VIA Advanced Rapid Transit North/South Corridor ProjectSan Antonio, TexasNew Starts Project Development(Rating Assigned November 2021)Summary DescriptionProposed Project: Bus Rapid Transit11.7 Miles, 27 StationsTotal Capital Cost ( YOE): 320.00 MillionSection 5309 CIG Share ( YOE): 158.08 Million (49.4%)Annual Operating Cost (opening year 2027): 12.06 Million7,100 Daily Linked TripsCurrent Year Ridership Forecast (2019):2,308,800 Annual Linked TripsHorizon Year Ridership Forecast (2040):13,500 Daily Linked Trips4,401,800 Annual Linked TripsOverall Project Rating: Medium-HighProject Justification Rating: MediumLocal Financial Commitment Rating: Medium-HighProject Description: VIA Metropolitan Transit (VIA) proposes to implement a Bus Rapid Transit(BRT) line from the San Antonio International Airport in the north, through downtown SanAntonio, to Steves Avenue in the south. Approximately 75 percent of the project alignmentincludes dedicated transit lanes. The proposed project includes branded stations with off-boardfare collection, next bus messaging, public announcement systems, bike parking, and safetyfeatures such as security cameras and lighting along with implementation of transit signalpriority and procurement of 17 new low/no emission vehicles with level boarding. Duringweekdays, service is planned to operate every 10 minutes for most of the day and every 20 to30 minutes during early morning and late-night hours. On weekends, service is planned tooperate every 15 minutes for most of the day and every 30 minutes during early morning andlate-night hours. The service is planned to operate from 4:00 AM to 1:00 AM during weekdaysand weekends.Project Purpose: The project connects several key destinations along the corridor includingSan Antonio International Airport, North Star Mall, Park North Shopping Center, San PedroSprings Park, San Antonio College, VIA Metro Center, Baptist Medical Center, Downtown SanAntonio, Roosevelt Park, Missions National Historic Park, and numerous high densitycommercial and residential areas. The project is intended to provide highly reliable, frequent,direct transit service with enhanced amenities, linking neighborhoods to key regional activitycenters. It also is expected to reduce congestion, improve air quality, and support the region'sland use vision and growth plans.Project Development History, Status and Next Steps: VIA selected the locally preferredalternative (LPA) in October 2018. The LPA was adopted in the fiscally constrained long-rangetransportation plan in September 2020. The project entered New Starts Project Development inAugust 2021. VIA anticipates NEPA completion with receipt of a Categorical Exclusion in July2022, receipt of a construction grant in 2024, and the start of revenue service in 2027.

Locally Proposed Financial PlanSource of FundsFederal:Section 5309 CIGLocal:Transportation Infrastructure Finance andInnovation Act (TIFIA) Loan Repaid withAdvanced Transportation District (ATD) IISales TaxKeep San Antonio Moving Sales TaxRevenue Reserve FundsTotal:Total Funds ( million)Percent of Total 158.0849.4% 105.2532.9% 56.6717.7% 320.00100.0%NOTE: The financial plan reflected in this table has been developed by the project sponsor and does not reflect a commitmentby DOT or FTA. The sum of the figures may differ from the total as listed due to rounding.

City of San Antonio TX, Advanced Rapid Transit North/South Corridor Project(Rating Assigned November 2021)FactorLocal FinancialCommitment RatingNon-Section 5309 CIG ShareSummary Financial PlanRatingCurrent Capital and OperatingCondition(25% of local financialcommitment rating)RatingMediumHigh 1 levelMediumCommitment of Capital andOperating Funds (25% of localfinancial commitment rating)HighReasonableness of Capital andOperating Cost Estimates andPlanning Assumptions/CapitalFunding Capacity(50% of local financialcommitment rating)MediumLowMediumComments The CIG share of the project is 49.4 percent. The average age of the bus fleet is 4.8 years, which is youngerthan the industry average. The most recent bond ratings for VIA Metropolitan Transit(VIA), issued December 2020, are as follows Standard &Poor’s Global Ratings, AA (Sales tax revenue refundingbonds), and AA- (Farebox revenue refunding bonds VIA’s current ratio of assets to liabilities as reported in itsmost recent audited financial statement is 4.9 (FY2020). There were no service cutbacks or cash flow shortfalls from2015 to 2019. All of the non-Section 5309 CIG capital funds are committedor budgeted. Sources of funds include “Keep San AntonioMoving” (KSAM) Sales Tax Revenue Reserve Funds and aTIFIA loan repaid by VIA’s voter-approved AdvancedTransportation District (ATD) I sales tax. Approximately 97.3 percent of the funds needed to operateand maintain the transit system in the first full year ofoperation are committed or budgeted, and the remaining areconsidered planned. Sources of funds include FTA 5307Urbanized Area Formula funds, farebox revenue, sales taxrevenue, parking lot revenue advertising revenues, leasingrevenues, and annual City of San Antonio funds. Assumed growth in capital revenues is optimistic compared torecent historical experience. The capital cost estimate is reasonable. Assumed growth in operating revenue from fareboxcollections is reasonable and contributions from MemberCities are conservative compared to recent historicalexperience. Operating cost estimates are reasonable compared to recenthistorical experience. VIA has access to funds via additional debt capacity, cashreserves, and other committed funds to cover unexpected costincreases or funding shortfalls equal to 15 percent of the totalProject capital cost and 53.6 percent of annual system-wideoperating expenses.

VIA Advanced Rapid Transit North/South Corridor ProjectSan Antonio, TexasNew Starts Project Development(Rating Assigned November 2021)LAND USE RATING: MediumThe land use rating reflects population density within one-half mile of proposed stations, employment servedby the line, and the share of legally binding affordability restricted (LBAR) housing in the station areascompared to the share in the surrounding county. The average population density in station areas is about 4,600 persons per square mile,corresponding to a Medium-Low rating. Total employment served by a one-seat ride is about101,600 jobs, corresponding to a Medium rating. The average daily parking cost in the centralbusiness district is 10, corresponding to a Medium rating. The ratio of the proportion of LBARhousing units in all station areas to the proportion in the county is 2.50, corresponding to a Highrating. The project corridor is organized into four segments. The first segment is near San AntonioInternational Airport and is mostly industrial and commercial uses. Moving south along the proposedcorridor, the second segment has an increasing number of single-family neighborhoods. The thirdsegment, which covers Downtown, has denser development with a mix of uses, major employmentand trip generators, and historic districts. The forth segment has commercial uses along the majorroadway that are surrounded by single-family residential neighborhoods. Pedestrian facilities are present throughout the project corridor but facilities outside of downtown arepunctuated by network gaps or obstacles (e.g., utility poles) or are in poor condition.ECONOMIC DEVELOPMENT RATING: Medium-LowTransit-Supportive Plans and Policies: Medium Growth Management: Long-range regional transportation and neighborhood vision plans supportconcentrating new and infill development around regional activity centers and transit corridors. SanAntonio’s Unified Development Code (UDC), which governs land use and development in the city,establishes a transfer of development rights program.Transit-Supportive Corridor Policies: Since 2010, the City of San Antonio has been updatingauthoritative planning documents to: support dense, mixed-use development; create pedestrian- andbicycle-friendly environments; and link land use decisions to transit investments. Some station areashave unique vision/development plans.Supportive Zoning Regulations Near Transit Stations: The station area zoning districts allow optionaluse of an alternative zoning code for transit-supportive special districts. The Transit-OrientedDevelopment (TOD) Special District allows a denser mix of uses and more pedestrian-friendlyenvironment with different standards for areas within one-quarter of a mile and one-half of a milefrom high capacity transit stations. Permitted densities in the TOD Special District range from eight to80 dwelling units per acre.Tools to Implement Land Use Policies: Significant changes to the UDC are expected as part of aforthcoming update and include tools to achieve zoning and land use goals. Regulatory and financialincentives have typically targeted the downtown area. There is a desire to expand these incentives,such as tax increment financing, to other areas of the city.Performance and Impacts of Policies: Medium-Low Performance of Land Use Policies: The recently expired Center City Housing Incentive Policyresulted in about 8,000 new housing units in Downtown between 2010 and 2020. It is unclear howthe city’s policies affected the 18 development examples provided in the submission.Potential Impact of Transit Investment on Regional Land Use: Approximately 76 acres of land isvacant or under utilized within the station areas and is zoned for transit-supportive uses. The projectcorridor is forecast to outpace regional population and employment growth by about three times and11 times, respectively. There are approximately 170 development applications and 200 preliminaryand recorded plat records within the project corridor from 2021.

Tools to Maintain or Increase Share of Affordable Housing: Medium-Low Approximately 2,200 housing units are documented LBAR housing in the project corridor. Littleinformation was provided on the need for LBAR housing in the corridor.City-issued bonds can be used to finance construction of affordable housing units. Various state andcity tax credits are given to developers or homeowners to construct, maintain, or rehabilitateaffordable housing.Little information was provided on preserving affordable units long-term.

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concentrating new and infill development around regional activity centers and transit corridors. San Antonio's Unified Development Code (UDC), which governs land use and development in the city, establishes a transfer of development rights program. Transit-Supportive Corridor Policies: Since 2010, the City of San Antonio has been updating