Res 2020-192/approving the San Marcos Transit Plan, also referred to as the Five-Year Strategic Plan for Transit Service

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SAN MARCOS TRANSIT PLAN I FINALREPORT City of San Marcos Ridership impacts of COVID-19. The City of San Marcos reduced operating hours and frequencies of fixed -route and p aratransit service for a four-month period in response to the initial COVID-19 outbreak. Fares were also eliminated duringthis period and the system remains fare -free during the development of this report. Social distancing measures were implemented on buses and at San Marcos Station, including limiting the number of available seats and requiring face coverings. Texas State University also adjusted operating hours, reduced frequencies, andlimited seating on Bobcat Shuttle routes. CARTS continued regular service on interurban Route 1510 (Austin -San Marcos) but suspended service on interurban Route 1517 (Austin -Texas State University) for a 4 -month period. Due to changes in employment, enrollment, activity, and attitudes it is unclear if transit demand and ridership will return to levels priorto COVID-19. Infrequent local service. Municipalbus service in San Marcos has historically been scarce in terms of frequency, hours of operation, and days of service. Priorto 2015, San MarcosTransit consisted often routes providing hourly service. In January 2015, the system was restructured based on recommendations from the previoustransit plan. Several routes were consolidated, and 30 -minute service was introduced on two of five routes, or approximately55% of bus stops in the city. Limited street connectivity and pedestrian barriers. The City of San Marcos has nineteen at -grade Union Pacific Railroad crossingsthat impact transit schedule reliability. Interstate 35 and its parallel frontage roads span the entire 12.5 -mile length of the citywith only ten overpasses and underpasses. The Union PacificRailroad and I-35 system along withhigh-speed state highways, farm -to -market roads, and ranch roads create significant barriers to transit. Gaps in the sidewalkandbike network further limit accessto transit. An isolated transit hub. San Marcos Station is the primary transfer p oint for San Marcos Transit, CARTS regional service, Greyhound, andAmtrak. The station locationis situated approximately 1/2 -mile south of Downtown San Marcos between twotracks and adjacent to a one-wayroad,resultingin out -of - direction travel, frequenttrain delays, and impactsto speed andreliability. Divergent transit services. San Marcos Transitbus service is currently designed to provide San Marcos residentswith access to a variety of destinations across the city on weekdays only. Service levels and ridership are low in comparison with peer cities. Complementary p aratransit service connects individuals not able to ride the bus with pre -scheduled point-to-point transportation. Bob cat Shuttle is designed to transport students between university housing or private apartments and several points on campus. Service levels and availability are tied to the university academic calendar. Connectivity between San Marcos Transit and Bobcat Shuttle routes is limited to a few on -street locations. Nelson\Nygaard Consulting Associates, Inc. 11-3