The four viable alternatives for the modern streetcar route have one major commonality, and one major difference. All four utilize the same north-south access along Broadway and St. Mary’s.
It’s the east-west axis that’s spurring the most conversation.
Alternatives 5 and 6 have been around longer, and both utilize César Chávez. It was at the VIA June board meeting that another alternative was brought to the table, utilizing Market and Commerce.
Hemisfair Park Area Redevolpment Corporation, which will be greatly effected by whichever route is chosen, did some analysis of their own. Based on their findings, César Chávez seems to make more sense. They feel it reduces cost and better fulfills the stated purposes of the modern streetcar project.
The following information is adapted from a technical paper prepared by Hemisfair staff. We welcome the conversation, individuals or organizations with different preferred route(s) or philosophy that would like to craft their own story for publication are encouraged to contact The Rivard Report via email to email@example.com.
The rail construction could easily flow down Chávez without interfering with underground utilities, as they run primarily on a 30-foot off-road easement on the south edge of the right-of-way. Utilities along Commerce and Market run primarily under the road, where rail construction will prove problematic. With rail running on both streets, it’s twice the utility interference as running east and west along one street, as it would on Chávez. It takes time and money to solve conflicts with underground utilities.
Taking the rail over bridges is technically challenging, and invites many potentially costly unknowns.
Commerce and Market cross four bridges between St. Mary’s and Interstate 37 (I-37). Again, because the route involves two streets, it’s double the trouble with bridges. Chávez doesn’t traverse a bridge between St. Mary’s Street and I-37.
One stated goal is to take the rail system as far east as the AT&T Center. To do this, it will have to cross the Union Pacific Railroad tracks that run along the western edge of the Eastside. The best way to confront the conflict of between street car and train is through grade separation.
The Chávez alignment terminates at the Thompson Transit Center by cutting through Labor Street. An extension to the East can be executed from the Thompson Transit Center on Montana because the heavy rail crossing just east of the Alamodome is already grade separated.
The Commerce/Market alignment terminates at St Paul’s Square/Sunset Station, where there is not grade separation, currently. To do so would require a long ramp that would adversely affect Sunset Station’s connectivity at a cost that could exceed $15 million.
The Bexar Appraisal District database shows the value of property on Chávez between St Mary’s and I-37 to be approximately $65 million. The value of property on Commerce/Market between St Mary’s and I-37 is close to $1 billion. That’s 15 times the value of property along Chávez.
The Commerce/Market alignment between St Mary’s and the highway fronts 3.3 acres of parcels available for development. The Chávez alignment fronts 29 acres for development between St Mary’s and the highway. Giving it nine times the land available for development.
San Antonio’s preferred density seems to be below 1,000 units an acre. Well below. That’s the density that would be required for residential development along Commerce/Market to match Chávez at a mere 100 units per acre. It can be done, like at the Vistana. It’s just not as common as developments like HemisView, Cevallos Lofts, and the like.
If you’re talking about retail and restaurants, the difference is even more stark, because those business rely on their ground level visibility. You can’t have restaurants and boutiques at 1,000 per acre.
None of this should give the impression that Chávez is a wasteland. It’s a growing area fueled by locals who will ride the streetcar, and increasingly attractive to visitors who checked the Alamo off their list and still have some days to burn.
Access to the Parks and neighborhoods
The image below shows quarter mile radii (five minute walks) from potential streetcar stations on Chávez, Labor and at the Thompson Transit Center. The entire HemisFair area, Sunset Station, St Paul’s Square, near east side neighborhoods, Institute of Texas Cultures, Magik Theater, UNAM, Instituto Cultural de Mexico, Hemisview, Lavaca and King William are all within the radii. All of this is great for locals and tourists.
It also benefits parks and attractions that might not be on every tourist’s radar, but would be visited en route to the places in their Frommer’s Guide. For instance, pedestrians traveling from a station at Chávez and Alamo to the Torch of Friendship would be encouraged to walk through Play Escape and Civic Park.
Below are the same quarter mile radii around stations on Market and Commerce. The southeast portion of the HemisFair at Labor and Goliad isn’t within the quarter mile radii, nor are the Alamodome, Lavaca and King William.
Access to the Convention Center
Future plans for the Convention Center will make it equally accessible from Market or Labor Street stations thanks to entrances on the Convention Center expansion, and the “Liner” building south of the expansion and east of the Tower of the Americas.
The distance from the Labor Street station to the south entrance of the Convention Center at Concourse level is 700 feet or just over an eighth of a mile – about a three minute walk through the Tower Park. This entry encourages Convention Center employees and attendees to access Hemisfair, increasing the park’s use and the quality of life for the users, far from antagonizing or ignoring them.
The Hemisfair analysis, in addition to simple cost figures, does yield three value statements:
- The streetcar does need to benefit locals. All kind of locals. Southtowners might be the most keen to hop on, but Chávez also brings in the near east and west sides of downtown, with the potential to easily expand further into those communities. The ridership on the Chávez route could easily reflect the diversity of the city. Beyond the obvious social benefit of local ridership, it’s a good idea if the people who are asked to support it benefit from it. Tourists and conventioneers come and go…locals invest.
- It needs to have visible impact on development. This reality is both practical and political. Practically, you want to get the most boom for your buck, and there’s a lot of boom potential on Chávez. Politically, it can only benefit future mass transit plans if the streetcar is involved with a visible increase in quality of life and economic activity in the areas it serves. If it runs up and down a corridor that looks largely the same as it did before the streetcar, it will be hard to illustrate the return on investment.
- It needs to keep the next phase in mind. Many are supporting the streetcar based on the promise that can lead to future mass transit all over the city. It’s important for VIA to make decisions with the long view in mind.
Bekah is a native San Antonian. She went away to Los Angeles for undergrad before earning her MSc in Media and Communication from the London School of Economics. She made it back home and now works for Ker and Downey. She is one of the founding members of Read the Change, a web-based philanthropy and frequent contributor to the Rivard Report. You can also find her at her blog, Free Bekah.