City Considering Protected Bike Lanes for Broadway Redevelopment

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Broadway begins to narrow heading South at Pecan where pedestrians, auto vehicles, and electric vehicles converge.

Scott Ball / Rivard Report

Broadway at Third Street, heading north to Interstate 35, could have four 10- and 11-foot travel lanes with a parking lane in some spots.

As designers near completion of the street layout for the multimillion redevelopment of Broadway, the City of San Antonio is taking one more look at what other amenities would need to be sacrificed to accommodate protected bike lanes.

The City will meet with two stakeholder groups, made up of area property owners and developers, over the next two weeks to show them alternatives that designers worked on last week, Deputy City Manager Peter Zanoni told the Rivard Report on Friday. The City is considering hosting more public input sessions, too, since bike advocacy groups lobbied for the change and since the arrival of electronic scooters.

Whether the City hosts broader community input sessions, Zanoni said, will be largely based on feedback from stakeholder groups: developers, businesses, institutions such as the Witte Museum, and others along the commercial – and increasingly residential – corridor.

“We want to take one more look with the community on the design of Broadway,” Zanoni said. “It’s getting to the point where it’s almost too late. We have to land on a design.”

The City has been formulating a plan with stakeholders for the project – to transform a car-centric street into a vibrant, multimodal boulevard – for more than a year. The preliminary plan is to reduce vehicle travel lanes and prioritize wide sidewalks and other features.

But with limited rights-of-way in some sections, something has to give; bike advocates say it shouldn’t be protected bike lanes, while many (not all) of the property and business owners along Broadway support wide sidewalks and parking to encourage more business and space for on-sidewalk amenities.

The design team is working on various scenarios in which a turn lane, sidewalk width, parking, or even travel lanes could be given up for a protected bike lane, Zanoni said.

The north/south bike facilities for the corridor, according to the preliminary proposal completed last year, switch from designated bike lanes to protected or separated (with a barrier), back to designated (painted), to no bike lanes on Broadway before the route is diverted onto both Avenue B and North Alamo Street. Bike advocates and some urban design enthusiasts have taken issue with that kind of patchwork infrastructure – if the City wants to support the existing bike traffic and encourage fewer cars on the road, then consistency and safety are key elements.

This map shows proposed bike facilities on North Alamo, Avenue B, and Broadway.

Courtesy / City of San Antonio

This map shows proposed bike facilities on North Alamo, Avenue B, and Broadway.

The electronic scooter’s foray into the streetscape has raised questions about how pedestrians, bikes, e-scooters, and cyclists can “share the road” without designated space for people moving slower than cars but faster than pedestrians.

Because of the proliferation of e-scooters, Zanoni said, the City is considering the need to start “working with a much greater stakeholder group [on the design]. … The conversation about pedestrian and multimodal safety is at an all-time high.”

But the City has goals for Broadway that go beyond bike and scooter lanes, said Bill Shown, managing director of real estate for Silver Ventures, which developed the Pearl. Shade, seating, car-hailing drop-off points, bus stops, and landscaping all contribute to the experience and vitality of a street – which would be lost if a protected or designated bike lane took all that space.

“In an effort to try to accommodate bikes in those narrow parts of Broadway, we’ll wind up with a street that pleases no one,” he said. “This is not pro-bike or anti-bike, this is pro-good design.

“There’s just not enough right-of-way to accommodate [cyclists] and everything else in the narrow streets,” he said. “It’s not disrespectful [to bikes] …. there’s so many more pedestrians, drivers, and other users [of the street]. How is it that [bikes] trump all of them?”

This graphic shows the narrowing right-of-way – the space that the City has to work with – along Broadway.

Courtesy / City of San Antonio

This graphic shows the narrowing right-of-way – the space that the City has to work with – along Broadway.

The first part of the project, funded with $27 million from the $42 million allocated to the Broadway project from the City’s 2017 bond program, stretches from East Houston Street to Interstate 35 (just south of the Pearl). That lower section is slated for completion in 2021. The entire three-mile project will cost an estimated $97 million. State and federal sources will contribute $14 million to the upper section of phase 1 that will use about $15 million of the bond allocation. Construction for the second phase, from Mulberry to Burr Road, is not yet funded, though the design work has started.

The lower and upper segments of phase 1 of the Broadway corridor project are funded through the City's 2017 bond program as well as state and federal sources.

Courtesy / City of San Antonio

The lower and upper segments of phase 1 of the Broadway corridor project are funded through the City’s 2017 bond program as well as state and federal sources.

Bike San Antonio, a local cycling advocacy group, started a petition for protected bike lanes on all of Broadway in September as project designers worked on finalizing plans. The group was included in stakeholder meetings, but the resulting design was not what it was expecting. As of Friday afternoon, 683 petitions have been collected online and about 200 have been collected from the area, said Janel Sterbentz, founder and director of Bike San Antonio.

“Broadway is a major bike route for cyclists because it is a direct route from the north into downtown,” she said. “Cyclists don’t use Avenue B because that would just take them out of their way.”

San Antonio is installing more “complete streets,” but not fast enough to meet the goal of tripling the total miles to 6,465 miles in 2020. San Antonio had 2,155 miles in 2010, according to the nonprofit SA2020, which tracks the city’s progress in key metrics, and has added just 240 miles seven years later for a total of 2,395 in 2017. It has about three years to add more than 4,000 miles.

A preliminary outline of the City and Bexar County’s joint comprehensive, multimodal transportation plan also calls for more bike infrastructure: 40 miles of “micromobility” lanes for bikes and e-scooters by 2025.

Residents have said they want complete streets, Sterbentz said, adding that San Antonio even has a complete street ordinance, and as the “backbone” of downtown traffic Broadway can exemplify that priority. (The ordinance does not require such facilities, rather it requires consideration of pedestrians, cyclists, and motor vehicles.)

“It could be a symbol of what San Antonio stands for,” she said.

But Avenue B and North Alamo Street are less-traveled thoroughfares, Shown said. “It’s safer and more comfortable” for cyclists of a wider range of age and ability. SilverVentures is collaborating with GrayStreet Partners, which also owns several properties around Broadway, on enhancing Avenue B.

Sterbentz questions the process surrounding how the City collected input and feedback on the street design. Bike San Antonio and other advocacy groups have been included in design discussions, but she said she does not think there has been adequate community engagement.

There have been several stakeholder meetings and at least one public Bicycle Mobility Advisory Committee meeting to discuss the design, but not a broader, City-hosted meeting for the community.

Depending on stakeholder input over the next two weeks, Zanoni said, the City is “contemplating a three-step approach to engage the community” that could include a community survey, a tele-town hall, and a Facebook Live video.

City Council recently approved new public participation guidelines aimed at improving the City’s outreach strategies, but the City has held public meetings to collect input on higher-profile bond projects before the new guidelines were adopted.

Councilman Roberto Treviño (D1), whose district includes downtown and the Broadway Corridor, said the City needs to take a balanced approach when designing for multiple uses.

“I can’t speak to the nuance of [the design] just yet, but I think that we have to be ready to find a design solution that’s balanced,” Treviño said. “[The road’s] width changes … so the ability to do certain things changes. It can’t be everything to everyone.”

E-scooters are allowed to ride on sidewalks under the City’s pilot regulations that are up for review later this month due to safety concerns, but it’s unclear if they can or should share the roads in the same way bikes try to, Treviño said.

Lumping scooters and bikes into the same traffic category could be “layered with unintended consequences,” he said, adding that the issue will require a thoughtful approach.

Treviño said the soon-to-be-hired pedestrian mobility officer will drastically improve mobility advocacy and public participation when designing street projects big and small in the future. Funding for the position was approved with the city’s 2019 budget.

The City has interviewed some applicants for the job, Zanoni said, but they did not have the expertise the City desired so it has hired a recruiter to seek out possible applicants.

“There’s different interests” vying for that public space, said Warren Wilkinson, executive director of Centro San Antonio. “The best thing anybody can do is continue to sit at the table. … But nobody gets 100 percent of what they want.”

When it comes to needs or wants of pedestrians – locals and visitors, Wilkinson added, “there’s no unified voice” or association advocating for them.

Centro hired California-based design firm MIG to work on conceptual designs for the Broadway’s potential that were used to “sell the bond package,” Wilkinson said. “We’re making sure that … the final products live up to the basic concepts.”

The downtown advocacy nonprofit is not picking a “side” in the bike lane discussion, said Eddie Romero, Centro’s vice president of marketing and community engagement, but its mission is to find “what is going to benefit the broader community and hold true to the vision of Broadway as transformational and as a destination.”


49 thoughts on “City Considering Protected Bike Lanes for Broadway Redevelopment

  1. Do away with street parking. leave a decent size sidewalk. restore bike lanes & night lighting. Let’s start at the corner of Jones Ave and Broadway. Why do these apartments need to have street parking for loading and unloading when then have huge amounts of space on their own property. Let’s start by prohibiting food trucks and CPS/Cable installers parking on Broadway. Their vehicles and food trucks not only are extra size, they parked on street parking and then they place orange cones (due to their oversize) and they block travel lane. Leaving only ONE LANE for travel from south to north. Two decent small size vehicles cannot travel on Broadway at Jones, let alone a via bus and a movers truck. Why can’t food trucks and cable installers park on Casablanca or Jones or Grayson. Not only that once street parking is full, movers and fedex parks plainly on left travel lane on Broadway insane!

        • they had a barrier lane along Ave B a couple years ago it had wooden bollards down the middle from Newell Street to Lions Field but it did not work as a big rig delivering food to a bar took most of them out while driving to the place. they need to do away with all motorized vehicles to include Scooters on Broadway from 9th street to Mulberry after 6 pm. make the street pedestrian and bike friendly from 6 pm to 05:00 am. they do this in the bigger cities in Europe

  2. Broadway is being squeezed with new development and increased traffic- I really do not understand why Avenue B and Alamo are not being better promoted for bike traffic instead of Broadway. Current construction not withstanding both streets are far less crowded with cars and are no less direct than Broadway.

    • I agree wholeheartedly. I love the higher density residential areas but to assume that all of those residents aren’t using cars is foolish. Even more foolish is thinking that people are going to drive less because there are fewer lanes to drive on Broadway. The automobile traffic will move to an already overly congested 281 or just add to frustrated drivers on Broadway. Broadway has had a lot of lane closures lately because of utility construction, drive through that a few days and you will understand why a fewer lanes on Broadway is a bad idea. Give bicyclists real protection on Avenue B and make sure it is fully connected to the Pearl and downtown.

    • Both Avenue B. & Alamo St. get cut off or terminate at some point. Broadway is the only street that continues on practically unimpeded. So from a spending standpoint, we could create a patchwork of bike lanes that maybe work (which I am not against). Or we could just do it once on Broadway St. and know we won’t have to revisit the lanes for a while. I’d rather spend the money once and just not have to worry about it for awhile.

      • Ave. B starts at Pershing and ends at I35 overpass so you turn at Casablanca and straight over to Alamo which then goes the same distance into downtown as Broadway. I would really like to see this alternative explored. Broadway is getting choked between Josephine and 10th St.

    • they had a barrier lane along Ave B a couple years ago it had wooden bollards down the middle from Newell Street to Lions Field but it did not work as a big rig delivering food to a bar took most of them out while driving to the place

  3. Great on the consideration for a mode of transportation much older and will outlive the gas vehicle . Maybe a curb less or angled large hybrid sidewalk & bike lane with rumble strips to notify cars that veer off the road. The side walk at South Flores at the HEB headquarters is model to consider.

    • The city has an ordinance to discourage sidewalk bike riding. The SoFlo HEB sidewalk bike lane hybrid just confuses riders as a result since they can’t really do that anywhere else in the city.

  4. Let’s make certain we reduce Broadway enough for rarely used bicycles so we can prevent emergency vehicles from getting quickly to where they are needed.

    • Probably to respond to a car crash caused a texting 17 year old. Great red herring, has ANYONE, EVER, said bikes cause problems for emergency vehicles?

  5. Now is the time to try something bold. Something different from the same old San Antonio. Something that has worked in many other cities in the country. Build the bike lanes. Don’t let the same old standby arguments impede this change. “Prevents emergency vehicles”, “off-loading passengers won’t have a place to go”, “we have more density so we need more car space”, “it’s foolish to think people won’t use their cars”. Be BOLD and see the changes happen.

  6. Very few people ride bikes daily down Broadway.Scooters have taken over. Use avenue b and alamo street.Just a very small vocal group of bike riders.

    • The reason is because there is no designated bike lane that is protected from traffic. Once there is a protected lane, you WILL see a surge of bike and scooter traffic that I will be happy to see off the roads and sidewalks. EVERYONE should have their own place on Broadway. Not just cars.

      • I think you can’t quantify an outcome based on what you “hope” or “expect” will happen.

        The reality is there is a finite amount of space to use on Broadway. Vehicle traffic is a given, as the street was originally designed for cars, buses and other four wheeled traffic. Pedestrian traffic is also fairly active on Broadway, as a multigenerational form of exercise, and travel.

        Bicyclist are a very small minority on city streets, and I don’t believe that the quality or number of bike Lanes is the cause. Rather, it is an effect, and a “supply and demand” issue. Even where there are bike lanes, I observe cyclists avoiding those in favor of quiet side streets.

        Personally, I find the idea of cycling on city streets, sucking car exhaust with every breath, to be a foolish practice. But that’s just my opinion…shared with my cyclist husband, who prefers bike trails.

  7. Oh Lord. Here we go again. There is so much traffic on Broadway now and bike riders, majority of them, don’t obey the laws. They don’t stop at red lights while riding on the car Lane and I’ve seen them almost get hit but now it’s the cities fault cause they don’t offer direct bike Lanes. Ridiculous. I will continue to honk at bike riders if they are in the way and taking up 2 car Lanes cause they feel they have the right to ride side by side. I’m all for bike Lanes but bike riders continue to show disrespect to traffic and one day this will cause them their life.

    • I must reply to your comment. How can you say that you are all for bike lanes but you will continue to honk at riders if they are “in the way!” That is contradictory in every way. What is ridiculous is the mindset & assumption that you have ownership of the road because You are in a motor vehicle. It is time for people to realize that folks who use an alternate method of transportation have every right to have their place on the road so drivers like you don’t count them as being “in the way!” And no it is not the city’s fault when these folks are hit and/or killed. It is the drivers who who feel those same riders have no place on the road. To think the loss of life is not too harsh of a consequence of someone “being disrespectful to traffic.” Shameful! You sir, are being disrespectful by honking and acting in the manner in which you do.  I pray you never loose a family member due to something as tragic as a bike accdent.  You would definitely sing and dance to a different beat.

    • Couldn’t agree more with this. Bike and Scooter drivers must be more aware of their surroundings and/or actually care about cars hitting them in an instant. Been in this situation a couple times and was livid. Almost killed a bicyclist because he cut me off and was in my blind spot. Not sure what the solution is to this other than a dedicated lane to these modes of transportation.

      • I have seen more bicyclists disregard lanes than not. Even with bike lanes available, they will bicycle on the opposite side of the street, will not stop at stop signs nor at stop lights, and basically will not obey the law. Those bike advocates need to advocate for controlling their own by not allowing these outlaws on the streets. I personally am offended every time I see one because I know he/she will some how try to cut me off or do something really crazy. I say help keep them off the streets!

        • Oh I have anecdotes too! Do you know what a punish pass is? It’s where a person in a car passes way too close to a person on a bicycle on purpose, to punish them for riding on the road. That happened to me travelling south on Broadway. The girl got to her destination, the Valero on Josephine/Broadway, maybe 30 seconds before I did. I was by her window before she could get out to pump gas. I just shook my head and calmly said 3ft to pass a bike, it’s the law, and rode off. She could have killed me. So close I could’ve reached out and touched her rear quarter panel as she went by. I had to pull my brakes hard and skidded quite a ways. Oh and you want to see some egregious red light running? Go sit at Broadway and Funston for a while. Every time the light turns red on Broadway you’ll see the last few cars run it. Every. Time. I have to cross Broadway there regularly and it is terrifying. I always wait a few more seconds before pulling out, whether I’m in my car or on my bike.

    • Ill bet you also broke several traffic laws the last time you drive a car. BAN CARS! CAR DRIVERS BREAK THE LAW!!

      Sounds ridiculous, right?

  8. With all the apartments going in, no matter what the city does, Broadway is going to become a complete vehicle nightmare for those that don’t live there. There has been absolutely unrestrained development on Broadway, and it is continuing.

    So, I prefer removing as many traffic lanes as possible. Then anyone living there might abandon the idea of owning a car.

  9. Everyone thinks they know the right answer but they dont. This is a question of values and priorities. After the project is complete, no matter what gets built, the world will keep spinning and the street will reflect what we care about.

  10. “No one gets 100% of what they want” is BS. If what one wants is a continuous lane from point A to B, cars always get what they want. The right of way needs to be looked at length-wise, not cross-wise across the street. Bikes want 100% of a bike lane, just as cars will get 100% of their lanes- at least two. No one is suggesting routing car traffic over to Avenue B, but why not? It’s easier for cars to go an extra mile! A couple of thoughts: unlike the bike lane and car lanes, a pedestrian sidewalk does not have to be a uniform width and would be more interesting by being varying widths. Make sure the utilities get buried, so the poles don’t obstruct the sidewalk as they do now. Then make sure new construction has decent setbacks and isn’t built right up to the street like many of the new apartment around the Pearl and south of 35. The city could even buy up some of the empty land/parking lots now bordering Broadway to ensure setbacks when the land ultimately gets developed. Pushing the sidewalks back and making them [somewhat] smaller in places will create a bit more room in the street. Last, although I don’t think a pedestrian-friendly Broadway is very compatible with having it remain as a commuter artery, this traffic could be improved by making center lanes into contra-flow lanes (inbound in the morning and outbound in the afternoon, if that’s the prevailing traffic) reducing the overall need for lanes.

  11. Chicago has tons of well known two lane streets with dedicated bike lanes that are highly used. People in sophisticated cosmopolitan cities understand that driving in a popular area is going to take longer. Let’s stop catering to drivers (including myself) and aspire to be a modern city.

    • EXACTLY! San Antonio needs to “push the bar” with it’s urban design plan. Other cities far-surpass our standards when it comes to multimodal transportation. We can do better! We are one of the greatest cities in the country and we get better every year, this street is important and will be a prime example of where our city will look like in the next 100 years.

      Do I even need to mention global warming?

    • This city was founded in 1718 and godammit we’re going to live in the past as long as we can!! I need protected lanes for my ox cart.

  12. The priority for Broad-way should be conveyance not storage. The safe conveyance of cars, cyclist, and pedestrians needs to be provided with particular attention for the safety of cyclist who must literally take life-in-hand in order to travel the length of Broadway. Safer conveyance should take priority over parking and secondary streets off Broad-way are better suited for on street vehicle storage where streetscape width is limited. While I advocate complete streets with shade trees and landscape these considerations are secondary when ROW is tightened as they do not require the same level of continuity that is essential for safe functional bike lanes and pedestrian ways. A great street can have discontinuous street parking and landscape but, not discontinuity of safe cycling and pedestrian ways (even as the latter may be narrowed a bit where necessary).
    Would we ask pedestrians to walk along the street unprotected or route them to alternative streets to accommodate incidental car storage in the form of street parking? Why is it acceptable to endanger cyclist so. It’s time for San Antonio to get serious about alternative mobility and prioritizing functional and safe routes is the best start.

    • Boom. This is spot on. You want a car? Find someplace to put it. Not our job. Dealing with your car should be the added expense and hassle which can push people in higher density areas to use alternative transportation.

  13. The biggest problem I see with the current system of bike lanes in San Antonio is connectivity. Some bike lanes only go a few blocks and then disappear and you end up in a car lane. For a bike lane to work on Broadway there needs to be a totally connected lane for them.

  14. A nation-wide study found that more than 50% of people say they want to bike more but don’t feel safe doing so. Cities that do provide an interconnected network of safe bike lanes see up to 50% of all trips by bike. Studies show that installing protected bikeways does indeed increase bike traffic, increases retail sales (even when on-street parking is removed), and makes the street safer for all road users. For references visit

  15. The Rivard Report quotes Bill Shown, managing director of Silver Ventures, which developed the Pearl District as follows: “Shade, seating, car-hauling drop-off points, bus stops, and landscaping all contribute to the experience and vitality of a street-which would be lost if a protected or designed bike lane took all the space.”

    I strongly agree with Bill Shown.

    The Rivard Report quotes Janel Sterbentz, founder and director of Bike San Antonio, as follows: “Broadway is a major bike route for cyclists because it is a direct route from the north to down town. Cyclist’s don’t use Avenue B because that would just take them out of the way.”

    I just saw a news report on the ABC television channel, that a physician cyclist was killed by car, yesterday, when he was biking on a street in San Antonio.

    No protected bike lane on any street is 100% safe from a car accident. Cyclists should divert to less busy streets and to nature trails.

    Broadway Street is fortunate to have San Antonio River trails from Hildebrand Street to downtown San Antonio, and, further south to all the Spanish Missions. Broadway Street is fortunate to have VIA Bus routes from the San Antonio Airport to downtown, and, south to all the Spanish Missions.

    City of San Antonio (City) should not promote bike lanes on busy streets.

    Especially for tourists, the City should facilitate and promote the use of integrated nature trails, sidewalks, and VIA Bus routes.

    Click on “Trails and Transit” above for an example of integrating nature trails and VIA Bus routes along Broadway Street.

    • This is a completely hypocritical view on the relationship between bikes and cars. By arguing that protected bike lanes aren’t 100% safe, you imply that streets are 100%, which is simply untrue. Protected bike lanes PROTECT bikes from cars, which takes them off the streets and makes it safer for all parties involved. No more annoying cyclists slowing down a lane, no more dangerous cars tailgating you. Plus, diverting commuter bike traffic to recreational areas is a recipe for disaster, thats like asking Broadway commuters to drive through Brackenridge park instead! Alongside that, diverting mid-speed traffic to less busy streets is troublesome because the same argument could be said about vehicular traffic, where through traffic on Broadway could be diverted onto adjacent streets (cars can go an extra mile way easier than bikes and pedestrians).

      • Leading cause of death for kids age 1-14? Motor vehicle crashes. That means, go to any school, look at any kid – if died today, the good money would be that they died in a car crash. Sounds safe, right? Its unbelievable the car apologists that think so many people have to die in order to get where we’re going.

  16. Bike lanes on Broadway are crucial for the city to show they are serious about bike safety. Ebikes and escooters are making this painful obvious. Car drivers do not own the street. Broadway is not a highway anymore. We need high urban density, affordable housing and electric bikes and traditional bikes on broadway. Avenue b does not cut it anymore. Maybe if these property owners and stack holders would get out of their cars/trucks and join me on my weekly commute from Basse and Broadway to Houston and Broadway they would see that!

  17. I do not understand the objection to Ave B. and N. Alamo. It takes about 20 seconds on a bike to get from B back to Broadway, and if there was a protected light cross it would take 40 to go from B to N. Alamo. Turn those street into “bike boulevards” which cities like) Berkeley have paralleling about major street. You close them off to through car traffic (car have to turn off after a block due to barriers which are pass through for bikes and peoples). If you did that with no stop signs and light a bike could go from UIW ( with a cut through along the river) to and through downtown faster than you could on Broadway were you would still hit lights every few blocks. I much rather bike few block longer than have to start and stop on my bike every three blocks for light like you do on Broadway

    What this style of street does is create a street that is multi use: pedestrian, bike, scooter, wheelchair friendly. You could let e-scooters and bikes use them without the differential speed problems we are going to have with narrow protected lanes with limited space for passing. With Bike Boulevards you have the whole street. This youtube Berkeley put out explains it . When I lived in Berkeley is was much faster to travel by bike than car and much nicer than protected lane.

    You could do the same thing east west say Tuleta through Brackenridge park with a rout to Brackenridge road to UIW, then stadium drive (connecting to Trinity) onto Summit all the way to St. Mary’s University near with maybe a loop up to Fulton to get across Ten. Put another like Boulevard down Howard to SAC and South Flores and San Saba to UTSA downtown you have have connected the five inner city college campus with bike friendly street and you would have a real infrastructure to build on.

  18. Bicyclists have been discriminated against long enough in San Antonio. As stated in another comment above, Alamo Street and Avenue B are not continuous. For recreational cycle list that is fine. For someone who rides a bicycle like I do for utility reasons, such as going to meetings, going to the grocery store, going to other businesses, I need a system like motorized vehicles.
    Broadway is a wonderful north-south route and should be engineered for all modes of transportation; especially all modes of legal transportation which bicycles are legal vehicles on the road.
    The city of San Antonio presented an option at the bicycle mobility advisory committee meeting of the MP to be able to use the major streets. Broadway is a wonderful north-south route and should be engineered for all modes of transportation especially all modes of legal transportation which bicycles are legal vehicles on the road. The city of San Antonio presented an option at the bicycle mobility advisory committee meeting of the M P O That incorporated bicycle facilities along the entire project. It is feasible. If we want to be a progressive city we need to start including bicycle facilities regularly

  19. the problem with any projects on broadway[no matter what side one is on] is that there are NO collateral streets to handle the coming overload of traffic
    There is NO way that Broadway will be able to handle the increased traffic . Even if you sacrifice the bike lanes

  20. We need a complete street on nearby Austin Hwy even more desperately. Any plan for Broadway should be forward thinking in the connections made at the intersection between these two key streets. It is far from too late to make Austin Hwy a safe street for bikers and walkers (and drivers too for that matter). I risk life and limb crossing from Terrell Height to Terrell Hills on my runs, and I’m a grown adult. I would never ride a bike on Austin Hwy, much less let me kids do so. Connectivity all the way up Austin Hwy to the Salado Creek Greenway (near the nice new food truck park S.A. StreetFare, Tobin park Oakwell trailhead) will be a great benefit for those using the Broadway corridor as well. Right now those riding the Salado Creek Greenway have no connectivity to downtown, but this seems like a natural progression to this great resource in our community.

  21. As a bicyclist, I would much rather have a bike lane on a side street instead of Broadway. Why not have a bike lane adjacent to the Museum Reach portion of the River Walk?

  22. I think this would be good if the city police and the so called transit cops could keep the big trucks and via buses out of the bike lanes every bike lane that I have used has a big truck or a VIA bus stopped in it and or even parked. and Via transit cops want to give cyclists tickets for going around the bus or for ridding in what they call a bus only lane. YES, I hate VIA buses, they take up the whole road and they honk at you while riding, supposedly to let you know they are passing you but when they stay in the same lane and continue honking it is pissing me off. They need the cops to do something to fix this as some will tell you to ride on the sidewalk as other will give you a ticket for it in the next block.

  23. Apartment complex at 1800 Broadway has street parking, often food trucks park on visitor street parking area on Broadway (near Grayson). When food trucks park there, they place orange cones due to the oversize, same goes for Spectrum (Time Warner Cable), those cones block the right of way for vehicles traveling from south to north on the right hand lane. Why 1800 Broadway Apartments are allowed to park visitor cars and food trucks on Broadway, why do they have street parking when they have planters (concrete planters) on their entryway, they should be getting rid of planters and make way to accommodate food trucks on their premises. (See their garage entry on Broadway. Do not tell me there is not enough space (once they remove the concrete circular planters for a food truck and for residents entry. They already force Broadway drivers to squeeze next to food trucks on Broadway.

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