VIA Didn’t Know Who Would Ride. It Built 400 Spaces Anyway.

Public records tie the $32 million Stone Oak Park & Ride to a city housing plan and to 1,308 income-restricted apartments along U.S. 281, all developed by one out-of-state company with a city-affiliated corporation. No public accounting of the full cost could be found.

MIDPOINT NEWS | INVESTIGATION

SAN ANTONIO: When VIA Metropolitan Transit began service at its four-story Stone Oak Park & Ride in May 2018, the agency’s spokeswoman said it was unknown how many people would use it. VIA’s chief executive was more confident. He said commuters from suburbs like Stone Oak would number in the thousands, as they did in Houston.

They never did. VIA’s own records show about 211 riders a day from 2023 through mid-April 2025 (KSAT). In June 2025, News 4 reported it had never counted more than 65 vehicles in the 400-space garage (News 4).

The garage and its land cost $25.1 million. News 4 reported that the direct ramp to Highway 281 cost about $7 million more; Midpoint News could not determine which agency paid for it. No ridership forecast, parking projection or benefit-cost analysis supporting the 400-space design could be found online.

Planning documents, housing-finance records and zoning decisions show the garage later became part of a city strategy for income-restricted housing along the U.S. 281 corridor. Since 2019, the city’s Housing Trust has partnered with Indiana-based Pedcor on five complexes there, built or proposed, totaling 1,308 apartments. One, Stones Crossing, is about half a mile from the garage; the others are farther north along the same highway.

That strategy was adopted in public meetings. Appraisal records show three of the five complexes are fully exempt from property tax, carrying $77.8 million in market value. The appraisal district estimates they would otherwise owe about $1.8 million a year.

A Small Lot Became a 400-Space Garage

VIA’s board skipped a cheaper, testable first phase in May 2014, and an added $15 million in federal money let it build the larger project at once. The records explain where the money came from. None that Midpoint News found shows that rider demand required the bigger build.

VIA’s 2012 annual financial report described commuter parking along Highway 281 north of Loop 1604, starting with a new express bus route. By 2014, the agency had a two-phase concept:

• Phase 1: a surface lot with about 150 to 200 spaces and a passenger shelter.
• Phase 2: a structured garage with about 400 spaces and a direct bus ramp to planned managed lanes on Highway 281.

According to VIA’s 2014 Comprehensive Annual Financial Report, the Board of Trustees decided in May 2014 to pursue only Phase 2. The smaller lot, which would have tested demand at a fraction of the cost, was never built.

The Alamo Area Metropolitan Planning Organization’s Mobility 2040 plan, adopted in December 2014, supplies the reason. An additional $15 million in federal Surface Transportation Program-Metropolitan Mobility funds let VIA build the full project at once rather than in stages. Those are federal highway program dollars, drawn largely from fuel taxes paid by drivers.

The MPO described the corridor as fast-growing, with long, costly commutes. That is a standard justification for a park-and-ride. What Midpoint News could not find online is the evidence that 400 spaces were needed on day one: the ridership forecast, projected occupancy, lifecycle costs and any comparison with the smaller lot. Available funding and demonstrated demand are not the same thing.

What it cost

The garage and land cost about $25 million, and the reported ramp cost brings the public total to roughly $32 million.

• Construction. Sundt Construction announced an $18.5 million design-build contract in April 2016, with completion scheduled for summer 2017 (Sundt, 2016). Its project record lists a final construction value of $20,690,730 (Sundt project record).
• Land. VIA said it paid $4.5 million for the land, using bond funds (KSAT, 2020).
• Total. Together those come to about $25.2 million, consistent with the $25.1 million KSAT reported from VIA’s figures. VIA said bonds and state and federal grants paid for most of it.
• Ramp. News 4 reported that the ramp connecting the garage to Highway 281 cost an additional $7 million. Midpoint News could not determine which agency paid for it.

At $25.1 million, the initial capital cost is about $62,750 per parking space. Including the reported ramp cost, it is about $80,000. Neither figure includes operations, maintenance or the bus service itself. Service began in May 2018, about a year after the contractor’s original completion target.

Measured Against VIA’s Own Words

VIA set a public benchmark of thousands of riders, and no figure it has released comes close.

Average trips per day from the facility, by period

520

211

484

Jun 2018–Feb 2020
All days2023–mid-Apr 2025
All daysSept 2026
Weekdays only

The lighter bar counts weekdays only, on a different basis, so it is not directly comparable. Midpoint News graphic. Data: KSAT (Sept. 2020, Aug. 2025) and MySA (Sept. 2026), from VIA figures; 2018 benchmark from Texas Public Radio.

The benchmarks came after the garage was built. At the May 2018 opening, VIA’s spokeswoman said it was unknown how many people would use the service (Rivard Report). Two months later, then-CEO Jeffrey Arndt said comparable Houston suburbs produced HOV bus riders numbering in the thousands (Texas Public Radio).

By 2020, the explanation had changed. Arndt told KSAT that riders appeared to be workers commuting into Stone Oak, not residents leaving it, and VIA blamed the pandemic and highway construction for weak numbers (KSAT, 2020).

Ridership then fell further. When KSAT asked in 2025 what he would tell critics, VIA senior vice president Rod Sanchez said to “stick around” because more use was coming (KSAT, 2025). VIA’s 2026 figure is higher, but it counts weekday trips on a different basis, so it cannot be read as proof of a rebound without VIA’s definitions and consistent monthly data (MySA).

Garage occupancy is the most direct test of whether 400 spaces were needed. Midpoint News could not find VIA occupancy data online. The only published count is News 4’s, which never exceeded 65 vehicles, about 16% of capacity. A reporter’s count is not a substitute for continuous occupancy data, which is why VIA’s own records matter.

Six Months After Choosing the Garage, VIA Paid for a Housing Plan

In November 2014, six months after its board chose the 400-space design, VIA put $250,000 into city planning for development around its stations. The plan that resulted called for publicly funded affordable housing next to the Stone Oak garage.

On Nov. 18, 2014, VIA’s board authorized the contribution to the City of San Antonio’s comprehensive planning effort. City records say the money supported transit-oriented land-use planning along major corridors. The city hired Fregonese Associates, and City Council adopted the resulting SA Corridors Strategic Framework Plan on Feb. 8, 2018, three months before the garage opened.

The plan’s Stone Oak station-area concept noted that the neighborhood was mostly single-family homes with little affordable rental housing. It recommended:

• Mixed-income residential development encouraged through density bonuses.
• Acquiring and assembling land near the park-and-ride for future publicly funded affordable housing.
• Relatively high-density development near the transit hub, with pedestrian crossings of Highway 281.

Its illustrative analysis estimated 338 additional units through density bonuses, 113 of them affordable at 80% of area median income. Those were planning scenarios, not approved projects. They establish, though, that publicly supported affordable housing near the station was an express goal of the city’s adopted plan.

The builder said it first

The garage’s potential to draw apartments was described publicly before construction began. When Sundt announced its contract in 2016, its project executive said a park-and-ride with transit service typically becomes a catalyst for mixed-use retail and residential demand (Sundt). That was the contractor speaking, not VIA.

Apartment zoning next door

On March 21, 2019, less than a year after the station opened, City Council approved with conditions a zoning change for about 17.989 acres in the 21000 block of North U.S. Highway 281. The applicant, M2G Stone Oak Ltd., sought to change the land from general commercial to MF-33 multifamily zoning. City planning records identify the VIA garage as the existing use directly north.

The rezoning record does not show the land was reserved for affordable housing or publicly acquired, or that apartments were ever built there. Whether the parcel was among the sites planners had in mind is not shown in the records reviewed.

The plan is still expanding

The city mailed residents a draft Stone Oak Area Regional Center Plan in early 2026. It covers about 24 square miles north of Loop 1604 and calls for higher-density housing in key pockets, though it allocates no funding (The Real Deal).

One Developer, One Corridor

The city’s Housing Trust has partnered with one company, Indiana-based Pedcor, on five income-restricted complexes along U.S. 281 north of Loop 1604, totaling 1,308 apartments built or proposed.

Stones Crossing sits about half a mile from the garage, by the Trust’s own description. Northview’s address is close to Stones Crossing’s, while Canyon Pass and the two Creek Bend projects are farther north. Their inclusion shows repeated public housing investment in one corridor, not proof that all five were designed around the park-and-ride.

The San Antonio Housing Trust Public Facility Corporation is a city-affiliated nonprofit whose board includes City Council members alongside appointed directors. In these deals it typically buys the land or joins the ownership partnership, and Pedcor builds and operates the property.

Pedcor and the Trust also partnered on Crosswinds, a 312-unit complex on Loop 1604 East (Trust board book, Jan. 2022). It is excluded because it sits outside the U.S. 281 corridor.

The records show repeated decisions by a public housing corporation to back the same developer along Highway 281. They do not show an exclusive arrangement, or that officials directed Pedcor’s site choices.

What the new units cost, and for whom

Stones Crossing is projected to cost $101.6 million. Reported projected rents are about $979 for a one-bedroom, $1,176 for a two-bedroom and $1,356 for a three-bedroom (Connect CRE). The Trust’s records describe the site as just over half a mile from the Stone Oak Park & Ride, so the garage was part of how the project was presented to public officials.

Those rents serve working households, not the poorest. In March 2024, Trust executive director Pete Alanis told his board that deeper-affordability units are scarce on the North Side because of high land and infrastructure costs (Trust board book, Mar. 2024).

The binding income limits for Stones Crossing are not clear from the records Midpoint News located. Late 2025 Trust board materials listed 96 units at 30% of area median income, 204 at 60% and 36 at 70%, while the Trust’s website says all units are at 60%. The recorded land use restriction agreement governs; Midpoint News could not find it online.

The Cost No One Has Totaled

The largest public cost of these deals may be property taxes that go uncollected for decades. No record Midpoint News located totals that cost for the whole corridor, but appraisal records for three of the complexes put it at about $1.8 million a year.

How the exemption works

In the Housing Trust model, the Trust buys the land, which removes it from the tax rolls under state law. The developer also avoids sales tax on construction purchases (Express-News, 2021).

A 2015 state law allowed a full property tax exemption for complexes owned by a public facility corporation if half the units served households at or below 80% of area median income (National Law Review). A 2023 law capped many new-construction exemptions at 60 years and added audits, though some deals financed with tax credits or tax-exempt bonds follow different rules. In earlier Pedcor deals, the Trust bought the land and kept ownership for 75 years (Connect CRE).

Northview follows that structure. In 2020 the Trust board authorized buying the land and leasing it to the tax credit partnership, with a Trust-controlled company serving as general partner (Trust board book, Oct. 2020).

Northview Apartments: Bexar Appraisal District records, viewed in October 2026, list property ID 1333394 as owned by the San Antonio Housing Trust Public Facility Corporation, with a market value of $31.2 million and a taxable value of zero for every taxing unit. The district estimates the property would otherwise owe about $718,000 a year. At the listed rates, that includes about $304,000 to North East ISD, $176,000 to the City of San Antonio and $89,000 to Bexar County.

Creek Bend Apartments: The same records list property ID 1440888, on 22.7 acres off U.S. 281, as owned by the same corporation and classify it as 100% exempt apartments. Pedcor Investments deeded the land to the corporation by special warranty deed dated Jan. 1, 2025. With construction still underway, the district values it at $7.6 million for 2026 and estimates it would otherwise owe about $182,000 a year, including about $81,000 to Comal ISD and $43,000 to the city. That figure will rise as the complex is completed.

Canyon Pass Apartments: Property ID 1328576, on Overlook Parkway, is also owned by the corporation and classified as 100% exempt apartments. The district has valued it at $39.0 million each year since 2023 and estimates it would otherwise owe about $907,000 a year. Its record lists both North East ISD and Comal ISD among its taxing units, and the district’s estimate does not apply both school tax rates in full.

The state’s own estimate

School district property value lost to public facility corporation exemptions, statewide, in billions

$0.9B

$1.4B

$2.0B

$3.7B

$7.1B

20192020202120222023

Blue segment: Bexar County, approximately $1.6B of 2023 statewide total. Midpoint News graphic. Data: Texas Legislative Budget Board, Tax Exemptions for Public Facility Corporations, December 2024 (tax years 2019–2023).

The state has put a price on part of this. The Legislative Budget Board estimated in December 2024 that PFC exemptions raised the state’s share of public school funding by $63.4 million in the 2024 to 2025 budget cycle, and projected $112.9 million to $135.0 million for 2026 to 2027 (LBB).

Locally, a 2021 Express-News analysis found that tax breaks developers were set to receive through Housing Trust deals exceeded $39 million a year. Bexar Appraisal District’s chief appraiser told the newspaper that other property owners carry a larger share of the tax burden as a result. A University of Texas School of Law study found that housing produced through these deals is often priced about the same as market-rate units.

These are state and countywide figures, not a Stone Oak total. A fair corridor estimate would compare the taxes the finished complexes would owe with what would realistically have been collected without the deals, minus any payments in lieu of taxes. Together, Northview, Creek Bend and Canyon Pass carry $77.8 million in exempt market value and about $1.8 million a year in taxes the appraisal district estimates they would owe without the exemption. That assumes full taxation at today’s rates, so it is a ceiling rather than a measured loss. Midpoint News could not find comparable records for Stones Crossing or Creek Bend Phase II.

The Legislature called it a problem

The Republican-led Legislature passed House Bill 2071 in 2023 over concerns that full abatements were being granted for developments providing inadequate affordable housing (Butler Snow). Lawmakers passed further changes to these housing corporations in 2025 (Orrick).

Federal support

Federal tax credits add a separate public cost. They are typically claimed over 10 years: $36.6 million sought for Stones Crossing, about $27 million for Creek Bend Phase II, and about $1.27 million a year recommended by the state for Northview, or roughly $12.7 million over 10 years. That is roughly $76 million for three of the five projects. Tax-exempt bonds, such as the $54.9 million issued for Stones Crossing, also forgo federal income tax on the interest. None of this is city general-fund spending, but all of it is public money.

Council Members Help Run the Corporation That Profits

Several elected officials who vote on these projects as City Council members also sit on the board of the corporation that earns fees from them. Nothing reviewed for this investigation shows any official benefited personally. The arrangement does mean the corporation’s revenue depends on approving more deals.

The Housing Trust PFC board mixes council members with appointed directors. Its January 2024 roster listed 12 directors, five of them council members (Trust minutes, Jan. 2024). In 2021, the council members on the board included John Courage of District 9, whose district included most of the corridor (SA Current). Courage left the council in June 2025 because of term limits (San Antonio Report).

Courage connects both halves of this story:

• The garage. At its 2018 grand opening, he called it “the seed” for more mass transit across the North Side (SA Current).
• Northview. As a Trust board member, he made the motion to approve the Northview transaction. Trust staff estimated about $3.98 million would come into the corporation from the deal (Trust board book, Oct. 2020).
• Creek Bend. When a fellow board member asked in March 2024 whether Courage supported the Creek Bend project, the Trust’s director said he did (Trust board book, Mar. 2024).
• The cost. In April 2024, Courage told News 4 that federal tax dollars build these projects and that “it doesn’t affect the city, very much at all” (News 4). That statement leaves out the local property tax exemption described above.

The approvals run on parallel tracks. City Council passed a resolution of no objection to the Stones Crossing tax credit application on Jan. 11, 2024 (Community Impact). Two weeks later, the Trust board approved the resolution inducing the project and its bond financing of up to $60 million, on a motion by Council member Sukh Kaur seconded by appointed director Jane Paccione.

The Housing Trust’s projected take from Stones Crossing, according to its board materials:

• About $600,000 in bond-issuance fees.
• 40% of the developer fee, estimated at $5.04 million.
• A share of future cash flow and of proceeds from any sale or refinancing.

The Trust says its deal revenue funds other housing (Express-News, 2021). That may be true. It also means a city-affiliated body collects fees from the same projects its board approves, while any forgone property taxes fall on other owners. The concern is structural, not personal: an independent review would test whether subsidy estimates were disclosed and whether promised rent savings were weighed against the value of the exemptions.

When Residents Objected

The strongest documented opposition targeted Creek Bend at U.S. 281 and Borgfeld Drive. By April 2024, News 4 reported, the second phase already had every approval it needed.

• The petition. Homeowner Mason Brand’s petition against Creek Bend had close to 2,400 signatures by April 2024, citing crowded schools and a dangerous intersection (News 4). Bexar County Precinct 3 Commissioner Grant Moody said his office was fielding opposition and growing concern about dense apartment projects.
• The schools. Creek Bend sits in Bexar County but is served by Comal ISD, which appraisal records list among its taxing units. It is zoned for Kinder Ranch Elementary, Pieper Ranch Middle and Pieper High (Community Impact).
• The response. Trust director Pete Alanis said the land was already zoned multifamily, Pedcor had followed state procedures, and Comal ISD officials had told Pedcor they were planning for long-term growth (Community Impact, June 2024). Courage said his office was hearing the concerns for the first time and that affordable housing in the area was overdue.

That sequence shows the gap between satisfying housing-finance rules and resolving local school and traffic concerns. No record reviewed shows that any agency weighed the combined effects of Creek Bend, its proposed second phase and Canyon Pass together.

Nor does any record reviewed show that Stone Oak residents were given a combined picture of the garage, the housing plan and the tax cost before those decisions were made. VIA’s 2014 garage decision, the 2019 rezoning beside the garage and the Trust’s corridor deals were each approved separately.

Who the Policy Is Meant to Bring to Stone Oak

The documents show a deliberate, publicly stated goal: making it possible for lower-income households to live in Stone Oak. They do not show a program steering residents from particular neighborhoods into these complexes.

The stated goal

• The city’s plan. The adopted SA Corridors plan called for publicly funded affordable housing beside the garage.
• City officials. The city and Housing Trust say housing options are needed in every corner of San Antonio, in line with the city’s 10-year housing plan. Courage argued that lower-income workers should be able to afford to live near where they work (News 4, 2024).
• Federal voucher rules. HUD’s 2016 rule made San Antonio one of 24 metro areas required to set voucher payments by ZIP code, effective in 2018 (Federal Register). The purpose was to let voucher holders rent in a wider range of neighborhoods (NYU Furman Center). The local housing authority, now Opportunity Home, grouped ZIP codes into 10 payment tiers rather than pricing each one (San Antonio Report).
• Open to voucher holders. Tax credit complexes cannot turn away applicants solely because they hold a voucher (ICP v. TDHCA order). Opportunity Home administers about 13,800 vouchers, and the families it serves report a median income of about $11,000 (Opportunity Home).

The federal push has since weakened. HUD announced in February 2025 that it was terminating the Biden-era rule governing how localities affirmatively further fair housing (Builder).

What would show a relocation program

Three kinds of records would show whether anyone is being moved, not just allowed, into Stone Oak. Midpoint News could not find any of them online.

• Voucher moves. Midpoint News could not find Opportunity Home data online showing where voucher holders move by ZIP code. Its moves into 78258 and 78260, and the ZIP codes those families left, would answer the question directly.
• Marketing plans. State rules require complexes funded only with tax credits or bonds to market only to people with disabilities (TDHCA). Canyon Pass also carries a HUD-insured loan (TDHCA #20474), so its HUD marketing plan would name the groups it targets. Midpoint News could not find that plan online, and HUD proposed rescinding the requirement in 2025 (SBA Advocacy).
• Referral agreements. No agreement routing households from public housing redevelopment or other programs into these complexes was located.

Weighing it

Some evidence cuts against a relocation theory. Most units are set at 60% of area median income, with rents of roughly $1,000 to $1,350, which serves working households rather than the poorest. The Trust’s own director said deeper-affordability units are scarce on the North Side. And VIA’s then-CEO said the garage’s riders were mostly workers commuting into Stone Oak.

The record supports saying the policy is designed to bring lower-income households into Stone Oak. It does not support saying anyone is being moved there from a particular place.

The question for taxpayers is not whether affordable housing is a legitimate goal. It is whether a $32 million transit investment and the tax exemptions that followed were justified, priced and disclosed to the people paying for them.

The Case for the Garage and the Housing

VIA and the city have arguments that deserve a hearing. None of them replaces the records that would settle the questions above.

On the garage

• Long horizon. Park-and-ride garages are built for decades of growth. The HOV lane connection came after opening, and VIA said the pandemic and highway construction suppressed early ridership. VIA says the finished HOV lanes now let buses skip traffic signals.
• Restricted money. The $15 million in federal Metropolitan Mobility funds could be spent only on transportation, not on other local needs.
• Growing service. VIA expanded Route 7 from weekdays to daily service and added Route 649 (MySA). Its board approved an on-demand VIA Link zone for Stone Oak at an estimated $2.6 million a year (San Antonio Report), and its fiscal 2027 budget plans the launch later this fiscal year (TPR).
• More money coming. VIA began receiving about $54 million a year in additional sales tax in January 2026 under a 2020 voter-approved measure (News 4).

On the housing

• Documented need. The city’s 2021 Strategic Housing Implementation Plan estimated that 95,000 Bexar County households lacked suitable housing and set a goal of more than 28,000 affordable homes over a decade.
• Workers near jobs. VIA’s own finding that riders were commuting into Stone Oak for work suggests a local workforce that could use housing nearby.
• Feasibility. Developers who partner with public facility corporations have said the exemption is necessary to make the projects work financially (SA Current, 2021).
• Schools largely protected. A state reimbursement provision covers much of school districts’ lost revenue, though that shifts the cost to state taxpayers.
• Reform already done. The 2023 law tightened the exemption, added audits and capped its length for many deals.

How to judge the results

The city’s housing goals are policy arguments, not proof that any particular deal is good value. The tests are measurable:

• How much lower are the rents than comparable unsubsidized apartments nearby?
• How many units serve the households with the heaviest housing-cost burdens?
• How many residents work nearby, and does transit access lower their costs?
• What new road, school or other infrastructure capacity do the developments require?
• How much tax revenue is forgone for each affordable apartment produced?

Records Midpoint News Could Not Find

Midpoint News could not find online the records that would settle the central questions. Each can be requested under the Texas Public Information Act or federal records law.

Until those records are produced, the decision to build the garage and the decision to surround it with income-restricted apartments remain only partly explained.

Sources

Transit and local reporting: Sundt, Sundt to Begin Work on VIA Stone Oak Park & Ride (April 2016) and VIA Stone Oak Park & Ride project record; Rivard Report, VIA’s Stone Oak Park and Ride Opens Service (2018); SA Current, North Side population boom leads to largest park and ride (2018); Texas Public Radio, Work Underway on First HOV Lanes in Bexar County (July 2018); KSAT, How much use is VIA’s Park and Ride in Stone Oak getting? (Sept. 2020); News 4, VIA’s underutilized $32 Mil park & ride garage (June 2025); KSAT, VIA Park and Ride in Stone Oak costs over $25M (Aug. 2025); MySA, The Stone Oak VIA stop has confused San Antonio for years (Sept. 2026); San Antonio Report, VIA Link zone for Stone Oak (2026); Texas Public Radio, VIA’s $767M budget (Oct. 2026); The Real Deal, San Antonio plan aims for denser Stone Oak (Mar. 2026).

Housing Trust and developer records: San Antonio Housing Trust active projects and Northview Apartment Homes; Housing Trust PFC board books (Oct. 2020, Jan. 2022, Mar. 2024, late 2025); Housing Trust PFC minutes (Jan. 2024); Bracewell, Stones Crossing bond issue; Community Impact, Stones Crossing tax credit endorsement (Jan. 2024), Despite neighbors’ protests (June 2024), and Creek Bend (July 2025); News 4, Creek Bend opposition (Apr. 2024); Connect CRE, Stones Crossing, Creek Bend Phase 2, and Mesa West and Culebra Creek; TDHCA Canyon Pass #20474 board materials and Multifamily Affirmative Marketing Tool.

Tax policy, housing policy and legal sources: Texas Legislative Budget Board, Tax Exemptions for Public Facility Corporations (Dec. 2024); San Antonio Express-News via PressReader (Apr. 2021); SA Current, Tax breaks for developers under scrutiny (Apr. 2021); San Antonio Report, Courage ends mayoral campaign (2024); National Law Review, HB 2071 and the PFC exemption; Butler Snow, 2023 Texas legislative updates to PFCs; Orrick, Public finance legislation, 89th Texas Legislature (2025); Federal Register, Small Area FMR metropolitan areas (Nov. 2016); NYU Furman Center, Small Area FMR report; San Antonio Report, Section 8 renters and high-opportunity areas; Opportunity Home, About; ICP v. TDHCA, memorandum opinion (2012); Builder, HUD terminates AFFH rule (Feb. 2025); SBA Advocacy, HUD proposal to rescind fair housing marketing rules (June 2025).

Original planning and appraisal records: VIA 2012 and 2014 annual financial reports; AAMPO Mobility 2040; SA Corridors Strategic Framework Plan; city zoning records (Mar. 21, 2019); Housing Trust board materials (late 2025); TDHCA application 20475 underwriting; Strategic Housing Implementation Plan (2021); Bexar Appraisal District property search, Northview Apartments (ID 1333394), Creek Bend Apartments (ID 1440888), Canyon Pass Apartments (ID 1328576), 2026 data viewed October 2026.