Plan Framework

Background and Vision

In 2016 the City of San Antonio adopted the SA Tomorrow Multimodal Transportation Plan, to make our city’s transportation system “sustainable, safe, convenient, efficient, and inclusive of all modes.” The plan adopted by City Council established “a shift in focus from moving vehicles to moving people,” in order to manage traffic congestion and improve transportation choices. The plan identified two primary and interdependent methods for managing future traffic congestion:

• Develop a land use pattern and policy to promote local trips
• Provide transportation options in addition to vehicles that connect Regional Centers

SA Tomorrow Multimodal Transportation Plan acknowledged that we cannot build our way out of congestion, and that the SA Tomorrow Comprehensive Plan, and associated Sub-Area land use plans, are a primary opportunity to improve mobility in San Antonio. By welcoming more people to live, work, and play in urban centers, regional centers, and transit corridors, we can shorten trip lengths, offer more transportation choices, and improve quality of life.

The combined costs of housing and transportation (commonly referred to as H+T) are often a large portion of a household’s budget, with experts recommending the combined total not be more than 45% of household income. In the Greater San Antonio Region that total on average is 53%. Walkable communities that provide great transit options can reduce the household transportation costs for the average person. If people have an alternative to driving alone, transportation costs can be stable even when gas prices rise. Multiple transportation options allow people to choose other forms of mobility, such as walking, bicycling, or transit. This helps reduce the number of cars on the road and alleviate traffic delays for those who chose to drive. 

As its name implies, the NE I-35 and Loop 410 Area Regional Center includes two primary interstates both serving as vital arteries connecting San Antonio's major centers of employment. This major highway exchange is also critical to the movement of freight and facilitating both domestic and international trade. Supporting a wide range of major destinations, including Morgan's Wonderland, Heroes Stadium, Toyota Field, the Salado Creek Greenway, and industrial parks, the transportation network of the Regional Center accommodates a wide range of transportation demand.  

As the NE I-35 and Loop 410 area continues to grow, mobility enhancements will emphasize increasing vehicle efficiency along freeways and arterial roadways while ensuring connectivity and ease of movement of people along collector and local roadways. Transportation projects, including the I-35 Northeast Expansion Project (NEX) and the reconfiguration of Weidner Road and Randolph Boulevard, are planned to address some the Regional Center's mobility challenges. By adding additional transit priority treatments, improving the sidewalk network, and relieving congestion on major roadways, this area will improve the efficiency of its existing multimodal transportation network. The continued focus on the relationship between street networks and community character will serve as an economic catalyst to accommodate the Regional Center's growth.  

NE I-35 and Loop 410 Area Regional Center's Mobility Needs

Investments in transportation improvements are continuously made to move large volumes of freight efficiently, link neighborhood development to growing employment opportunities, and provide adequate transit routes that connect to regions outside of the of the NE I-35 and Loop 410 area. Growing populations demand that streets not only carry people, goods, and services, but also serve as playgrounds, parks, and public spaces. Key mobility needs indentified in this Regional Center include the following: 

• Improved walking, transit, and safety facilities;
• Connections between scattered employment and commerical offerings;
• Support for transit as an economic catalyst (including VIA Link mobility on-demand program and future phases VIA Advanced Rapid Transit); and
• Identification of opportunities to connect to the reginoal greenway system (potentially using utility easements off Perrin Beitel Road and drainage easements in the southern portion of the plan area).  

To address the transportation needs of the NE I-35 and Loop 410 Regional Center, a set of high-level street classification recommendations have been developed to guide decision-making. Recommendations include modal and intersection priorities, shown in the Mobility Framework Map [FIGURE-1]. Street type and use recommendations are shown in the Proposed Street Types Map [FIGURE-2]. These mobility recommendations will be further refined in a coordinated manner with the City's Public Works Department and other relevant partners such as Texas Department of Transportation (TXDOT), VIA Metropolitan Transit (VIA), and the Alamo Area Metropolitan Planning Organization (AAMPO). 

NE I-35 and Loop 410 Area Regional Center Mobility Framework

The Mobility Framework lays out the vision for accommodating the constantly expanding mobility needs of the NE I-35 and Loop 410 Area Regional Center. Described below are the principles used to create a mobility network that is safe, efficient, and affordable for all users including pedestrians, bicyclists, motorists, and transit riders. The Mobility Framework Map [FIGURE-1] illustrates each of the elements of the mobility network described in the section below. 

Modal Priority Corridors

Streets play a multifaceted role in the plan area, serving as arteries for traffic and as public spaces. Changes to street design can help to achieve the community's overarching vision for the Regional Center. The modal priority corridors reflect the vision of how motorists, bicyclists, transit users, and pedestrians will interact with the corridor. Modal priority corridors guide design treatments of a particular mode. A modal priority corridor does not exclude other users but helps guide tradeoff decisions during the design of a specific street. 

Automobile - Automobile corridors are envisioned to support high levels of motor vehicle travel daily. These corridors are often interstates, highways, and arterial and primary roadways which provide connections to major destinations and link the Regional Center to the other areas. Significant automobile corridors in the NE I-35 and Loop 410 area include, but are not limited to, O'Conner Road, Thousand Oaks Drive, Bulverde Road, and Wetmore Road. Automobile corridor improvements can relieve traffic congestion and enhance roadway design to increase the safety of motor vehicle travel. 

Freight - Freight corridors are envisioned to support the movement of high volumes of goods by freight trucks that will travel between industrial or commercial areas and major destinations. Priority freight corridors - including NE Loop 410, I-35, and Wurzbach Parkway - all support the movement of significant volumes of goods and commodities throughout the region.  

Bicycles - Bicycle corridors are envisioned to faciliate biking as a convenient, safe, and comfortable option for all ages and abilities. In addition to transportation functions, bicycle networks also provide recreational opportunities. An integrated network of bicycle routes along with well-designed streets in key activity areas aims to fill the gaps in the multi-modal system. The mobility framework focuses on completing the bicycle network and recommends new connections to directly access trails and other amenities. Schertz Road in the Hills of Park North neighborhood and Uhr Lane are identified as priority bicycle corridors in the NE I-35 and Loop 410 plan area. 

Transit/Pedestrian - Transit and pedestrian corridors are envisioned to provide the community with easy, reliable, and congestion-proof choices for traveling to and from work, school, and key destinations. Streets, intersections, and traffic signals greatly influence transit service reliability and the passenger's transit experience. Providing streets that enable reliable and frequent transit service and a walkable environment allows users to choose travel options besides driving - alleviating a primary cause of congestion. Dedicated transit lanes, signal timing, and operational improvements can keep transit vehicles moving regardless of traffic. The priority transit/pedestrian corridor in the NE I-35 and Loop 410 area includes Perrin Beitel Road from Austin Highway to its connection at Nacogdoches Road. 

Multi-Use Trail - Multi-use trail corridors are envisioned to provide continuous arteries of separated pedestrian and bicycle facilities that connect numerous destinations, parks, retail and commercial development, schools libraries, and residential areas. A multi-use trail provides access points to regional amenities and improves connections for people walking, strolling, or bicycling. The NE I-35 and Loop 410 area currently includes the Salado Creek Greenway North, with planned extensions to Kallison Park, Heroes Stadium, Toyota Field, and McAllister Park. The extension of the greenway will privide an easy travel option for people walking, cycling, or strolling to numerous attractions and open spaces. 

Balanced/Multimodal - Balanced multimodal corridors are envisioned as "complete streets." Complete streets are designed to enable safe access for all users including pedestrians, bicyclists, motorists, and transit riders of all ages and abilities. These corridors balance the priorities of multiple modes and require continual community conversations and case-by-case design to best align with community vision. The function of the road, level of traffic by mode, and adjacent land use and intensity will help to determine the road type and design features. The NE I-35 and Loop 410 area has multiple priority locations for multimodal investments, including Nacogdoches Road south of Wurzbach Parkway, Walzem Road, Randolph Boulevard, Thousand Oaks Drive near the proposed mobility hub at the Nacogdoches Raod and Perrin Beitel intersection, and Crosswinds Way. 

Pedestrian Focus Areas

Pedestrian focus areas refer to specific nodes that accommodate significant volumes of pedestrian activity. These focus areas aim to create high-quality street-level experiences to enhance the economic strength of commercial and mixed-use districts. These areas include wide sidewalks, safe intersections, ample crossing opportunities, and design characteristics focused on keeping pedestrians safe. Pedestrian focus areas have been identified near the regional mixed-use activity center near Loop 410 and Perrin Beitel Road, near the VIA Randolph Park and Ride, near the Longhorn Quarry redevelopment, and the activity node located on Thousand Oaks Drive at its intersection with Perrin Beitel and Nacogdoches Roads. All four areas have been identified as major destinations for the NE I-35 and Loop 410 Area Regional Center and provide easy access to restaurants, shops, and other community amenities. 

Intersection/Crossing Enhancements 

Intersection and crossing enhancements, whether signalized or unsignalized, are envisioned as intuitive and predictable crossings for all users. Enhancement locations are identified as areas where crossing is considered a priority and pedestrians, motorists, and bicyclists share space. Intersection enhancements include lowering motor vehicle travel speeds and ensuring high pedestrian visibility. Priority intersection and crossing enhancement locations are identified where complex movements occur and potential conflicts between pedestrians, bicyclists and drivers exist. Almost every major intersection in the Regional Center could benefit from enhanced crossings, including, but not limited to, Perrin Beitel Road, Walzem Road, Randolph Boulevard, and Thousand Oaks Drive. There is also a need for enhanced crossings under highway overpasses such as Crosswinds Way under I-35 and Nacogdoches and Wetmore Roads under Wurzbach Parkway.  

Mobility Hubs

Mobility hubs are envisioned as scalable nodes of mobility options such as frequent transit, shared rides, bicycling, and micro-mobility. These nodes combine multimodal access and connectivity with adequate lighting, shelters, benches, real-time information, accessible sidewalks, and pedestrian crossings. Four mobility hub locations have been identified for the Regional Center. They include the mixed-use activity center near Perrin Beitel Road and Walzem Road, the VIA Randolph Park and Ride facility, near the Longhorn Quarry, and the activity node on Thousand Oaks Drive and Nacogdoches Road. 

NE I-35 and Loop 410 Area Regional Center Street Types 

As communities evolve and grow, so do the demands on the mobility system. The location and type of growth in an area or along a corridor help determine the demand on the transportation network and the viability of various transportation options. This interdependence makes it crucial to plan for transportation and land use collectively. Streets are organized not only by role and function, but also by the surrounding area's character and context. 

Land uses encouraging mixed-use and higher density developments on major roadways will lead to additional pedestrians, bicyclists, transit riders, cars, and freight delivery trucks of various sizes. A future land use plan also influences other factors, such as drop-off and delivery zones, shared mobility hubs, and walkability. The Proposed Street Types Map [FIGURE-2] shows the interactions between future land use and transportation plans. The street type classifications integrate transportation and land use to guide context-sensitive mobility solutions. 

Creating Street Types

To conceptualize the types of streets needed to align with the Regional Center's future land use designations, several "Street Types" were created by intersecting roadway "Functional Classifications" with surrounding "Land Use Context." Functional classifications are categories used in the City of San Antonio Major Thoroughfare Plan and Map to describe how streets are used in terms of intensity of vehicular traffic. For example, a roadway with a functional classification of Super Arterial has the primary job of moving cars quickly between farther destinations, while a roadway with a Local/Other classification features slower vehicle speeds and lighter traffic with a more pedestrian-friendly environment. Land use context refers to the character and types of land uses surrounding the roadway. For the purposes of creating Street Types, the Regional Center's future land use designations were used.

[FIGURE-3] is a matrix illustrating how functional street classifications were merged with land use context to create street types. In this matrix, "Functional Street Classifications" are shown in the left column and "Land Use Contexts" are shown in the top row. The cells of the matrix show the "Street Types," which are shaded in gradients of blue - with a lighter blue signifying a priority for moving vehicles and a darker blue signaling a focus on people and places. For example, a Local/Other road in a Mixed-Use context would be very walkable and allow people to walk or bike between shops and residences. Conversely, some roads are necessary for moving vehicles and freight, which could be examples of Super Arterials, Primary Arterials, or Rural roads in Suburban Commerical, Industrial, or Mixed-Use areas. 

Not all streets can be fully for cars because the future for San Antonio is more walkable and includes more transportation options. Not all streets can be fully for pedestrians because there is still a need to move goods, provide fast and efficient transit, and to accommodate people traveling longer distances. The Street Types exercise helps us to determine which streets should be prioritized for changes to make them consistent with the Regional Center future land use map and contribute to the larger vision for the Regional Center and City overall. 

[Placeholder for Figure-3: Street Types: Functional Classification and Land Use Context Matrix] 

Street Types in the NE I-35 and Loop 410 Area Regional Center 

The combination of Functional Street Classification and Land Use Context created a menu of Street Types that could be applied to the NE I-35 and Loop 410 Area Regional Center. The Proposed Street Types Map [FIGURE-2] illustrates how Functional Street Classifications intersect with Land Use Context to create composite Street Types for the Regional Center. In the map legend, Functional Classifications are symbolized with lines in various patterns (e.g. dots or dashes) and Land Use Context is symbolized with solid lines in various colors. On the map, Street Types are illustrated as a combination of patterned lines in various colors; major roads in the Regional Center have each been coded with a Street Type. 

The major highways of the NE I-35 and Loop 410 area are classified as major freeways - rapidly moving goods and traffic with major commercial uses on either side of the highway. Wurzbach Parkway divides the Regional Center into northern and southern halves. This roadway transitions from an Industrial Super Arterial to Mixed-Use Employment/Civic use as it moves from east to west towards the I-35 intersection. 

Portions of Thousand Oaks Drive and Perrin Beitel Road are classified as Secondary Arterials in a Mixed-Use Residential/Storefront context. These streets still need to move goods and traffic as they are some of the main roadways of the Regional Center, but in the future, the surrounding context of these roads is envisioned to become more Mixed-Use with a residential and retail focus. To better support residents and businesses, these roads should balance multiple modes of travel such as sidewalks, trails, and mass transit. 

Other sections of Thousand Oaks Drive and Perrin Beitel Road are envisioned to become Secondary Arterials in a more Mixed-Use Employment/Civic context. These roadways still need to move goods, but can also serve employees who work in the area. There might be less surrounding residential and retail uses, but those employed in the area could benefit from sidewalks, transit, and bicycle infrastructure to better access other parts of the Regional Center. 

[Figure-2: Proposed Street Types]

Another way to illustrate the Proposed Street Types Map is illustrated in [Figure-2] Street Types Map: Streets for People and Places. This map shows the Regional Center’s streets classified into the same gradient of intensity between car-focused and people/places-focused. As shown on the map, most of the roadways in the Regional Center should have a more people- and places-focused approach going forward to support the future land use vision. Major thoroughfares will still be needed, but some of the smaller roads supporting a more mixed-use context should have more modes of travel available to residents and employees.

[Figure-4: Streets for People and Places]

Relationship Between the Street and Buildings 

Safe and vibrant streetscapes depend on how buildings integrate with surrounding sidewalks. Minimizing building setbacks, the distance between a building and the street, is key for creating a walkable environment. When buildings directly meet the sidewalk, as opposed to a parking lot, they create a more personal, inviting connection with passersby. This creates an enlivened urban space with opportunities to activate ground-floor uses and provide shopping or entertainment offerings.

Smaller setbacks are characteristic of Mixed-Use Local, or Urban/Suburban Local street types, which prioritize pedestrian-oriented design. Meanwhile, larger setbacks that can accommodate front-end parking, are more characteristic of secondary arterials (whether suburban, industrial, mixed-use, or urban). Primary arterials are designed to move vehicles and may require large setback minimums to accommodate additional parking.

Vehicle Speeds

A successful street hierarchy will align travel speeds with street usages. It will increase or decrease speed according to roadway function and the surrounding land use context. While major regional roads may require higher speeds to accommodate heavy traffic flows, most smaller roadways serve lower volumes of vehicles. On these roads, lower speeds ensure a safe environment for vehicles and people alike.

Street types that focus on moving vehicles, such as Suburban Commercial, Residential, or Industrial Super and Primary Arterials, will feature higher speeds. However, street types that focus on people and places, such as Mixed-use, Multi-Family, Urban/Suburban Local Roads, and Secondary Arterials, will feature lower speed limits, to increase road safety for both people and vehicles.

Parking

Parking provides access to work, retail, or entertainment. Cars searching for parking can create serious traffic and safety challenges. Incorporating safe street design elements, such as buffering between bike lanes and traffic, can create a safer on-street parking environment.

Street types that emphasize people and places, such as those with Mixed-use or Multi-family contexts, will restrict the supply of parking overall. Restricting space allocated for parking allows for more active uses, denser environments, and connectivity for pedestrians and cyclists. Meanwhile, intermediary street types that support vehicles as well as people and places will likely offer some on-street parking, in addition to smaller on-site lots. Conversely, Suburban Contexts or Super and Primary Arterials may forgo on-street parking altogether, favoring large surface lots and structures.

Curb Access

A space between the curb and the travel lanes provides an opportunity to serve many uses such as driveways, bus lanes, cycle tracks, on-street parking, bicycle parking, freight drop-off delivery zones, or shared mobility hubs. This flexible zone can be converted based on demand and play a role in street activation. The design of the curb influences how cars and people enter and exit work, residential, and retail environments. Addressing areas where traffic and turning patterns increase the risk of accidents will reduce conflicts between driveway traffic and pedestrians and will improve roadway safety.

Suburban Commercial contexts and Super or Primary Arterials will focus on the ease of ingress and egress for vehicles, while Mixed-Use or Local street types focused on moving people will emphasize how vehicle access can coexist with safe, walkable environments.

Lane Width

Lane width determines how cities can allocate space for motorists, buses, trucks, bikes, and parked cars. Streets often dedicate space for bike lanes, parking, safety islands, and travel lanes. The lane width will vary based on the surrounding context and modal priority as transit, freight, and emergency response vehicles require wider travel lanes.

Wider lane widths are designed to move vehicles in high-speed environments. For example, a Suburban Primary Arterial will be wide enough to efficiently move passengers through residential and commercial environments, while Mixed-Use Local or Suburban Local environments have narrow lanes to reduce crossing distances for pedestrians and to help promote slower driving speeds.