incidents, or other nonrecurring events. The goal of the CMP is to provide information that helps transportation planners, professionals and others to understand the overall congestion among individual corridors and the region. Data on congestion levels helps the MPO, in partnership with other agencies, to formulate congestion management strategies. The following goals and objectives support the vision of an accessible, safe, and efficient surface transportation system that integrates convenience, affordability and improved air quality. Goal 1 Increase the efficiency of the existing transportation system and decrease traffic congestion through coordination of traffic operations and development of strategies to reduce travel demand at both the regional and corridor levels. Objective 1.1 Develop and implement operational improvements for the management of traffic along major travel corridors, including incident management, intersection improvements, construction coordination, access management, signal re-timing programs, and freight management. Objective 1.2 Establish and enforce new policies for the effective management of growth, vehicle usage, and parking, where appropriate. Objective 1.3 Continue and extend existing community programs and campaigns to reduce vehicle trips through ride sharing, work scheduling, telecommuting, and trip planning. Objective 1.4 Continue the implementation of motorist information systems such as TransGuide. Mobility 2040 DRAFT 10 - 6 travel Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 145 of 170 Goal 2 Reduce congestion through a project implementation process that encourages the use of other modes of transportation. Objective 2.1 Extend public transportation services, including frequency, expanded route coverage, passenger amenities, and ridership incentives. Objective 2.2 Encourage implementation of a continuous pedestrian system and on and off-road bicycle facilities, emphasizing connectivity with other modes. Objective 2.3 Establish and use congestion management based criteria for project selection, to include added capacity projects, right-of-way preservation, and operational improvements. Objective 2.4 Continue efforts with TxDOT, the Alamo Regional Mobility Authority (ARMA), VIA Metropolitan Transit, the Advanced Transportation District (ATD), and others to finance major congestion relief projects including passenger rail service, high capacity transit (including bus rapid transit, streetcar, light rail, and busways), and roadways. Local Definition of Congestion As noted in the federal guidelines, “congestion means the level at which transportation system performance is no longer acceptable due to traffic interference.” In other words, commuters typically expect and are generally willing to accept a certain amount of traffic during morning and evening “rush hours.” However, the same commuters may not be willing to accept that identical level of performance in the middle of the day. The MPO has defined congested corridors as follows: Base year congested facilities were defined as a corridor with a 24 hour volume/ capacity (V/A) ratio over 1.0, using the base year, 2010 network and the 2010 saturation traffic counts. Future year congested facilities were defined as a corridor with a 24 hour V/C ratio over 1.0, using the future year (2040) network and the 2040 vehicle trips Some consideration was given to corridors with a V/C ratio of 0.85 to 1.00. Mobility 2040 DRAFT 10 - 7 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 146 of 170 Major activity centers such as downtown San Antonio, hospital districts, and military bases will also be monitored. Corridors, interchanges, intersections, and subareas perceived by the public as being congested, with details as to the potential causes were included in the CMP list. All designated hazardous cargo routes were included in the CMP list. Congestion Mitigation Strategies Congestion Mitigation Strategies are evaluated for applicability within each of the identified CMP corridors. Strategies deemed most effective for the region were grouped in the following categories defined below. The implementation of these strategies is completed by one or more of the following agencies: Alamo Area Council of Governments, Alamo Regional Mobility Authority, Lone Star Rail District, cities and counties throughout the region, TxDOT and VIA Metropolitan Transit/Advanced Transportation District. A summary of these strategies ca be found at the end of this section in Table 10.2. Intelligent Transportation Systems (ITS): TransGuide, an Intelligent Transportation System was designed by the San Antonio District of the Texas Department of Transportation (TxDOT). This "smart highway" project provides information to motorists about traffic conditions, such as accidents, congestion and construction. With the use of cameras, message signs and fiber optics, TransGuide can detect travel times and provide that information to motorists not only with the message signs on the highways, but also with the use of the Internet and a Low-Power Television Station. TransGuide rapidly responds to accidents and emergencies. Partners in the TransGuide project include TxDOT, the City of San Antonio (police/fire/EMS/traffic), and VIA Metropolitan Transit. ITS focuses on communication and real time information of traffic conditions. Components of ITS include: Advanced Traffic Management: monitoring roadway conditions and providing the public with real time travel information. “TransGuide” is the traffic management system in the San Antonio area Advanced Public Transit Systems: on-board vehicle locating system to ensure travel time reliability and communications between buses and headquarters Emergency Management: related to disaster threats and marshalling resources Mobility 2040 DRAFT 10 - 8 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 147 of 170 Policy Management includes existing and new ordinances and regulations that impact the transportation system. Policy management includes: Land Use: land use decisions to discourage urban sprawl and promote higher density levels and mixed use development to encourage travel by walking, bicycling and transit Preservation of Green Space: preserve undeveloped land and open spaces to provide for continuation of landscape character, scenic beauty and recreational opportunities so as not to worsen congestion, air and water quality Parking Management: includes policies for both public and private parking facilities (parking garages, lots, and meters) Vehicle Use Limitations: refers to geographic areas where travel by car is restricted; can also include implementing no-drive days Preserve Neighborhood Aesthetic: refers to congestion mitigation with improvements complementing and protecting the cultural and historical nature of a corridor, neighborhood or geographic area Corridor Improvements are strategies for corridors that are at least one mile in length. These improvements include: Capacity Improvements: add more travel lanes to roads for vehicles in both directions; if there is high rush travel flow in one direction consider adding reversible lanes that will change direction depending on the peak travel Congestion Relief Corridors: new roadways on new alignments that will relieve congestion on parallel roadways Roadway Rehabilitation: includes improving the roadway surface through filling potholes, resurfacing, or stabilizing the roadway structure Bicycle Facilities: addition of bicycle lanes, bikeable shoulders, wide curb lanes, multi-use paths, off-road paths, bicycle racks and lockers Pedestrian Facilities: includes improving sidewalks, adding countdown and/or audible signals and crosswalks Mobility 2040 DRAFT 10 - 9 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 148 of 170 Advanced Transportation Systems are new strategies and technologies for the region including: High Capacity Transit: such as bus rapid transit (BRT), streetcars, and light rail Managed Lanes: includes High Occupancy Vehicle lanes, express lanes or other special lanes Passenger Rail Service: between regional hubs such as San Antonio and Austin High Speed Rail: TxDOT is currently studying a potential high-speed rail corridor between Monterrey, Mexico and San Antonio. This is part of the state’s Texas Oklahoma Passenger Rail Study Operational Management includes techniques to optimize capacity and improve safety and reliability of the roadway system. Operational Management includes the following: Incident Management: clearing incidents, crashes and major events to allow traffic flow to resume Access Management: limiting the number and placement of access points such as driveways on major roads; also includes the use of roadway medians and turning restrictions to improve safety and traffic flow Signalization & Traffic Flow Improvements: optimizing traffic signals, adding turn lanes or making lanes reversible to improve efficiency Railroad Crossing Improvements: installing gates and warning signals at railroad crossings or closing some at-grade (surface street) crossings to improve safety Construction Coordination: coordinating construction with other known projects in an area and scheduling the work during non rush hour periods; inform the public and improve signage for safer travel Freight Management: monitoring freight travel patterns and identifying preferred truck routes or truck lanes. Mobility 2040 DRAFT 10 - 10 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 149 of 170 Community Campaigns are strategies to reduce automobile use and congestion. The Alamo Area Council of Governments’ “Commute Solutions Program” and “River Cities Rideshare” Program, and the MPO’s Walkable Community Program lead these efforts. These strategies potentially serve many people, employees and students, and include: Rideshare Program: includes informal and employer sponsored carpool and vanpool programs Work Schedule Coordination: includes staggered schedules, flexible hours and compressed work weeks Telecommuting: working full or part time at home, at a satellite or branch facility Walkable Community Program: the geographic area would benefit from the MPO hosting a Walkable Community Workshop or Safe Routes to Schools Workshop . Trip Planning: the act of consolidating, linking or timing trips for efficiency Public Transportation Improvements include the following activities: Transit Service Enhancements: includes adding new transit routes, improving service frequency on existing routes, extending routes to serve more areas, and better timing to allow for faster transfers Transit Facilities: improving amenities such as adding benches, passenger shelters, and real time bus arrival information; also includes enhancing and constructing passenger facilities such as transfer centers, park & rides, or multimodal terminals Ridership Incentives: includes programs to encourage transit use such as reduced fares, monthly passes and employer subsidies for the passes Mobility 2040 DRAFT 10 - 11 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 150 of 170 Table 10.2 Congestion Management Strategies and Definitions Mobility 2040 DRAFT 10 - 12 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 151 of 170 Congestion Management Development Process The MPO used its travel demand model for projecting roadway congestion levels. The MPO modeled the volume/capacity ratios for the roadway system for the analysis years 2010, 2040 No Build and 2040. For each year, congested corridors were identified, analyzed and effective mitigation strategies were assigned to each corridor, as shown in Table 10.3. Figures 10.3 and 10.4 show congested roadways for year 2010 and year 2040. Figure 10.3 Year 2010 Congested Facilities Mobility 2040 DRAFT 10 - 13 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 152 of 170 Figure 10.4 Year 2040 Congested Facilities Conclusions The Congestion Management Process is a continuing program of identifying congested corridors and applicable strategies then assessing the effectiveness of the selected congestion management strategies. Future endeavors include establishing strategy performance effectiveness measures, identifying the status of each selected strategy, identifying issues and problems associated with each strategy, and exploring new and more effective ways to monitor and mitigate congestion. Mobility 2040 DRAFT 10 - 14 Scheduled for adoption on December 8, 2014 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 153 of 170 Technical Advisory Committee 5. November 14, 2014 Review of MPO Policies Purpose The purpose of this agenda item is for TAC to review the MPO’s Policy 1: Funding Procedures for Planning Studies and Policy 3: Guidelines for Programming Projects in the Transportation Improvement Program and consider proposing revisions to both policies. Issue a. Policy 1: Funding Procedures for Planning Studies The next call for funding planning studies using MPO federal planning funds will begin in February 2015. The product of this call will be the FY 2016-2017 Unified Planning Work Program (UPWP). This UPWP covers the time period of October 1, 2015 – September 30, 2017. Policy 1 outlines the process for submitting planning studies for funding consideration in the development of the UPWP. This is an opportunity for TAC to revisit that process and consider recommending policy revisions prior to the development of the next UPWP. The current draft Policy 1 is attached. Based on the current process, the general schedule for the development of the FY 2016-2017 UPWP is as follows: January 30, 2015: Agency call for projects for the FY 2016-2017 UPWP is included in the February 2015 TAC package March 31, 2015: Governing body approved objective statements and preliminary budgets are due to the MPO During April: multi-agency workgroup meeting will review submittals and begin prioritizing studies April 30, 2015: Governing body approved scopes of work and final study budgets are due to the MPO May 29, 2015: MPO distributes draft UPWP to agencies for review (in the June TAC package); draft UPWP is also due to TxDOT (Austin) for review June 2015: TAC and TPB review the draft UPWP July 2015: TAC and TPB take action on the UPWP July 31, 2015: transmit UPWP to TxDOT by this date October 1, 2015: FY 2016-2017 UPWP goes into effect. The May 29th and July 31st deadlines are set by TxDOT. Action Requested For discussion only. Action is scheduled for a later date. November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 154 of 170 Policy 1: Funding Procedures for Planning Studies Guidelines for Funding Planning Studies in the Unified Planning Work Program - Draft A. Development of the Budget Document (Unified Planning Work Program) As required by federal and state regulations, the Alamo Area Metropolitan Planning Organization (MPO) adopts a document detailing the transportation planning tasks and their budgets for the study area for a given time period. This document is referred to as the Unified Planning Work Program or UPWP. The Alamo Area MPO currently adopts a two-year UPWP. The MPO issues a call for projects to local agencies requesting planning studies to be funded and, thereby programmed in the upcoming budget document (UPWP). Additionally, the MPO develops a list of planning needs that must be accomplished during the time frame covered by the UPWP. Each agency submits a Project Proposal Form for each of the planning issues that their agency wishes to address through the UPWP. This Project Proposal Form requires a project name, project description, preliminary budget, and an analysis of the project’s need, benefits, and contribution to transportation planning. These project proposals are required to be approved by the submitting agency's Policy Board prior to transmittal to the MPO. After preliminary approval of the Project Proposal Form by the MPO Director, each agency prepares detailed study designs based on priorities, policy direction, and available funding. Study designs must include more detail concerning the type of work to be performed under each task and how it will be performed. Each detailed study design will outline the following: In February of the UPWP development year, the MPO’s Technical Advisory Committee (TAC), in coordination with MPO staff, will identify priorities for the upcoming two-year time period. Priorities may include refinements to the MPO’s processes, databases, or other aspects of multimodal transportation planning to include travel demand modeling, demographic development, public involvement, geographic subareas or corridors, transit, bicycle and/or pedestrian, freight, environmental, congestion management or others. These priorities will then become planning studies to be considered for funding. In March, TAC and MPO staff will develop a scope of work (specifically noting data requirements, including data that already exists and data that will need to be collected) and budget for the priorities identified in February. A recommendation will be made for the work to be performed by MPO staff, partner agency staff or consultants. For each identified planning study, MPO staff will identify previous related work and a reasonable timeframe for completing the scope of work. Objective Previous Work Scope of Work (specifically noting data requirements, including data that already exists and data that will need to be collected) Work Product(s) Status 1 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 155 of 170 Agency Involvement Budget and Percentage of Effort by Work Element/Deliverable Time Line by Work Element/Deliverable Throughout April of the UPWP development year, MPO staff, in consultation with TAC as necessary, will prepare a draft UPWP and present it to TAC for review in June. In consultation with the Agencies as necessary, a draft UPWP is prepared by the MPO staff and presented to the Technical Advisory Committee (TAC) for review. This draft is also submitted to TxDOT (Austin) by the required deadline. In July, the TAC will makes a recommendation concerning the UPWP and submits it to the Transportation Policy Board for final approval. The Transportation Policy Board gives final approval of studies and budgets for inclusion in the Unified Planning Work Program. B. Reporting Requirements Monthly Progress Report For each Subtask approved in the UPWP, For studies and projects undertaken by either agency staff or consultant, a written monthly progress report (Form "C") will be prepared and submitted to the MPO Director by the appropriate Agency or consultant with each monthly billing package. This monthly progress report will outline specifically the work accomplished under each work element/deliverable and compare that work, specifically with the objectives and tasks outlined to be accomplished. The progress report will specify and delineate any problems that have occurred as well as indicate whether the study will be completed on time and within the budget as approved. This report will be submitted along with monthly billings and signed in accordance with the agency or consultant’s internal procedures. Annual Performance and Expenditure Report The annual performance and expenditure report will be prepared by the MPO staff and forwarded to the Texas Department of Transportation and the Federal funding agencies by the required deadline. The annual report work documents work completed for each subtask, and provides a year-to-date funding summary. Technical Memorandum A Technical Memorandum is a status report of work completed for one or more work elements/deliverable as outlined in the agency or consultant contract, with a timeframe of less than a complete fiscal year. The effort required for each technical memorandum is dependent on the amount of work performed in the timeframe specified in the contract. The technical memorandum format of those products being reviewed by the Technical Advisory Committee will be in report document form. Agencies and consultants will be responsible for providing an electronic version to post on the MPO’s website and from which to make hardcopies as necessary. 2 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 156 of 170 Technical Report A Technical Report is the documentation of work accomplished within an entire fiscal year for a subtask that extends beyond one fiscal year. This document will fully describe the work performed without a requirement for final recommendations or conclusions. Agencies and consultants will be responsible for providing an electronic version to post on the MPO’s website and from which to make hardcopies as necessary. Final Report A Final Report is a stand-alone document that states the objective of the study, describes the planning work accomplished, and provides recommendations or conclusions (this report may consist of work accomplishments in more than a single fiscal year). Agencies and consultants will be responsible for providing an electronic version to post on the MPO’s website and from which to make hardcopies as necessary. C. Study Carry-over Procedures Each agency who is not going to complete a specified study within the fiscal year it is programmed will be required to submit to the MPO Director in writing, a request to carry the project funding and/or scope of work over to the following fiscal year. The written request must include how and when the study will be completed, as well as an estimated carry-over budget. The written request to carry-over a study needs to be made prior to July 1st. D. Sanctions If an agency or consultant fails to submit reports, deliverables, billings, executed contracts, technical memoranda, and/or technical reports in a timely fashion, or have not executed a contract with the MPO after 90 days of original receipt, the agency or consultant will be requested to present to the Transportation Policy Board reasons for not submitting the required documents. The Transportation Policy Board will make a decision concerning future actions. E. Budget Amendment Approval The MPO Director is authorized to approve/disapprove agency and consultant line-item budget amendments that stay within the total contract amount. The following amendments shall be presented to the Technical Advisory Committee and Transportation Policy Board for review and subsequent approval: a. Any proposed change in scope of work for any study (Agency or consultant) regardless of dollar amount. b. Any request for additional funding. 3 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 157 of 170 F. Participation in Planning Studies Transportation Policy Board members, Technical Advisory Committee members and MPO staff shall not be eligible to participate in contracted work for a period of one year following their departure from one of the aforementioned entities. Any violations of this policy will result in the disqualification of the consulting team from the procurement process for that project. Member agencies of the MPO are ineligible to compete for studies identified in the UPWP as consultant studies. Adopted: April 28, 2014 4 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 158 of 170 Unified Planning Work Program Project Proposal Form Project Name: Preliminary Budget: YES QUESTIONS NO 1. Does the project meet the primary objective of the funding agency, i.e. the Federal Transit Administration (FTA) and the Federal Highway Administration (FHWA)? 2. What is the proposed project expected to accomplish? What are the benefits of the project? 3. How is this project related to the Metropolitan Transportation Plan? 4.Is the project similar to recent existing or previous work? Explain how the project may differ from similar previous work or how it is a logical extension of previous work. 5. Is the proposed time frame for the project reasonable and does the agency have the resources available to accomplish the work being done? 5 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 159 of 170 Technical Advisory Committee b. November 14, 2014 Policy 3: Guidelines for Programming Projects in the Transportation Improvement Program The next Surface Transportation Program – Metro Mobility (STP-MM) call for projects is scheduled to occur in March 2015. This call for projects will be used in the development of the FY 2017 – 2020 Transportation Improvement Program. A draft revised Policy 3 is attached for your review. . Action Requested For discussion only. Action is scheduled for a later date. November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 160 of 170 Policy 3: Guidelines for Programming Projects in the Metropolitan Transportation Plan and the Transportation Improvement Program DRAFT This document constitutes programming projects in the Program. When considered period of approximately 30 Transportation Policy Board. the Alamo Area Metropolitan Planning Organization’s process for Metropolitan Transportation Plan and the Transportation Improvement for amendment, this document shall be subject to a public comment days prior to adoption by the Metropolitan Planning Organization A. Purpose The Alamo Area Metropolitan Planning Organization (MPO) develops a Transportation Improvement Program (TIP) that programs projects for a minimum of the following four (4) fiscal years. The TIP is forwarded to the Texas Department of Transportation (TxDOT) for inclusion into the Statewide Transportation Improvement Program. The TIP project selection process begins with the long-range Metropolitan Transportation Plan process. The public is invited to fully participate in the Metropolitan Transportation Plan development process thus assisting in the selection and prioritization of transportation improvement projects. Implementing agencies which include the Alamo Area Council of Governments, Alamo Regional Mobility Authority, cities and counties within the MPO study area, the Texas Department of Transportation (TxDOT), and VIA Metropolitan Transit, participate in the Metropolitan Transportation Plan development process with one of the final products of the process being a prioritized list of transportation projects to be eventually considered for inclusion in the TIP. Projects in the TIP are either selected by the Transportation Policy Board in consultation with the State (TxDOT) and transit operator (VIA) or selected by the State (TxDOT) in cooperation with the MPO. Projects selected by the Transportation Policy Board are those that are to be funded with Surface Transportation Program - Metro Mobility (STP-MM), Congestion Mitigation & Air Quality (CMAQ), and any other future U.S. Department of Transportation (USDOT) or TxDOT funds suballocated to the local level. B. Project Funding Categories Project funding categories include but are not limited to: 1 Category 1 Preventative Maintenance & Rehabilitation Category 2 Metropolitan and Urban Corridor Projects Category 3 Non-Traditional Funding 1 These projects are identified through the use of Statewide CSJs and a lump sum dollar amount. 20 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 161 of 170 2 Category 4 Statewide Connectivity Corridor Category 5 Congestion Mitigation and Air Quality (CMAQ) Category 6 Structure Rehabilitation Category 7 Surface Transportation Program – Metro Mobility or STP-MM 2 1 1 Category 8 Safety Category 9 Transportation Enhancements Program Category 10 Miscellaneous Category 11 District Discretionary Category 12 Strategic Priority Federal Transit Administration Section 5307 (Urbanized Area Formula Grant Program) Federal Transit Administration Section 5309 (Capital Grant Program) Federal Transit Administration Section 5310 (Elderly and Disabled Transportation Assistance Grant Program) Federal Transit Administration Section 5316 (Job Access & Reverse Commute Grant Program) Federal Transit Administration Section 5317 (New Freedom Grant Program) 1 C. Use of ‘Grouped’ or ‘Statewide’ CSJs 3 The MPO will use ‘Grouped’ or ‘Statewide’ CSJs for the following types of projects: Preliminary Engineering Right-of-Way Acquisition Preventive Maintenance and Rehabilitation Bridge Replacement and Rehabilitation Railroad Grade Separations Safety Landscaping Intelligent Transportation Systems Deployment Bicycle and Pedestrian Safety Rest Areas and Truck Weigh Stations Transit Improvements Projects that fall within these categories will be listed in an appendix of the Transportation Improvement Program. Generally these statewide Grouped CSJs will be used for projects funded under Category 1 (Preventive Maintenance & Rehabilitation), Category 6 (Structure 1 2 3 These projects are identified through the use of Statewide Grouped CSJs and a lump sum dollar amount. The Alamo Area MPO does not currently receive these types of funds. If the area is declared non-attainment and CMAQ funds are made available to the region, a project selection process will be established by the Transportation Policy Board to assist in the distribution of the region’s funding allocation. CSJ stands for Control Section Job and is an identifying number used by the Texas Department of Transportation. 21 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 162 of 170 Rehabilitation), Category 8 (Safety), and Category 10 (Miscellaneous). These projects are initially included in an Appendix of a new TIP and are revised or amended administratively as allowed in Section G Administrative Revisions. Statewide Grouped CSJs will not be used for wholly or partially funded Category 2 (Metropolitan and Urban Corridor) or Category 7 (STP-MM) projects. Statewide Grouped CSJ projects will be revised or amended administratively as allowed in Section G Administrative Revisions. D. Use of Appendix D - Projects Undergoing Environmental Assessment The purpose of Appendix D is to identify projects that are undergoing preliminary engineering and environmental analysis (PE/EA) consistent with early project development. The Federal Highway Administration allows these projects to be referenced in the current Transportation Improvement Program in order to facilitate the feasibility and PE/EA phases. This Appendix contains projects that are scheduled for implementation beyond the four years of the TIP time frame, and it in no way implies that these projects are programmed in the TIP. Cost estimates are preliminary and do not represent any commitment of construction funding. Consistency with the Metropolitan Transportation Plan will be verified as alternatives are examined in studies or environmental clearance efforts. Projects listed in Appendix D will include, at a minimum, CSJ Number, MPO ID number, county, TxDOT district, sponsoring entity, street name, project limits, project description, estimated let date and preliminary project cost. E. Quarterly Review of Projects Category 2 (Metropolitan and Urban Corridor) Projects The implementing agency will submit amendments to the Category 2 (Metropolitan and Urban Corridor) projects to the MPO in writing. For cost increases greater than 10%, the implementing agency will also submit to the MPO justification for the cost increase and the funding source of the additional amount, i.e. which other Category 2 projects are being amended to cover the requested TIP revision. For new projects being amended into the TIP that are not part of the current Unified Transportation Program, the implementing agency will also submit to the MPO which other Category 2 projects are being amended to allow for the inclusion of the new project unless the new projects are funded using additional allocation. Category 7 (STP-MM) Projects Every three (3) months, a detailed review of Category 7 (STP-MM) funded projects in the TIP will be conducted. These projects will be reviewed for progress towards their letting (contract) dates, cost estimates, description and limits. If warranted by the detailed review, projects may be reprioritized at the discretion of the Transportation Policy Board. 22 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 163 of 170 If the quarterly review warrants amendment(s) to the TIP, such amendment(s) will be presented to the Transportation Policy Board for consideration in sufficient time to allow the amendment(s) to be incorporated into the next regularly scheduled quarterly amendment of the Statewide Transportation Improvement Program. F. Amendment Process The following changes will require an amendment to the TIP and MTP: 1) 2) 3) 4) 5) 6) Adding or deleting project(s) Revising the project scope of work Revising the project cost Revising funding categories Revising the phase of work (ex: from P.E. to construction) Revising project limits Amendments to the TIP and MTP require a two-step process. To permit adequate public review and comment, amendments to the TIP and MTP will be presented at a Transportation Policy Board meeting with action on the amendment occurring at the following Transportation Policy Board meeting (approximately 30 days after initial presentation). Amendments to both the TIP and the MTP may be initiated concurrently. To the extent possible, amendments to delete a project or significantly change the scope of work of a project will be explicitly listed on both the presentation and action agendas for the Transportation Policy Board meetings. Routine amendments to the Metropolitan Transportation Plan occurring between major updates also require a two-step process. To permit adequate public review and comment, amendments to the Metropolitan Transportation Plan will be presented at a meeting of the Transportation Policy Board with action on the amendment occurring at the following Transportation Policy Board meeting (approximately 30 days after initial presentation). Amendments to both the TIP and the Metropolitan Transportation Plan may be initiated concurrently. Amendments to the TIP or the MTP requiring quick action due to impending federal or state requirements or deadlines (or for other reasons deemed in the community's best interest) may be accomplished by a 75% vote of the TPB quorum present to waive the routine two-step process. In these cases, the Transportation Policy Board will hold a special public hearing within their normal meeting agenda to specifically solicit public comment on the proposed TIP or MTP amendment. These actions will be emphasized on the meeting agenda that is both mailed and emailed out ten (10) days prior to the Transportation Policy Board meeting. This will alert the public and permit special attendance to comment on the action prior to adoption by the Transportation Policy Board. To the extent possible, amendments to delete a project or significantly change the scope of work of a project will be explicitly listed on the agenda for the Transportation Policy Board meeting. 23 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 164 of 170 Governing bodies of the sponsoring agencies will promptly notify the MPO in writing of any currently programmed projects that are proposed to be deleted from the TIP. The governing body of the sponsoring agency shall state its preference for project replacement in the written notification. The Transportation Policy Board will provide direction and/or may consider action at the next appropriate meeting with respect to amending the TIP. To the extent possible, any project amended outside the timeframe of the current TIP due to funding limitations will have priority consideration in being amended back into the TIP when additional funding becomes available. G. Administrative Revisions The MPO Director is authorized to approve certain “administrative changes” to the TIP with the notification of such to the appropriate transportation planning partners. The intent of this section is not to circumvent the public process for amending the TIP, but to allow for minor corrections to the TIP that do not materially change a project’s function. These revisions may include minor corrections to project limits, scope or project costs. H. Category 7 (STP-MM) Funded Projects Basic Requirements for STP-MM Projects All projects submitted for consideration for funding through normal Category 7 (STP-MM) program allocations will compete through a standard project call when a new TIP is being developed. The Transportation Policy Board will approve a schedule, parameters and project selection criteria prior to the formal project call. Submitted projects must meet the following basic requirements: 1. Projects will be submitted to the MPO through an implementing agency (Alamo Area Council of Governments, Alamo Regional Mobility Authority, Texas Department of Transportation, VIA Metropolitan Transit and cities and counties within the MPO Study Area) and appropriate commitments of local match shall be made. Approval of the commitment of the local match from the Texas Department of Transportation District Engineer or the policy body of the local agency submitting the project for consideration will be obtained and submitted to the MPO. An ‘in-kind’ match is not allowed for construction projects. 2. Each implementing agency is encouraged to address Title VI and Environmental Justice considerations in submitting projects to the MPO for consideration. 3. Agencies should consider the transit service area when submitting projects. 4. Pedestrian and bicycle facilities will be included in all future transportation improvement projects. Any exceptions will need to be adequately documented justified by management of the implementing entity. Regardless, technical points will be subtracted for not including bicycle and pedestrian components in an added capacity roadway project or roadway rehabilitation project. Because of the numerous individual and community 24 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 165 of 170 benefits that walking and bicycling provide – including health, safety, environmental, transportation, and quality of life – implementing agencies are encouraged to go beyond minimum standards to provide safe, convenient and context-sensitive facilities for these modes. Bicycle and pedestrian components included in a funded project may not be deleted from the project at a future date. 5. Funded TIP projects will also be included in the latest approved MTP. Note: Amendments to the MTP and the TIP can be are made through the amendment process at the discretion of the Transportation Policy Board. Any required Amendments to the MTP must be made prior to amending the and TIP, can be made simultaneously. however amendments to both may be initiated concurrently. 6. A roadway project submitted for consideration must be on a functionally classified facility as defined by the MPO and approved by Federal Highway Administration through the State. Roadway projects on facilities classified as a local street or rural minor collector do NOT qualify for Federal funding transportation assistance. 7. All deadlines set by the MPO are firm. Project Selection 1. Projects will be primarily selected from priority corridors/projects identified through the MTP development process. However, the flexibility to incorporate other projects into the MTP and TIP when essential will be retained. 2. When the project is submitted to the MPO for funding consideration, the sponsoring agency will include the following information as outlined on the project submittal form: Project name, Project limits (logical termini) Project description Project justification Length of roadway (in miles) Roadway classification Right of way requirements Drainage requirements (with initial cost estimates) Location map with adjacent land uses shown Typical cross-section, existing and proposed Bicycle and pedestrian facilities Initial total cost construction estimate Source of match funding Utility impacts (not eligible for reimbursement) and 25 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 166 of 170 To the extent that data is available and used for project scoring, MPO staff will provide the following information for submitted projects: 3. Current (base year) and future year volume to capacity ratio Congestion Management System status for project prioritization Cost/vehicle mile traveled Transit route information Number of trucks Critical intersection Existing and future traffic volumes Bicycle information Pedestrian information System connectivity Crash rates The sponsoring agency will also be required to submit a signed process understanding form in which the agency understands and agrees to the following: a) commits to providing a minimum 20% required local match for construction and understands that 80% of the eligible construction items will be reimbursed; b) understands the project development process and requirements for the use of federal transportation funds; c) will secure the necessary rights-of-way for the project; d) will be responsible costs associated with utility relocation/betterment and for project development costs including planning, engineering, environmental document preparation, right-of-way purchase, and all components necessary to let the project; e) commits to letting the project within one year of the TIP fiscal year in which the project is programmed; f) 4. will be responsible for any cost overruns associated with this project or will rescope the project, with the approval of the MPO Transportation Policy Board, in order to not exceed the funding allocation as outlined in #7 and #8 below.. If more projects are submitted than funding is available, the projects submitted will be scored based on technical criteria adopted by the Transportation Policy Board. Submitted projects may be grouped by project type to allow for direct technical comparisons between projects within those project types. Project types may include transit, added roadway capacity, roadway operational, roadway rehabilitation, bicycle and pedestrian, and “other” to include transit, rideshare, and planning studies. Awarding of points will always be given to projects supported by transit service. Additional points will be awarded for overmatching or leveraging a project. 26 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 167 of 170 5. Projects will be presented to the Transportation Policy Board for consideration in sufficient time to allow the new TIP or amendment(s) to be incorporated into the next regularly scheduled quarterly amendment or adoption of the Statewide Transportation Improvement Program. Project Implementation 1. Unless allocated a fixed amount, each STP-MM project will have a cost figure in the approved TIP that is an estimate. This TIP “Estimated Construction Bid” shall include all construction costs at 100% and shall designate what percent match is required by the local agency. “Construction cost” is to be defined consistent with the Texas Administrative Code 43 Part 1 Chapter 15 Subchapter E. “Construction cost” includes all direct and indirect costs to a highway improvement project, “Estimated Construction Bid” is defined as all anticipated bid item costs of the improvement project, other than for right-of-way acquisition, utility relocation or betterment, preliminary engineering, environmental analysis/clearance, contingency, change orders and construction engineering. The amount programmed as the “Construction Cost” in the TIP shall equal the “Estimated Construction Bid”. Construction estimates will not include other than for right-of-way acquisition, utilities, preliminary engineering and construction engineering. The amount programmed in the TIP shall be calculated as follows: Construction estimate + maximum 10% contingency for eligible change orders + maximum 1% for construction management services 2. Unless allocated a fixed amount, each selected STP-MM project will may be adjusted when bids are approved. a. If bids are higher than the TIP Construction Cost, the TIP estimate shall become a fixed construction funding cap. unless an increase is approved by the TPB. b. If the Approved Construction Bid is bids are lower than the TIP estimate Construction Cost, the TIP shall be administratively revised by MPO staff as follows: revised to reflect the approved Construction bid (excludes any right-of-way acquisition, utility relocation or betterment, preliminary engineering, environmental analysis/clearance, contingency, and construction engineering) c. Following the establishment of the project construction amount in items 2a and 2b above, the sponsoring entity is then eligible for up to 10% contingency of STP-MM project funding towards eligible change orders and up to 11% of STP-MM project funding towards eligible construction engineering and construction management costs. An under run in contingency cannot cover an over run in construction engineering/construction management and vice versa. 27 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 168 of 170 As these eligible change orders and eligible construction engineering costs are potential costs, they are not specifically programmed in the TIP towards the STPMM. These costs, if incurred, would impact future fiscal allocations and it must be acknowledged that this could require the delay and/or re-scoping of existing TIP projects to remain fiscally constrained by fiscal year. 3. Once a project is included in the TIP, TxDOT and the local governmental entity (implementing agency) shall execute a Funding Agreement. a. Prior to letting, the executed Funding Agreement will be based on the Estimated Construction Bid (identified as Construction Cost in the TIP) and reflect: Estimated Construction Bid + maximum 10% contingency of STP-MM project funding for eligible change orders + maximum 11% of STP-MM funding for eligible construction engineering and construction management costs. b. Post Letting, if the Approved Construction Bid (excluding any right-of-way acquisition, utility relocation or betterment, preliminary engineering, environmental analysis/clearance, contingency, and construction engineering) is lower than the TIP Construction Cost, the Funding Agreement will be amended and re-executed to reflect: Approved Construction Bid + maximum 10% contingency of STP-MM project funding for eligible change orders + maximum 11% of STP-MM funding for eligible construction engineering and construction management costs. Construction bid + 10% contingency for eligible change orders + 11% for construction management services (not to exceed the TIP programmed amount). c. TxDOT and the local governmental entity shall execute an amendment to the Funding Agreement (Federal Letter of Authority) to reflect a change in the TIP amount. 4. Owner requested change orders will be covered 100% by the local agency. Owner requested change orders are the result of changes requested by the local agency, not included in the original TPB approved scope of work. 28 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 169 of 170 I. Public Involvement The MPO commits to a public involvement process that includes the provision of timely information, provides reasonable public access to technical and policy information, provides adequate public notice, seeks out and considers traditionally underserved populations, and documents significant comments. Please see the MPO Policy 2: Public Involvement Process for additional information on public involvement. Adopted: April 28, 2014 29 November 14, 2014 MPO Technical Advisory Committee Meeting Package: Page 170 of 170 Technical Advisory Committee 6. Announcements November 14, 2014
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