Antonio Area Freeway System
last updated November 22, 2014
the past decade, San Antonio has boomed and traffic volumes have
substantially. At the same time, funding to build new roads
not been able to keep pace with growth, mostly due to the effect of
inflation and dramatic increases in construction costs on state's
static fuel tax, which has not been adjusted since 1991.
Additionally, improved fuel mileage, which means less taxes
per mile driven, and diversions from the state's Highway Fund to pay
for public education and other non-transportation expenses, have
substantially reduced the amount of funding available for new highway
construction. Furthermore, Congress has failed to adjust the
federal fuel tax during the same period and, as a result, the
federal government in 2008 and 2009 had to rescind previously
allocated funding due to shortfalls in revenue. Over
the past decaded, Texas and San Antonio have historically been
shortchanged on transportation funding and a substantial backlog of
remains from all those years of being shortchanged, population and
traffic growth. Meanwhile, the funding issues have
only been addressed by the Legislature and Congress through a series of
help expedite the construction of needed roadways, the state encouraged
local authorities in the early 2000s to find their own funding
mechanisms. To that
end, Bexar County leaders in 2003 created the Alamo Regional Mobility
Authority (ARMA) to take a local leadership role in finding funding
solutions for the San Antonio area. Because there are few
funding mechanisms available under state law, the primary focus has
been on using tolls as
the backing for bonds that would fund major projects. Using this
financing method typically could allow many major projects to be built
as many as 25 years ahead of the projected
tax-funded schedules and, as a result, also substantially
cheaper. Although created primarily as a tolling agency, ARMA has
done a commendable job
of identifying and using other non-toll funding sources for several
most notably the US 281/Loop 1604 interchange. That action
allowed that project to be built toll-free even though it was
planned to be
a toll project.
On this page:
ARMA identified a number of feasible tollway projects in Bexar
County. An initial "Starter System" of about 20 miles was
originally identified with additional segments of Loop 1604
subsequently added. Several other future projects were also
being investigated by TxDOT. The map below shows the proposed
tollway locations in San Antonio in that 2009 plan.
- US 281 North
from 1604 to the Comal County line
- Loop 1604
northern arc from Military Dr. West to I-10 East and its interchanges with SH 151, I-10
West, US 281 North, I-35 North, and I-10 East
- I-35 from
Loop 410 South to the Comal County line
- SH 151 from
Loop 1604 to SH 211
- I-10 West
from Loop 1604 to Boerne
- I-10 East
from Loop 410 to SH 130 in Seguin
Parkway and its interchanges with I-35 South and Loop 410
dropped from consideration for tolling.)
- SH 16
(Bandera Rd.) from Loop 410 to Loop 1604
Parkway from Starcrest Dr. to Blanco Rd.
at Wurzbach Parkway and US 281
half of US 281/Loop 1604 interchange
(funded instead as a toll-free project using
economic stimulus funds)
Types of tollways
It seems that some folks have the incorrect perception that implementing a tollway on a road just means adding tolls to
roadway. However, in all
cases, toll road projects involve the construction of new lanes, almost always
some form of expressway lanes. Below are the
of tollways that have been considered for Bexar County.
In this scenario, the mainlanes of the
would be new, would be tolled, while the access roads would remain
toll-free. The expressway lanes include overpasses at major
intersections. Tolled mainlanes for Wurzbach Parkway between
Blanco and Wetmore were studied but determined to be
Tolled expressway lanes for Bandera Rd. were removed from tollway plans
by the MPO board in October 2009. It is important
understand that in every case where this type of tollway is being
developed, it is essentially the same proposal as a non-tolled
version of the same project would be. The
drivers who opt to use the new expressway lanes would pay a
The existing toll-free, signalized lanes would remain toll-free
and serve as the frontage roads for the new expressway lanes.
This is a more "traditional" type of tollway such the Sam
Houston Tollway (Beltway 8) in Houston or George Bust Turnpike in
Dallas. This type of tollway is
currently planned for US 281 from Marshall to Borgfeld and has
been studied for the Kelly Parkway and a possible future extension of
SH 151 outside of Loop 1604.
On roads that already have non-tolled
those existing lanes would remain toll-free, but new tolled express
lanes known as "managed lanes" would be built in the median between the
existing toll-free expressway lanes. The existing lanes may
to be shifted outward a bit to provide sufficient room for
the new lanes. The new managed lanes would be separated from
toll-free lanes by barriers with limited entry and exit points to the
toll-free lanes. A
managed lane is a lane where the operational strategies of the
lane are adjusted as required to ensure that the lane remains
free-flowing, thus providing for a guaranteed travel time for users of
the lane. For example, toll rates or vehicle occupancy requirements may fluctuate based on
conditions or time of day. The proposed managed lanes on US
would allow free access for buses, carpools, and emergency vehicles;
single-occupancy vehicles (i.e. solo drivers) could use the lane by
paying a toll. An
example of this type
of tollway is on I-10 West
(Katy Freeway) in Houston. This type
of tollway is
281 from Loop 1604 to Stone Oak and for I-10 West from
Loop 1604 to Ralph
Fair. It has also been studied for Loop 1604 North, much of I-35 in San
Antonio, and I-10 East from Loop 410 to SH 130.
Cross-section of planned managed lanes on US 281 between Loop 1604 and Stone Oak Pkwy.
access road lanes varies depending on location.
purposes only and are not to
A tollway would be built elevated over the
roadway. This type of tollway was proposed for Bandera Rd.,
studies showed that it would be unfeasible. This was also one
the three options studied for US 281 but also found to not be feasible due to cost. However, it has been proposed for I-35 from AT&T Center
Parkway to FM
New direct-connect ramps between a tollway and
intersecting roadway would be tolled. Tolled interchanges are
currently proposed for as part of the I-10 managed lanes as well as the
I-35 elevated managed lanes. A tolled interchange at US 281
Wurzbach Parkway was
studied but determined to be unfeasible. Other tolled
interchanges have been proposed at Loop 1604 and SH 151, Loop 1604 at
I-10 East, and on the planned Kelly Parkway at I-35 and at Loop 410.
The US 281/Loop 1604 interchange was initially planned as a
tolled interchange but various other funding sources have allowed it to
be built with non-tolled connectors instead.
shows the various proposed tollway types for San Antonio.
& toll collection
late 2007, the MPO approved toll
rates of 17 cents per mile and 57 cents per tolled interchange ramp for
most passenger vehicles. Larger vehicles (such as
would pay 46 cents per mile and $1.15 per ramp. (These were
planned 2009 rates and will now need to be reevaluated if any
toll projects come to fruition.) As is the current trend
the US, all tolls would be collected
electronically; there would be no tollbooths.
Motorists using the tollways would be required to have an electronic
transponder ("toll tag") and a corresponding account with TxTag, the
state's toll tag agency. These tags are stickers mounted inside the
windshield of the vehicle that contain a radio frequency ID (RFID) chip
that transmits the tag's unique code.
Electronic tag readers would be located at strategic locations along
the toll system that would record the identifier codes of tags as they
pass by. The toll would then be charged to the account linked
the tag where it would be deducted from a pre-paid balance in the
account. Vehicles using the toll system without toll tags
be photographed and then billed by mail for the toll amount
additional collection fee.
systems across the state are interconnected, so toll tags from any
Texas toll agency can be used on any tollway in the state.
status, and history
plan was that TxDOT would build the Starter System beginning in late
2005, then transfer operational responsibility to ARMA when completed
around 2009. But in May 2005, Cintra-Zachary, the private
consortium selected to build the first leg of the now-defunct
made an unsolicited bid to build and operate the San Antonio tollway
starter system. After review, TxDOT decided that the proposal
enough merit that it would seriously consider it, and in accordance
with state law, accepted other private bids to build and operate the
starter system. According to media reports, Cintra-Zachary's
allow the project to be built faster, would pay the state a concession
fee in return for a 50-year lease to collect the tolls, and because it
was privately funded, would allow TxDOT to
reallocate the $600 million that it would have used to build the
starter system to other projects. After a bit of rancorous
between TxDOT and ARMA, it was agreed that the private plans would be
evaluated with local input.
word of the
toll projects became public, a substantial amount of grassroots
opposition, headed by the Texas Toll Party group that had also
vehemently opposed Austin area toll projects, started to
They showed en masse at an MPO meeting in mid 2005
to get the Loop 1604 West extension tabled, at least for the time
being. As one might imagine, these events added some
to the entire project. However, TxDOT awarded the
contract for the US 281 North tollway (Sonterra to Stone Oak) in
September 2005 and preparation work for construction began in December
2005. The opponents filed a lawsuit shortly thereafter
challenging the project, arguing that it required a full (and costly)
environmental impact statement (EIS) instead of the numerous
environmental assessments (EA) that had been performed up to that
time. Federal law only requires an EIS to be performed if an
finds significant impacts, which the EAs for 281 did not.
However, TxDOT and the Federal Highway Administration (FHWA), who were
both named in the suit, jointly agreed in January 2006 to suspend work
on the 281 tollway project as well as a separate overpass planned at
281 and Borgfeld so that a comprehensive and definitive EA for
entire corridor could
be done and a subsequent determination made of whether a full impact
statement would need to be performed.
the new EA for 281 was released. As with previous
found no substantial issues, a so-called "Finding of No Significant
Impacts" (FONSI). The FHWA approved the EA on August 14th
2007. TxDOT announced plans to cancel the overpass
project at Borgfeld as ARMA indicated it was considering building the
entire 281 tollway project from 1604 to Borgfeld as one project with
construction possibly beginning in 2008.
completed studies on the other possible toll projects on I-35 North,
Bandera Road, and Wurzbach Parkway. In early 2007, ARMA
determined that the Wurzbach Pkwy. proposal was not feasible for
tolling. The tolling option for the Bandera Rd. project was
dropped by the MPO board in October 2009.
in mid-2006 that it was considering possible toll lanes along I-10 West
from Loop 1604 to Boerne and I-10 East from Loop 410 to
Those would be new managed lanes in the median; the existing
lanes would remain toll-free. Subsequent proposals for the
project pulled-back the northern endpoint to Leon Springs.
2007, after a series of discussions with the Legislature, Governor
Perry signed compromise legislation that put a two-year moratorium on
the construction of privately financed toll roads. The bill
included a number of exceptions, mostly in the Dallas-Fort Worth and
Houston areas; the 281 and 1604 toll projects in San Antonio were
not exempted. Consequently, on June 15th, ARMA voted to
control of those
projects with plans to fund the projects with bonds and begin
construction in mid 2008.
2007, TxDOT released the results of the EA for the Loop 1604 tollway
and expansion and showed plans for the proposed improvements.
That EA also had a FONSI outcome. However, with the threat of
legal challenges looming, ARMA decided to move forward with a full EIS
for Loop 1604. That study has experienced a number of
and now is expected to be complete in 2015.
the MPO approved the toll rates for the US 281 project. ARMA
announced that they would build the 281 project in two segments: Loop
1604 to Marshall Rd. and Marshall Rd. to the Comal county
Construction on the first segment, from Loop 1604 to Marshall, was
expected to start in mid 2008 with completion in late 2010.
second segment was expected to be completed in 2012.
2008, toll opponents and environmentalists once again filed a lawsuit
challenging the comprehensive 281 environmental assessment.
initial arguments, the judge ruled that the plaintiffs' case had
sufficient standing to move forward with discovery. During
discovery process, TxDOT announced that they found a document that was
omitted from the administrative record for the federal environmental
approval and asked for a 60 day stay to allow time to submit the
document to the FHWA for review to determine if it would change the
overall findings of the study. In early October 2008, TxDOT
reported that they had uncovered a conflict of interest with the
contractor who had performed the endangered species portion of the
Specifically, it was discovered that a TxDOT staff biologist was
married to an employee of the company hired to do the a portion of the
study. It was further discovered that the TxDOT employee's
supervisor was aware of the situation and allowed it but that controls
put in place to mitigate the conflict were not enforced.
it was determined that this likely had no impact on the results of the
study, TxDOT asked the FHWA to revoke their environmental approval for
the project to short-circuit the inevitable legal battle.
Subsequently, all parties involved (TxDOT, ARMA, and the FHWA) agreed
to do a more comprehensive environmental impact statement (EIS) for the
corridor and the lawsuit was dismissed as moot in November
In April 2009, ARMA hired the consultant to develop the new EIS and it
is expected to be completed in 2014.
while the legal challenges were working their way through the system,
ARMA had hired Cibolo Creek
Infrastructure Joint Venture in May 2008 to design and build the 281
project. The consortium was headed by Fluor Enterprises of
Irving, Texas, and Balfour Beatty Infrastructure Inc. of Atlanta, and
included several San Antonio subcontractors. (Contrary to
perception, this consortium-- unlike the Cintra-Zachary group--
included no foreign companies.)
Design work was 30% completed when it was stopped in late 2008 due to
the aforementioned litigation and subsequent decision to do a full
EIS. ARMA had planned to start construction in late 2008 or
2009 on the first segment, from Loop 1604 to Marshall Rd., with
estimated completion in late 2010. However, those plans were
scrapped and a new project will be recommended at the conclusion of the
environmental impact statement process.
Great Recession in
2009, Congress approved a national economic "stimulus" plan
that poured additional federal money into road construction
The Metropolitan Planning Organization (MPO) approved allocating San
Antonio's share of transportation stimulus funding to be used as
matching funds to leverage state funding for the first half of a
interchange. This project built all four of the ramps
1604 to 281 inside the loop, i.e. northbound 281 to both directions
of 1604, and both directions of 1604 to southbound 281. The
of the federal funds allowed the ramps to be without tolls.
Texas Transportation Commission (TTC) approved the funding request on
March 5th, 2009. Construction began in early 2011 was
in mid 2013. It
determined that the ramps connecting to 281 north of 1604 could not be
built until the lingering issues stemming from the lawsuits and
environmental studies for 281 north of 1604 are resolved.
However, funding has already been set aside for those ramps
that construction can begin as soon as the legal and environmental
issues are resolved. For more
the 281/1604 interchange, click
May 2012, local officials announced they had identified funding to
construct expressway lanes on US 281 from Loop 1604 to Stone
Pkwy and on Loop 1604 from Bandera Rd. to Wiseman Blvd.
The working plan for US 281 included two to three
lanes in each direction and one or two tolled managed lanes.
The managed lanes would include direct access to a park and
facility being planned for the corridor. It is hoped
construction can begin sometime in 2014 or 2015 once the ongoing
environmental study of the corridor is complete and approved and
barring any further legal challenges.
Over on Loop 1604, plans were announced to build two toll-free
expressway lanes in each
direction from Braun to Potranco with room left for future toll lanes
(essentially a southward extension of the existing freeway
configuration at Bandera Rd.) once the current environmental study is
complete in 2015.
Plans are being developed to add managed toll lanes to the
existing non-toll lanes on Loop
1604 across the northside.
January 2014, TxDOT and ARMA
announced funding had been secured
to expand US 281 from Loop 1604 to Borgfeld Rd. using a mix of
non-tolled and tolled/managed lanes. Funding was also
to complete the northern ramps for the Loop 1604 interchange; as with
previously completed ramps in the interchange, these new ramps will
also be non-tolled.
With funding now
in hand for the entire corridor, construction is expected to start in
late 2015 or early 2016 contingent on approval of an environmental study that is scheduled to be complete in mid 2015. It was also announced that funding
been allocated for the I-10 West managed lanes from Loop 1604 to Ralph
Fair Rd. and for non-tolled expressway lanes on Loop 1604 from SH 151
to US 90.
sites of interest