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09-15-2015 Special Agenda with backup
CITY OF SCHERTZ SPECIAL JOINT WORKSHOP MEETING SCHERTZ CITY COUNCIL & PLANNING & ZONING COMMISSION AND REGULAR CITY COUNCIL MEETING HAL BALDWIN MUNICIPAL COMPLEX COUNCIL CHAMBERS 1400 SCHERTZ PARKWAY BUILDING #4 SCHERTZ, TEXAS 78154 Ci of chertz Core Values Do the right thing Do the best you can Treat others the way you would want to be treated Work together cooperatively as a tea Joint Workshop begins at 5:00 p.m. 1. Call Joint Workshop meeting to order a. City Council — Mayor Carpenter b. Planning & Zoning Commission — Chairman, David Richmond Workshop • Workshop discussion regarding proposed 2012 ICC Building Codes. (B. James /M. Sanchez /G. Durant) • Workshop discussion on deferral of all public improvements. (B. James /L. Wood /K. Woodlee) • Workshop discussion and update regarding the Joint Land Use Study (JLUS). (B. James /L. Wood) 2. Adjournment Special Joint Workshop. a. City Council — Mayor Carpenter b. Planning & Zoning Commission — Chairman, David Richmond Call to Order — City Council Regular Session Opening Prayer and Pledges of Allegiance to the Flags of the United States and State of Texas. (Mayor Pro -Tem Fowler) City Events and Announcements • Announcements of upcoming City Events ( /B. James /D. Wait /B. Cantu) • Announcements and recognitions by City Manager (J. Kessel) 09 -15 -2015 Hearing of Residents This time is set aside for any person who wishes to address the City Council. Each person should fill out the speaker's register prior to the meeting. Presentations should be limited to no more than 3 minutes. All remarks shall be addressed to the Council as a body, and not to any individual member thereof. Any person making personal, impertinent, or slanderous remarks while addressing the Council may be requested to leave the meeting. Discussion by the Council of any item not on the agenda shall be limited to statements of specific factual information given in response to any inquiry, a recitation of existing policy in response to an inquiry, and /or a proposal to place the item on a future agenda. The presiding officer, during the Hearing of Residents portion of the agenda, will call on those persons who have signed up to speak in the order they have registered. Presentation • Guadalupe Regional Medical Center — Prescription Assistance Program report. (D. Wait /Jerry Riggs) Consent Agenda Items The Consent Agenda is considered self- explanatory and will be enacted by the Council with one motion. There will be no separate discussion of these items unless they are removed from the Consent Agenda upon the request of the Mayor or a Councilmember. 1. Minutes - Consideration and /or action regarding the approval of the minutes of the Regular Meeting of September 8, 2015. (J. Kessel /B. Dennis) 2. Ordinance No. 15 -T -33 — Consideration and /or action approving an Ordinance authorizing a Budget Adjustment to the General Fund to fund the Pickrell Pool Liner Replacement. Final Reading (J. Kessel /J. Walters) 3. Resolution No. 1.5 -R -78- Consideration and /or action approving a Resolution authorizing one Sewer Outfall Easement Agreement with 3GG Properties for the use, benefit, and control of the City of Schertz for the Woman Hollering Creek Wastewater Treatment Plant.(D. Wait /S. Willoughby /J. Hooks) Discussion and Action items 4. Resolution No. 15 -R -79 — Consideration and /or action approving a Resolution authorizing an amendment to the Operating Agreement with WellMed Medical Management, Inc. to allow for a one year extension. (B. James) 5. Resolution No. 15 -R -80 — Consideration and /or action approving a Resolution authorizing an Amended Development Agreement for the Reinvestment Zone Number Two associated with the Sedona & Crossvine project. (B. James) 09 -15 -2015 Page - 2 - Roll Call Vote Confirmation Requests and Announcements 6. Announcements by City Manager • Citizen Kudos • Recognition of City employee actions • New Departmental initiatives 7. Requests by Mayor and Councilmembers that items be placed on a future City Council agenda. 8. Announcements by Mayor and Councilmembers • City and community events attended and to be attended • City Council Committee and Liaison Assignments (see assignments below) • Continuing education events attended and to be attended • Recognition of actions by City employees • Recognition of actions by community volunteers • Upcoming City Council agenda items 9. Information available in City Council Packets - NO DISCUSSION TO OCCUR • FM 3009 Sidewalk Width Update. Executive Session 10. City Council will meet in closed session under section 551.074 Evaluations of the City Manager. 11. City Council will meet in closed session under section 551.074 Evaluations of the City Secretary and Deputy City Secretary. Reconvene into Regular Session 10a. Take any necessary action based on discussions held in closed session under Agenda Item number 10 including possible increase in salary. I la. Take any necessary action based on discussions held in closed session under Agenda Item number 11 including possible increase in salary. Roll Call Vote Confirmation Adiournment CERTIFICATION 09 -15 -2015 Page - 3 - I, BRENDA DENNIS, CITY SECRETARY OF THE CITY OF SCHERTZ, TEXAS, DO HEREBY CERTIFY THAT THE ABOVE AGENDA WAS PREPARED AND POSTED ON THE OFFICIAL BULLETIN BOARDS ON THIS THE 11`h DAY OF SEPTEMBER, 2015 AT 12:15 P.M., WHICH IS A PLACE READILY ACCESSIBLE TO THE PUBLIC AT ALL TIMES AND THAT SAID NOTICE WAS POSTED IN ACCORDANCE WITH CHAPTER 551, TEXAS GOVERNMENT CODE. grewda l�,eww 'bs Brenda Dennis, City Secretar I CERTIFY THAT THE ATTACHED NOTICE AND AGENDA OF ITEMS TO BE CONSIDERED BY THE CITY COUNCIL WAS REMOVED BY ME FROM THE OFFICIAL BULLETIN BOARD ON DAY OF 2015. Title: This facility is accessible in accordance with the Americans with Disabilities Act. Handicapped parking spaces are available. ff you require special assistance or have a request for sign interpretative services or other services please call 210 -619 -1030. The City Council for the City of Schertz reserves the right to adjourn into executive session at any time during the course of this meeting to discuss any of the matters listed above, as authorized by the Texas Open Meetings Act. Executive Sessions Authorized: This agenda has been reviewed and approved by the City's legal counsel and the presence of any subject in any Executive Session portion of the agenda constitutes a written interpretation of Texas Government Code Chapter 551 by legal counsel for the governmental body and constitutes an opinion by the attorney that the items discussed therein may be legally discussed in the closed portion of the meeting considering available opinions of a court of record and opinions of the Texas Attorney General known to the attorney. This provision has been added to this agenda with the intent to meet all elements necessary to satisfy Texas Government Code Chapter 551.144(c) and the meeting is conducted by all participants in reliance on this opinion. COUNCIL, COMMITTEE AND LIAISON ASSIGNMENTS Mayor Carpenter Mayor Pro -Tem Fowler — Place 1 Audit Committee Interview Committee for Boards and Commissions Interview Committee for Boards and Commissions Schertz Housing Board Liaison Investment Advisory Committee Randolph Joint Land Use Study (JLUS) Executive TIRZ II Board Committee Schertz Seguin Local Government Corporation Councilmember Azzoz — Place 2 Councilmember John — Place 3 Animal Control Advisory Committee Lone Star Rail District Sweetheart Advisory Committee Councilmember Edwards — Place 4 Councilmember Thompson Place 5 Audit Committee Audit Committee Hal Baldwin Scholarship Committee Interview Committee for Boards and Commissions Cibolo Valley Local Government Corporation 09 -15 -2015 Page - 4 - ORDINANCE NO. 15 -C -20 AN ORDINANCE BY THE CITY COUNCIL OF THE CITY OF SCHERTZ, TEXAS AMENDING THE CODE OF ORDINANCES OF THE CITY OF SCHERTZ CHAPTER 18, BUILDINGS AND BUILDING REGULATIONS BY REPEALING EXISTING INTERNATIONAL CODES AND ADOPTING NEW INTERNATIONAL CODES; PROVIDING FOR A PENALTY WHEREAS, the Texas Local Governmental Code empowers the cities to enact building codes and regulations and provide for their administration, enforcement, and amendment; and WHEREAS, the regulation of building and building construction by the City of Schertz "City ") is necessary to protect the public health and welfare; and WHEREAS, the City Council of the City desires to protect the safety and welfare of the citizens of the City through regulation of construction activities in the City; and WHEREAS, the City has previously adopted multiple international codes; and WHEREAS, more recent international codes have been adopted by the International Code Committee; and WHEREAS, City Staff has undertaken a review of the newly adopted international codes as compared to the City's existing codes; and WHEREAS, City Staff recommends adopting the international codes provided for herein along with certain amendments; and WHEREAS, City Staff presented the international codes provided for herein along with their amendments to the City Planning and Zoning Commission (the "P &Z ") on date; and WHEREAS, the P&Z voted to recommend approval of the provisions regulating construction Final Revisions 9 -8 -2015 V.14 MS 1 activities set forth herein at the P &Z meeting on date; and WHEREAS, the City Council has determined that the regulation of construction activities in the City, as set forth herein, is in the best interests of the City. NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF SCHERTZ, TEXAS: _ Section 1. Repealer. Chapter 18, `Buildings and Building Regulations" of Ordinances, City of Schertz, Texas, Articles I — X are hereby repealed. Section 2. Amendments. Chapter 18, "Buildings and Building Regulatioi Ordinances, City of Schertz, Texas, is hereby amended to read as follows: ARTICLE I. — IN GENERAL Section 18 -1. Scheduling Inspections (a) Posting permit and plans. Work requiring a or his agent posts the Inspection card and plans ii Inspection card and plans shall be protected from permit the building official or designee or assign, entries thereon. The permit holder shall maintain until the certificate of occupancy or completion c designee or assigned inspector. (b) Inspection Requi excluding Saturdays; called in by 4:00 p.m. inspection site, contac the M " of the Code until the permit holder premises. The the weather and located in such a position as to d inspector to conveniently make the required the Inspection card and plans in such position ;rtificate is issued by the building official or before an inspection is desired, ure a 24 -hour service, all inspections must be shall include the permit number, address of the the requester, and type of inspections being requested. Any performed on the requested day shall be given priority on If a re- inspection has been called for and the second inspection revealed that the original turn down items have not been corrected in part or in whole, a 72 -hour hold on the failed segment may be given before another re- inspection will be made. Each subsequent fail on the same re- inspection may be rescheduled no sooner than 72 —hours which will not include weekends or holiday time periods. Section 18 -2. Building Contractors Registration. It shall be the duty of every contractor who shall make contracts for the construction, erection, alteration, repair, moving, demolition, installation or replacements of any building, structure, swimming pool, or sign, whether permanent or temporary, obtain all the necessary permits. Such Final Revisions 9 -8 -2015 V.14 MS 2 contractor shall be registered by the City of Schertz. Insurance required. It shall be the duty of all contractors who practice their craft within the City of Schertz, Texas to show proof of general commercial liability insurance for claims for property damage, or bodily injury regardless of whether the claim arises from a negligence claim or on a contract claim. Coverage amount of liability insurance shall not be less than $300,000.00. The insurance shall run for a concurrent term with the: registration. Application. A written application for a contractor's registration will be subm building official or designee or assigned inspector on a form prescribed by the with the required initial fee and evidence of qualifications as follows: • Required initial fee; • Renewal fee as applicable; • Completed application; The building official or designee or the completed application, will issu reasons for refusal. Renewal. All renewals days after the renewal c Revocation. Any re No person to the along from the receipt of refusal setting out the near. Failure to renew within 30 reapply for registration at the initial I under this section may be revoked by the building >ector for failure to remedy unsatisfactory work, )btain permits, or failure to obtain proper inspections in provided by this ordinance. stration has been denied or revoked, may appeal to the in writing along with an established filing fee. install, repair or remove electrical wiring or devices unless he is licensed as an Electrical Contractor issued by the State of Texas who employs any of the listed tradesmen as established by the Texas Department of Licensing and Regulation (TDLR). A licensed master, sign master, journeyman, sign journeyman, residential wireman, or journeyman lineman must directly supervise work done by an apprentice or sign apprentice. Directly supervise is defined as follows: Final Revisions 9 -8 -2015 V.14 MS 3 1. Where a single family or duplex residential structure is under construction. The supervisor shall be on the property while any electrical work as defined by TDLR Rules and Law is underway. 2. Where a commercial or industrial project is under construction. The supervisor shall be not less than one supervisor per 50,000 square feet or each story above the first floor or sub -floor over 50,000 square feet and shall be on the property while any 'electrical work as defined by TDLR Rules and Law is underway. A master, sign master, journeyman, sign journeyman, residential wireman, or journeyman lineman electrician may supervise not more than eight apprentice electricians for commercial construction and not more than four apprentice electricians for residential construction. Exception: 1. A registration is not required of a horneownei home. The homeowner may receive help from ©1 principal occupation of the person giving help is electrician. 2. A registration is not required of a person v perform normal maintenance excluding altera commercial establishments. nrovided that the electrical contractor for the general public. i his own that the contractor or s a full -time employee to iitions of electrical systems in not work as an electrician or Renewal. All renewals shall be due January 1, of each year. Failure to renew within (18 0) one hundred and eighty days after the renewal date will require the applicant to reapply for registration at the initial fee rate. Revocation. Any Registration issued under this section may be revoked by the building official or designee or assigned inspector for failure to remedy non -code compliant work, violation of the electrical code, failure to obtain a permit or failure to obtain proper inspections in addition to any additional penalties provided by this ordinance. A complaint shall also be filed with the TDLR by the building official or designee or assigned Insurance required. It shall be the duty of all electrical contractors who practice their craft within the City of Schertz, Texas to show proof of general liability insurance for claims for property damage, or bodily injury regardless of whether the claim arises from a negligence claim or on a contract claim. Coverage amount of liability insurance shall not be less than the amount mandated by the Texas Department of Licensing and Regulation Administrative Code Chapter 73.40 Insurance Requirements. Final Revisions 9 -8 -2015 V.14 MS 4 I . Electrical contractors, electrical sign contractors, and residential appliance installation contractors are required to maintain at least the minimum general liability insurance coverage at all times to satisfy proof of financial responsibility. a. the insurance must be at least $300,000 per occurrence (combined for property damage and bodily injury); b. be at least $600,000 aggregate (total amount the policy will pay for property damage and bodily injury coverage); and c. be at least $300,000 aggregate for products and completed operations. 2. A license applicant or licensee shall file with TDL.R a completed certificate of insurance or other evidence satisfactory to the department when applying for initial and renewal licenses and upon request of the department. 3. Proof of the required general liability and workers' compensation insurance can be submitted on an industry standard certificate of insurance form with a 30 -day cancellation notice. Workers' compensation coverage may be established by a certificate of authority to self - insure, or an applicant may state that it has elected not to obtain workers' compensation coverage. 4. A licensed contractor shall furnish the name of the insurance carrier, policy number, name, address, and telephone number of the insurance agent with whom the contractor is insured to any customer who requests it. 5. Insurance must be obtained from an admitted company or an eligible surplus lines carrier, as defined in the Texas Insurance Code, Chapter 981, or other insurance companies that are rated by A.M. Best Company as B+ or higher. Section 1 It shall be the duty of all mechanical contractors who practice their craft within the City of Schertz, Texas to show proof of state license and insurance as required by the Department of Licensing and Regulation (TDLR),'as referenced in State Law, Article 8 86 1, TDLE- ACR- 75.11/v.1/93. Insurance required. It shall be the duty of all Mechanical contractors who practice their craft within the City of Schertz, Texas to show proof of general liability insurance for claims for property damage, or bodily injury regardless of whether the claim arises from a negligence claim or on a contract claim. Coverage amount of liability insurance shall not be less than the amount mandated by the TDLR Administrative Code Chapter 75.40 Contractor Insurance Requirements. 1. Class A licensees must maintain commercial general liability insurance at all times Final Revisions 9 -8 -2015 V.14 MS 5 during a license period: a. of at least $300,000 per occurrence (combined for property damage and bodily injury); b. of at least $600,000 aggregate (total amount the policy will pay for property damage and bodily injury coverage); and C. of at least $300,000 aggregate for products and completed operations. 2. Class B licensees must maintain commercial liability insurance at all times during a license period: a. of at least $100,000 per occurrence (combined for property damage and bodily injury); b. of at least $200,000 aggregate (total amount the policy will pay for property damage and bodily injury coverage); and C. of at least $100,000 aggregate for products and completed operations. 3. Insurance must be obtained from an insurance provider authorized to sell liability insurance in Texas pursuant to the Texas Insurance Code. 4. A license applicant or licensee must file with TDLR a completed certificate of insurance or other evidence satisfactory to TDLR when applying for an initial license, changing a business name or affiliation, and upon request of TDLR. 5. Requests to waive the insurance requirements because the license holder does not contract with the public must: a. €ubmitted in writing to TDLR; and tain a detailed explanation of the conditions under which the waiver is ee who has received a waiver of insurance cannot perform or offer to air conditioning and refrigeration contracting under his license with the public. 7. A licensee or an air conditioning and refrigeration contracting company must furnish the name of the insurance carrier, policy number, name, address, and telephone number of the insurance agent with whom the licensee or company is insured to any customer who requests it. Final Revisions 9 -8 -2015 V.14 MS 6 State law reference— State license requirements for air conditioning and refrigeration contracting, Tex. Occupations Code, § 1302.251 et seq.; municipal licensing and regulation of air conditioning and refrigeration contracting, Tex. Occupations Code, § § 13 02.3 0 1 — 1302.303. Section 18-5. Plumbing Registration. It shall be the duty of all plumbing contractors who practice their craft within the City of Schertz, Texas to show proof of state license and insurance as required by the Texas State Board of Plumbing Examiners in accordance with, Vernon's Civil Statues, Article 6243-101. Plumbing Supervision: A master, journey man, residential utilities installer, drain cleaner or tradesman plumber may directly supervise not more than eight apprentice plumbers for commercial construction and not more than four aDDrentiCC DIumbers for residential. Directly supervise is defined as follows: Where a single family or duplex residential structure is under construction. The supervisor shall be on the property while any plumbing work as defined by Texas State Board of Plumbing Examiners Rules and Law is underway. 2. Where a commercial or industrial project is under construction. The supervisor shall be not less than one supervisor per 50,000 square feet or each story above the first floor or sub-floor over 50,000 square feet and shall be on the property while any plumbing work as defined by TSBPE Insurance required. It shall be the duty of all Plumbing contractors who practice their craft within the City of Schertz, Texas to show proof of general liability insurance for claims for property damage, or bodily injury regardless of whether the claim arises from a negligence claim or on a contract claim. Coverage amount of liability insurance shall not be less than the amount mandated by the Texas Board of Plumbing Examiners Board Rules, Section 367.3 Requirements for Plumbing Companies, Responsible Master Plumbers (RMP) ; Certificate of Insurance. 1. The Certificate of Insurance must: a. Be written by a company licensed to do business in this state; b. Provide for commercial general liability insurance for the RMP for claims Final Revisions 9-8-2015 V.14 MS 7 for property damage or bodily injury, regardless of whether the claim arises from a negligence claim or on a contract claim an d shall include all types of plumbing that will be performed under the RMP's license, including, but not limited to: i. Liquefied petroleum gas (LPG) plumbing; ii. Medical gas plumbing; and iii. Multipurpose residential fire protection c. Be in a coverage amount of not less than $300, in any one -year period; d. State the name and license number of the coverage is provided; e. State the name of the plumbing company acting as the RMP. i. Insurance coverage sp maintained at all times c RMP. ii. The Certificate of for ; and whom the .Master Plumber is (a) of this subsection, shall be Master Plumber acts as a form expires on the date that the in section (a) of this subsection, iii. The RMP shall furnish the TSBPE with a completed Certificate of Insurance form not later than 10 days after the expiration on the reviously furnished Certificate of Insurance form. Appeals of orders, decisions or determinations made by the building official relative to the application and interpretation of the codes adopted in this Chapter shall be to the Board of Appeals as established under the Unified Development Code, Article 3, Boards, Commissions and Committees. Secs. 18 -7 — 18.39 Reserved. ARTICLE II. — INTERNATIONAL BUILDING CODE Section 18 -40. Adopted Final Revisions 9 -8 -2015 V.14 MS 8 The International Building Code, 2012 Edition is hereby adopted with the amendments as provided for in this Article. Section 18 -41. Amendments The International. Building Code, 2012 . Edition is hereby amended as follows: 101.1 Title. These regulations shall be known as the Building Code of the City of Schertz, Texas, hereinafter referred to as "this code." Permits. 105.2 Work exempt from permit. Exemptions from permit requirements of this code shall not be deemed to grant authorization for any work to be done in any manner in violation of the provisions of this code or any other laws or ordinances of this jurisdiction. Permits shall not be required for the following: Building: 1. Water tanks supported directly upon grade if the capacity does not exceed 5,000 gallons and the ratio of height to diameter or width does not exceed two to one. 2. Painting, papering, tiling, carpeting, ,cabinets, counter tops and similar finish work. 3. H 5. and theater stage sets and scenery. for nursery or agricultural purposes, but temporary playground equipment accessory to one and Window awnings supported by an exterior wall of R -3 - One and Two Family Dwellings as applicable in Section 101.2 and Group U occupancies of the International Building Code 2012 as defined in Chapter 3 - Use and Occupancy Classification. 7. Movable cases, countertops and partition not over (5) five feet (9) nine inches in height. 8. Residential one story detached accessory structures used as tool and storage sheds, playhouses, and similar uses; provided the floor area does not exceed 120 square feet. Final Revisions 9 -8 -2015 V.14 MS 9 a. The foundation for a detached accessory structure, storage sheds, playhouses and similar uses, if any, will require a flatwork permit; and the location and placement of the accessory structure shall comply with Article 8 of the Schertz Unified Development Code. b. Areas located in floodplain hazard areas will require permits. 9. Residential — Replacement Fences, Siding, and Arbors. Non -one and two family dwelling locations are not exempt from permits. a. The foundation for an Arbor, if any, will require a flat work permit. The arbor shall not be located in any utility easement; and shall comply with the setback requirements of Article 8 of the Schertz Unified Development Code with the exception that an arbor may be attached to the main structure. b. Areas located in floodplain hazard areas will require permits. C. Replacement Fence means replacing a like -for -like material fence in the same location as the existing fence. Electrical: 1. Normal ma drop cords, 2. work, such as replacement of lamps, sockets, fuses, ches, or other similar minor repairs as may be ling official or designee or assigned inspector; equipment to suitable existing of a motor of the same horsepower and rating and f pressure devices and similar controls, when the electrical e same has been properly installed by a licensed electrician. The provisions of this chapter shall not apply to electrical equipment used for radio and television transmission, but does apply to equipment and wiring for power supply and the installations of towers and antennas. L Portable heating appliance. 2. Replacement of any minor part that does not alter approval of equipment or make such equipment unsafe. Final Revisions 9 -8 -2015 V.14 MS 10 105.3.1 Mechanical: 1. Portable heating appliance; 2. Portable ventilation equipment; 9 Portable cooling unit; Steam, hot or chilled water piping within any heating or equipment regulated by this chapter; Replacement of any part which does not alter its approv unsafe, Portable evaporative cooler; Self- contained refrigeration system refrigerant and actuated by motors Plumbing: 1. The stopping of leaks in drains, water, soil, waste or vent pipe; provided, however, that if any concealed trap, drain -pipe, water, soil, waste or vent pipe becomes defective and becomes necessary to remove and replace the same with new material, such work shall be considered as new work and a permit shall be obtained and inspection made as provided in this chapter. 2. The clearing of stoppages or the repairing of leaks in pipes, valves or fixtures, and the removal and reinstallation of water closets, provided such involve or require the replacement or rearrangement of valves, pipes or Section 214.904 Time for Issuance of Municipal Building This section applies only to a permit required by a municipality to erect or improve a building or other structure in the municipality. Not later than the 45th calendar day after the date an application for a permit is submitted the municipality must; a. grant or deny the permit b. provide written notice to the applicant stating the reasons why the Final Revisions 9 -8 -2015 V.14 MS 11 municipality has been unable to grant or deny the permit application: or C. reach a written agreement with the applicant providing for a deadline for granting or denying the permit. 3. For a permit application for which notice is provided under Subsection (2)(b), the municipality may grant or deny the permit not later than the 30th day after the date the notice is received. 4. If a municipality fails to grant or deny a permit application in the time required by Subsection (3) or by an agreement under Subsection (2)(c), the municipality: a. may not collect any permit fees associated with the application; and b. shall refund to the applicant any permit application that have been collected.> Public right -of -way official or designees or alteration of any ;b utility or drainage ea 107.3.4 inspector for the or in responsible t shall not be given by the building truction of any building or structure, -oach upon any right -of -way, alley, or professional shall be an architect or engineer legally registered under the State of Texas regulating the practice of architecture or engineering and shall r seal to said drawings, specifications and accompanying data, for the following: 1. All group A, E and I occupancies as defined in the IBC, Chapter 3. The City of Schertz Building Inspection Division may send plans to an accredited third party review service at the City of Schertz's discretion to expedite the plan review process. 109.2 Fees Provide a copy of the contract or proposal signed by both the contractor and the person responsible for the property that the construction will occur on when requested by the Final Revisions 9 -8 -2015 V.14 MS 12 Building Inspections Division to verify the value of the work for miscellaneous activities such as remodeling, re- roofing, and foundations. 111.1 Use and Occupancy New Certificate of Occupancy for Existing Structures. A certificate of occupancy is required of all commercial or industrial establishments and must be applied for prior to occupancy of the space. A new certificate is required if a business is relocated, ownership is changed,` occupancy use and classification is changed or the name of a business is changed. Certificates of Occupancy are not transferable. The building official or designee or assigned inspector along with any other city staff required, shall inspect the building or structure and finding no violations of the provisions of this code or other laws that are enforced by the Departments of Development Services, Engineering, Fire, Parks or Health and all applicable fees are paid, a certificate of occupancy shall be issued. 111.2. Certificate of Occupancy Issued After the building official or designee or assigned inspector inspects a building or structure and finds no violations of the provisions of this chapter or other laws that are enforced by this department, the building official or designee or assigned inspector shall issue a certificate of occupancy that shall contain the following: 1. The building permit number; 2. The ;address of the structure; 3. The name and address of the owner; M that portion of the structure for which the certification is approved City of Schertz Zoning determination. official or designee or assigned inspector; of the code under which the permit was issued; The classification of use and occupancy in accordance with the provisions of Chapter 3 of International Building Code; Type of construction as defined in Chapter 6 of the International Building Code; The design occupant load; If an automatic sprinkler system is required or not; Final Revisions 9 -8 -2015 V.14 MS 13 11. Any special stipulations or condition for occupancy. 12. The Zoning District in which the occupancy is located. 113 Board of Appeals The Board of Appeals is hereby repealed in its entirety. 202 Definitions. Applicable governing body as referenced within any code adopted the City Council of the City of Schertz As Built Plans are plans submitted after the building is complett additions or changes that have occurred after construction has be changes may require Building Division approval. mean , additions or Service Systems are electrical, fire, mechanical, plumbing or other services not associated with structural elements. 508.4.4 Separation Individual occupancies shall be separated from adjacent occupancies in accordance with Table 508.4 but in no case shall the fire barrier be less than (1) one hour where permitted with or without an automatic sprinkler system. 1801.2.1 Design basis All foundations shall be designed by a registered Professional Engineer in the State of Texas and all drawings and documentation must be signed and sealed. Design Engineers must be registered with the City of Schertz. Documentation shall include: Design letter referencing soils report numbers, date of report, and soils engineer name; specific location including lot, block and subdivision; specific design criteria including soil bearing capacity, plasticity index, and potential vertical rise. The engineer shall also approve a concrete mix desipan with performance criteria based on soils and seasonal conditions. Signed and sealed drawings clearly indicating the strand and reinforcement placement, pier size, depth, location, and reinforcing, beam size and location, and any special details. Design calculations must be included. A representative of the dDesign engineer must perform a pre-pour inspection and provide the City of Schertz with a signed and sealed document stating that the foundation has been inspected and approved. This inspection must take place prior to requesting a foundation inspection from the City of Schertz. A representative of tThe design engineer shall be present during placement of concrete Final Revisions 9-8-2015 V.14 MS 14 to verify concrete mix design and seasonal conditions during placement, and verify tensioning and elongation of cables if it is a post-tension foundation. A ]Letter from the engineer indicating that rough grading of the lot occurred immediately after form removal or after stretchinpr of post tension cables to maintain drainage away from foundation during the construction process -shall be provided-. Final Revisions 9-8-2015 V.14 MS 15 The engineer must provide to the City of Schertz a Letter of Final Acceptance stating that the foundation has been placed in compliance with the design prior to issuance of a Certificate of Occupancy. Prior to issuance of a Certificate of Occupancy, the engineer shall provide a letter indicating that a strength test was performed on the batch of concrete and the results of the concrete strength test were consistent with the acceptable range specified in the foundation design. Copies of relevant logs or test results from the concrete manufacturer shall also be provided. After foundation construction, but prior to commencement of framing, the owner or applicant shall provide the building official of the City with a sealed certification from an engineer licensed to practice in the State of Texas and registered with the City of Schertz that the concrete has adequately cured to allow for framing of the first floor only to occur. Prior to placing any additional load on the slab the owner or applicant shall provide the building official of the City with a sealed certification from an engineer licensed to practice in the State of Texas that the concrete has adequately cured to allow an additional load to be placed on the slab, including framing above the first floor. In no event shall this be less than 3 days after the foundation was poured. If the foundation is a post- tension foundation that it was designed after the engineer's consideration of (a) the Post - Tensioning Institute's Construction and Maintenance Manual for Post - Tensioned Slab -on- Ground Foundations, 3d Edition; (b) the Post - Tensioning Institute's Design of Post- Tensioned Slabs -on- Ground, 3d lot. Post- Tension foundations Unbonded PT Inspector, p Additionally, the PTI Level 1 or drawings, shipping lists, materia with 2008 Supplement; and the soil test conducted for the ;ted by a Post- Tensioning Institute (PTI) Level 1 or 2 a load on the slab or commencement of framing. nded PT Inspector must provide foundation design rations, jack certifications, stressing records, and concrete ost- Tensioning Institute's Construction and Maintenance Foundations, 3d Edition) to the City. the foregoing, prior to issuance of a building permit, the owner or applicant shall provide to the building official for the City a soil test (geotechnical investigation) for the lot signed, sealed, and made by a geotechnical engineer licensed to practice in the State of Texas. The soil test shall contain design recommendations. The soil test shall be conducted within the area where the building foundation is to be located and the owner shall provide a survey of the lot to the City indicating the location of the soil test. Such soil test report shall be referenced on the building permit application along with a signed and sealed statement from an engineer licensed to practice in the State of Texas that the foundation(s) on the lot was /were designed in consideration of the Final Revisions 9 -8 -2015 V.14 MS 16 results shown in the soil test report for that lot. The owner(s) of the property shall provide a letter stating that no cut or fill was done subsequent to the soil test being conducted. 1807.1(a) Foundation Walls, Retaining Walls and Embedded Posts and Poles Construction of a retaining wall in excess of four (4) feet in height, as measured from the bottom of the footing of the wall to the top of the wall, constructed on public property or to be dedicated to the City as a public improvement, as a part of the overall subdivision civil plans and the Development Permit application process, shall require submission to, and approval by, the City Engineer of the City of detailed retaining wall design plans sealed by an engineer licensed to practice in the State of Texas, prior to commencing construction of such wall. Construction of such retaining wall shall also require submission to, and approval by, the City Engineer of the City of a sealed engineering inspection report verifying the construction of the retaining wall in conformance with the retaining wall design plans in order to close out the Development Permit. Construction of a retaining wall in excess of four (4) feet ii the footing of the wall to the top of the wall, constructed of dedicated to the City as a public improvement, as a part of shall require submission to, and approval by, the building wall design plans sealed by an engineer licensed to practica commencing construction of such wall. Construction of suw submission to, and approval by, the building official of the report verifying the construction of the retaining wall in co design plans in order to close out the building permit. bottom of e property and that will not be lding permit application process, of the City of detailed retaining ie State of Texas, prior to aining wall shall also require of a sealed engineering inspection lance with the retaining wall On lots with a retaining wall in excess of four (4) feet in height, as measured from the bottom of the footing to the top of the wall, in addition to the designated rear and side yard setbacks, a maintenance and access easement for the benefit of the adjacent property owners and the City on either side of the retaining wall, as necessitated by the design of the retaining wall and in accordance with the signed and scaled engineering plans, shall be required for retaining wall maintenance and to prevent any incursion into fill material. The required area of the easement shall vary according to the retaining wall design and adjacent property access and shall, at aminimum, include all of the fill area. Any incursion into a retaining wall fill for maintenance and construction of utilities shall require the submission to, and approval by, the building official of the City of detailed design plans, sealed by an engineer licensed to practice in the State of Texas, prior to commencing construction on such incursion. All other incursions are prohibited." PTI Level 1 or 2 Unbonded PT Inspector is a certified individual meeting the requirements of the IBC 2012, Section 1704 Special Inspections, Contractor Responsibility and Structural Observations, Table 1705.3 Required Verification and Inspection of Concrete Construction. 1207 Sound Transmission Standards for High Noise Areas Final Revisions 9 -8 -2015 V.14 MS 17 All habitable portions of structures located within the 65 dBA as shown on Exhibit A attached, shall be designed and constructed to achieve either: 1. an outside to inside noise level reduction (NLR) of at least twenty -five (25) a- weighted decibels (dBA), or 2. be built to the standards set forth in subsection (c)(1) B. below. Options for Compliance. Compliance may be demonstrated using one of the following methods: 1. Use simultaneous noise readings of instantaneous outside and inside noise 1i accordance with ASTM E 966 to ensure the structure achieves an outside to of at least twenty -five (25) dBA; or 2. Utilize construction materials with a mini (STC) rating of forty (40), in accordance with a minimum tested or listed STC ratii in accordance with the following a. Walls. The specific exterior wall finishes set forth therein. Excep have been tested or listed with a on c)r listed sound transmission class E 90, for walls and ceilings, and and windows as specified below, low shall include the interior semblies or materials that rating of forty (40). i. Brick veneer. When exterior walls are constructed using brick veneer, a minimum of one -half (1/2) inch gypsum drywall shall be applied as the interior 'finish, or a minimum of three and one -half (3- 1/2) inches of foam insulation shall be sprayed in as allowed by the building and fire or cement sidings. When exterior walls are constructed using vinyl . lent sidings, a minimum of five- eighths (5/8) inch gypsum drywall )e applied as the interior finish, or a minimum of three and one -half ) inches of foam insulation shall be sprayed in as allowed by the and fire code. iii. Other assemblies and materials. All other exterior wall assemblies or materials shall have a tested or listed minimum STC rating of forty (40). b. Roof /Ceiling Assemblies. Roof /ceiling assemblies shall be constructed in accordance with the requirements of subsections (i) or (ii) below. Exception: Roof /ceiling assemblies or materials that have been tested or listed with a minimum STC rating of forty (40). Final Revisions 9 -8 -2015 V.14 MS 18 Ceilings with unconditioned attic space shall be insulated with a minimum of one -half (l /2) inch gypsum drywall on the interior ceiling side covered with a minimum of twelve (12) inches of blown in fiberglass insulation, or a minimum of three and one -half (3 -1/2) inches of spray foam insulation shall be applied to the underside of the roof deck as allowed by the building and fire code. ii. Ceilings without attic space above shall be insulated five- eighths (5/8) inch gypsum drywall on the interii minimum of nine (9) inches of fiberglass batt insular inch air space between the roof sheathing and the fit minimum of three and one -half (3 -1/2) inches of spi shall be applied to the underside of the roof deck as building and fire code. c. Windows. The cavity between the i insulated with fiberglass insulation frame. xith =a minimum of r side filled with a on with a one (1) ,rglass, or a y foam insulation flowed by the dow frame shall be depth of the window i. If the exterior windows and doors together comprise no more than thirty percent (30 %) of the total exterior wall area, all windows shall have a minimum tested or listed STC rating of thirty (30). ii. If the exterior windows and doors together comprise more than thirty percent h(30 %)abut no more than forty percent (40 %) of the total exterior wall area., all windows shall have a minimum tested or listed STC rating of thirty -two (32). iii.If the exterior windows and doors together comprise more than forty percent (40 %) of the total exterior wall area, all windows shall have a minimum tested or listed STC rating of forty (40). f the exterior windows and doors together comprise no more than thirty percent (30 %) of the total exterior wall area, all exterior doors shall have a minimum tested or listed STC rating of thirty (30). ii. If the exterior windows and doors together comprise more than thirty percent (30 %) but no more than forty percent (40 %) of the total exterior wall area, all exterior doors shall have a minimum tested or listed STC rating of thirty -two (32). Final Revisions 9 -8 -2015 V.14 MS 19 iii. If the exterior windows and doors together comprise more than forty percent (40 %) of the total exterior wall area, all exterior doors shall have a minimum tested or listed STC rating of forty (40). Exception: An exterior door may have a tested or listed STC rating of less than forty (40) when installed with a storm door which when combined, achieve a minimum tested or listed STC rating of forty (40). e. Mechanical Systems. Mechanical ventilation systems (HVAC) sha minimum air circulation and fresh air requirements for various use rooms without the need to open any windows, doors, or other oper, exterior. i. In- window, through -wall, or through-floor air conditioning, ventilating, or heating units may be used i£ 1) the above insulation requirements for walls, ceilings, windows and doors are implemented, or 2) walls, ceilings, windows and doors have a minimum tested or listed STC rating of forty (40). ii. Evaporative coolers may be installed if the following is implemented to reduce sound entering through the unit: 1) Insert a duct extension with at least two (2) ninety degree (90 °) "elbows" "up- ducts" in the ceiling of each room to allow of air while windows are closed. of final inspection or issuance of a certificate of occupancy, all project abmit to the Building Inspection Division, a signed statement ance with this section from an accredited third party testing agency or approval letter from a Texas Licensed Engineer. 2. A single certification statement for multiple structures in the same development maybe used as long as the structures implement the same floor plans and construction methods. Definition: Accredited is defined as certified through the National Voluntary Laboratory Accreditation Program (NVLAP) Secs. 18 -42 — 1.8 -59. Reserved. Final Revisions 9 -8 -2015 V.14 MS 20 ARTICLE 1II. - INTERNATIONAL RESIDENTIAL CODE FOR ONE AND TWO FAMILY DWELLINGS Section 18 -60. Adopted The International Residential Code for One and Two Family Dwellings Code, 2012 Edition is hereby adopted with the amendments as provided for in this Article. Section 18 -61. Amendments The International Residential Code for One and Two Family Dwellings, 2012 Edition is hereby amended as follows: R101.1 Title. These provisions shall be known as the Residential Code for One -and Two - family Dwellings of the City of Schertz, Texas, and shall be cited as such and will be referred to herein as "this code." Permits. R105.2 Work exempt from permit. Exemptions from permit requirements of this code any work to be done in any manner in violation of ordinances of this jurisdiction. Permits shall not be Building: 1. Watei 5.000 shall not be deemed to grant authorization for -he provisions of this code or any other laws or required for the following: >ly upon grade if the capacity does not exceed f height to diameter or width does not exceed tiling, carpeting, cabinets, counter tops and similar motion picture, television and theater stage sets and scenery. cloth structures constructed for nursery or agricultural purposes, but including service systems. Swings and other temporary playground equipment accessory to one and two - family dwellings. 6. Window awnings supported by an exterior wall of R -3 - One and Two Family Dwellings as applicable in Section 101.2 and Group U occupancies of the International Building Code 2012 as defined in Chapter 3 - Use and Occupancy Classification. Final Revisions 9 -8 -2015 V.14 MS NJ 7. Movable cases, countertops and partition not over (5) five feet (9) nine inches in height. 8. Residential one story detached accessory structures used as tool and storage sheds, playhouses, and similar uses; provided the floor area does not exceed 120 square feet except where located in a flood hazard area. 7 a. The foundation for a detached accessory structure, storage sheds, playhouses and similar uses, if any, will require a flatwork permit; and the location and placement of the accessory structure shall comply with Article 8 of the Schertz Unified Development Code. b. Areas located in floodplain hazard areas will require permits. Residential — Replacement Fences, and Siding. Non -one and two family dwelling locations are not exempt from permits. a. The foundation for an Arbor, if any, will require a flat work permit. The arbor shall not be located in any utility easement; and shall comply with the setback requirements of Article 8 of the Schertz Unified Development Code with the exception that an arbor may be attached to the main structure. b. Areas located in floodplain hazard areas will require permits. C. Replacement Fence means replacing a like - for -like material fence in the same location as the existing fence. al maintenance work, such as replacement of lamps, sockets, fuses, - ords,, snap switches, or other similar minor repairs as may be tted by the building official or designee or assigned inspector; i of portable electrical equipment to suitable existing y installed receptacles. Replacement of a motor of the same horsepower and rating and installation of pressure devices and similar controls, when the electrical supply for the same has been properly installed by a licensed electrician. 4. The provisions of this chapter shall not apply to electrical equipment used for radio and television transmission, but does apply to equipment and wiring for power supply and the installations of towers and antennas. Final Revisions 9 -8 -2015 V.14 MS 22 Gas: 1. Portable heating appliance. 2. Replacement of any minor part that does not alter approval of equipment or make such equipment unsafe. Mechanical: 1. R105.3.1 Actio Portable heating appliance; Portable ventilation equipment; Portable cooling unit; Steam, hot or chilled water piping within equipment regulated by this chapter; Replacement of any part which does not unsafe; Portable evaporative cooler; Self- contained refrigeratiot refrigerant and actuated by make it ning ten pounds or less of horsepower or less. )ping of leaks in drains, water, soil, waste or vent pipe; provided, that if any concealed trap, drain -pipe, water, soil, waste or vent arises defective and becomes necessary to remove and replace the th new material, such work shall be considered as new work and a hail be obtained and inspection made as provided in this chapter. [ring of stoppages or the repairing of leaks in pipes, valves or and the removal and reinstallation of water closets, provided such or require the replacement or rearrangement of valves, pipes or Application. Ref: Texas Local Government Code Section 214.904 Time for Issuance of Municipal Building Permit. Final Revisions 9 -8 -2015 V.14 MS 23 In This section applies only to a permit required by a municipality to erect or improve a building or other structure in the municipality. 2. Not later than the 45th day after the date an application for a permit is submitted the municipality must; a. grant or deny the permit b. provide written notice to the applicant stating the reasons why the municipality has been unable to grant or deny the permit application: or C. reach a written agreement with the applicant providing for a deadline for granting or denying the permit. 3. For a permit application for which notice is provided under Subsection (2)(b), the municipality may grant or deny the permit not later than the 30th day after the date the notice is received. 4. If a municipality fails to grant or deny a permit application in the time required by Subsection (3) or by an agreement under Subsection (2)(c) the municipality: a. may not collect any permit fees associated with the application; and b. shall refund to the applicant any permit fees associated with the application that have been collected. Public right -of -way, alleys and easements. 'A permit shall not be given by the building official or designee or assigned inspector for the construction of any building or structure, or alteration of any building or structure that will encroach upon any right -of -way, alley, or utility or drainaize easement. Design professional. The design professional shall be an architect or engineer legally registered under the laws of the State of Texas regulating the practice of architecture or engineering and shall affix his/her seal to said drawings, specifications and accompanying data, for the following 1. All group A, E and I occupancies as defined in the IBC, Chapter 3 Final Revisions 9 -8 -2015 V.14 MS 24 Provide a copy of the contract or proposal signed by both the contractor and the per responsible for the property that the construction will occur on when requested by t] Building Inspections Division to verify the value of the work for miscellaneous acti such as remodeling, re- roofing, and foundations. R110.3 Certificate of Occupancy Issued. After the building official or designee or assigned inspector inspects a building or structure and finds no violations of the provisions of this chapter or other laws that are enforced by this department, the building official or designee or assigned inspector shall issue a certificate of occupancy that shall contain the following: 1. The building permit number; 2. The address of the structure; 3. The name and address of the owner; 4. A aescrlption or me ounamg use; 5. The name of the building official or designee or assigned inspector; 6. Edition of the code under which the permit was issued; I Chi; 11 The classification use of the structure; Type of construction as defined in Chapter 6 of the International Building Code; If an automatic sprinkler system is required or not; Any special stipulations or condition for occupancy. The Zoning District in which the occupancy is located. Final Revisions 9 -8 -2015 V.14 MS 25 R111.3 Authority to Disconnect Service Utility 1. Portable Generators for residential home use where used to remove the one or two family dwelling from the public electric utility grid permanently are prohibited. Exception: During emergency situations where authorized by the Authority Having Jurisdiction. R112 Board of Appeals The Board of Appeals is hereby repealed in its entirety. R202 Definitions. Applicable governing body as referenced wi the City Council of the City of Schertz As Built Plans are plans submitted after additions or changes that have occurred changes may require Building Division Residential Arbors are defined as trellises an size. Arbors shall be built without a solid roof as a shadow box attached or unattached to the anchored solidly into the sail or to a permaner environmental, conditions as established in the Service Systems are electrical, fire, R1 code adopted under this chanter shall additions or i building: when less than 200 square feet in ;; used only to support vegetation; or acting or secondary structure; or free standing tion and capable of withstanding the tonal Residential Code. , plumbing or other services not associated with All foundations shall be designed by a registered Professional Engineer in the State of Texas and all drawings and documentation must be signed and sealed. Design Engineers must be registered with the City of Schertz. Documentation shall include: Design letter referencing soils report numbers, date of report, and soils engineer name; specific location including lot, block and subdivision; specific design criteria including soil bearing capacity, plasticity index, and potential vertical rise. The engineer shall also approve a concrete mix design with performance criteria based on soils and seasonal conditions. Signed and sealed drawings clearly indicating the strand and reinforcement placement, pier size, depth, location, and reinforcing, beam size and location, and any special details. Design . calculations must be included. A representative of the dDesign engineer must perform a pre -pour inspection and provide the City Final Revisions 9 -8 -2015 V.14 MS 26 of Schertz with a signed and sealed document stating that the foundation has been inspected and approved. This inspection must take place prior to requesting a foundation inspection from the City of Schertz. A representative of tThe design engineer shall be present during placement of concrete to verify concrete mix design and seasonal conditions during placement, and verify tensioning and elongation of cables if it is a post-tension foundation. A ILetter from the engineer indicating that rough grading of the lot occurred form removal or after stretching of post tension cables to maintain drainage during the construction process shall be �rovided. The engineer must provide to the City of Schertz a Letter of Final Ac foundation has been placed in compliance with the design prior to iss Occupancy. Prior to issuance of a Certificate of Occupancy, the engineer shall strength test was performed on the batch of concrete and the resul were consistent with the acceptable range specified in the foundat logs or test results from the concrete manufacturer shall also be pt After foundation construction, but prior to comm provide the building official of the City with a se ly after foundation stating that I a Certificate Heating that a ,rength test of relevant or applicant shall ,n from an engineer licensed to practice in the State of Texas and registered with the City of Schertz that the concrete has adequately cured to allow for framing of the first floor to occur. Prior to placing any additional load on the slab the owner or applicant shall provide the building official of the City with a sealed certification from an enaincer licensed to practice in the State of Texas that the concrete has adequately cured to allow an ad& first floor. In no event shall this b If the founda of (a) the Po,, F Tensioned S lot. 3d placed on the slab, including framing above the the foundation was poured. it was designed after the engineer's consideration and Maintenance Manual for Post-Tensioned i; (b) the Post-Tensioning Institute's Design of Post- with 2008 Supplement; and the soil test conducted for the Post-Tension foundations must be inspected by a Post-Tensioning Institute (PTT) Level I or 2 Unbonded PT Inspector prior to placing a load on the slab or commencement of framing. Additionally, the PTI Level I or 2 Unbonded PT Inspector must provide foundation design drawings, shipping lists, material certifications, jack certifications, stressing records, and concrete Final Revisions 9-8-2015 V.14 MS 27 placement records (as described in the Post - Tensioning lnstitute's Construction and Maintenance Manual for Post- Tensioned Slab -on- Ground Foundations, 3d Edition) to the City. Prior to receiving a Certificate of Occupancy, a final survey indicating final grade elevations and verifying positive drainage away from the foundation must be submitted to the City. R401.4.3 Soil Tests Notwithstanding the foregoing, prior to issuance of a building permit, the owner or applicant shall provide to the building official of the City a soil test (geotechnical investigation) for the residential lot made by a geotechnical engineer licensed to practice in the State of Texas. The soil test shall contain design recommendations. The soil test shall be conducted within the area where the building foundation is to be located and the owner shall provide a survey of the lot to the City indicating the location of the soil test. Such soil test report shall be referenced on the building permit application along with a signed and sealed statement from an engineer licensed to practice in the State of Texas that the foundation on the residential lot was designed in consideration of the results shown in the soil test report for that lot and that no cut or fill was done subsequent to the soil test being conducted. R404.4.1 Retaining Walls Construction of a retaining wall in excess of four (4) feet in height, as measured from the bottom of the footing of the wall to the top of the wall, constructed on public property or to be dedicated to the City as a public improvement, as a part of the overall subdivision civil plans and the Development Permit application process, shall require submission to, and approval by, the City Engineer of the City of detailed retaining wall design plans sealed by an engineer licensed to practice in the State of Texas, prior to commencing construction of such wall. Construction of such retaining wall shall also require submission to,, and approval by, the City Engineer of the City of a sealed engineering inspection report verifying the construction of the retaining wail in conformance with the retaining wall design plans in order to close out the Development Permit. Construction of a retaining wall in excess of four (4) feet in height, as measured from the bottom of the footing of the wall to the top of the wall, constructed on private property and that will not be dedicated to the City as a public improvement, as a part of the building permit application process, shall require submission to, and approval by, the building official of the City of detailed retaining wall design plans sealed by an engineer licensed to practice in the State of Texas, prior to commencing construction of such wall. Construction of such retaining wall shall also require submission to, and approval by, the building official of the City of a sealed engineering inspection report verifying the construction of the retaining wall in conformance with the retaining wall design plans in order to close out the building permit. On residential lots with a retaining wall in excess of four (4) feet in height, as measured from the bottom of the footing to the top of the wall, in addition to the designated rear and side yard Final Revisions 9 -8 -2015 V.14 MS 28 setbacks, a maintenance and access easement for the benefit of the adjacent property owners and the City on either side of the retaining wall, as necessitated by the design of the retaining wall and in accordance with the signed and sealed engineering plans, shall be required for retaining wall maintenance and to prevent any incursion into fill material. The required area of the easement shall vary according to the retaining wall design and adjacent property access and structures and shall, at a minimum, include all of the fill area. All incursions are prohibited, including but not limited to the planting of trees, except that a fence may be constructed but shall require the submission to, and approval by, the building official of the City of detailed design plans, sealed by an engineer licensed to practice in the State of Texas, prior to commencing construction on such incursion. Additionally motor vehicles shall not be parked within the easement. R703.7.2 Exterior veneer support, R703.7.2.1 Support by roof construction and R703.7.3 Lintels Lintels shall be attached to the wood framing above all openings wider than 2 feet by fasteners as required by the design professional prior to a framing inspection being requested. DQn^/ 1 A++.- A ..--- P2609 Installation of Materials of supporting (250) two ,pening large enough to with a walkway provided in items shall be tested at the time hall be provided with a 11. The sleeve shall be two pipe -traps with in a foundation i grade. Cellular core pipe shall be prohibited for all underground uses in all materials. The following Appendixes are adopted: Final Revisions 9 -8 -2015 V.14 MS 29 Appendix A — Sizing and Capacities of Gas Piping Appendix B — Sizing of Venting Systems Serving appliances equipped with :Draft hood, Category 1 Appliances, and Appliances listed for use with Type B Vents Appendix C — Exit Terminals of Mechanical draft and Direct -Vent Venting Systems Appendix E — Manufactured Homes used as Dwellings Appendix G- Swimming Pools, Spas and Hot Tubs Appendix H — Patio Covers Appendix J — Existing Buildings and Structures Appendix K Sound Transmission. All habitable portions of structures located shall be designed and constructed to achie, an outside to inside noise level decibels (dBA), or be built to the standards Options for Compliance. Exhibit A attached -five (25) a- weighted be demonstrated using one of the following methods: outside and inside noise levels in the structure achieves an outside to inside NLR with a minimum tested or listed sound transmission class ty (40), in accordance with ASTM E 90, for walls and ceilings, and sted or listed STC rating for doors and windows as specified below, the following construction methods: Walls. The specific exterior wall assemblies listed below shall include the interior finishes set forth therein. Exception: Exterior wall assemblies or materials that have been tested or listed with a minimum STC rating of forty (40). Brick veneer. When exterior walls are constructed using brick veneer, a minimum of one -half (1.12) inch gypsum drywall shall be applied as the interior finish, or a minimum of three and one -half (3- 1/2) inches of Final Revisions 9 -8 -2015 V.14 MS 30 foam insulation shall be sprayed in as allowed by the building and fire code. ii. Vinyl or cement sidings. When exterior walls are constructed using vinyl or cement sidings, a minimum of five- eighths (5/8) inch gypsum drywall shall be applied as the interior finish, or a minimum of three and one -half (3 -1/2) inches of foam insulation shall be sprayed in as allowed by the building and fire code. ill. Other assemblies and materials. All other exterior wall assemblies or materials shall have a tested or listed minimum STC rating of forty (40). b. Roof /Ceiling Assemblies. Roof/ceiling assemblies shall be constructed in accordance with the requirements of subsections (i) or (ii) below. Exception: Roof/ceiling assemblies or materials that have been tested or listed with a minimum STC rating of forty (40). i. Ceilings with unconditioned: attic space shall be insulated with a minimum of one -half (1/2) inch, gypsum drywall on the interior ceiling side covered with a minimum of twelve (12) inches of blown in fiberglass insulation, or a minimum of three and one -half (3 -1/,2) inches of spray foam insulation shall be applied to the underside of the roof deck as allowed by the building and fire code. ii. Ceilings without attic space above shall be insulated with a minimum of five - eighths (5/8) inch gypsum drywall on the interior side filled with a minimum of nine (9) inches of fiberglass batt insulation with a one (1) inch air space between the roof sheathing and the fiberglass, or a minimum of three and one -half (3 -1/2) inches of spray foam insulation shall be applied to the underside of the roof deck as allowed by the buildingz and fire code. between the wood framing and the window frame shall be ass insulation or foam insulation to the depth of the window frame. i. If the exterior windows and doors together comprise no more than thirty percent (30 %) of the total exterior wall area, all windows shall have a minimum tested or listed STC rating of thirty (30). ii. If the exterior windows and doors together comprise more than thirty percent (30 %) but no more than forty percent (40 %) of the total exterior wall area, all windows shall have a minimum tested or listed STC rating of thirty- Final Revisions 9 -8 -2015 V.14 MS 31 d. Doors. two (32). iii. If the exterior windows and doors together comprise more than forty percent (40 %) of the total exterior wall area, all windows shall have a minimum tested or listed STC rating of forty (40). i. If the exterior windows and doors together co percent (30 %) of the total exterior wall area, all minimum tested or listed STC rating of thirty (3 ii. If the exterior windows and doors tog percent (30 %) but no more than forty pc area, all exterior doors shall have a mini thirty -two (32). iii. If the exterior windows and (40). D more than thirty doors shall have a se more than thirty of the total exterior wall ar listed STC rating of more than forty doors shall have a STC rating of less than forty (40) achieve a minimum tested or (HVAC) shall provide minimum ises in occupied rooms without the D the exterior. )or air conditioning, ventilating, or walls, ceilings, windows and lave a minimum tested or listed 11. hvaporative coolers may oe mstanea it the following is implemented to reduce sound entering through the unit: 1) Insert a duct extension with at least two (2) ninety degree (90 °) "elbows" between the structure and the unit. Final Revisions 9 -8 -2015 V.14 MS 32 2) Add acoustically designed "up- ducts" in the ceiling of each room to allow proper circulation of air while windows are closed. Certification. 1. Prior to approval of final inspection or issuance of a certificate of occupancy, all project applicants shall submit to the Building Inspection Division, a signed statement certifying compliance with this section from an accredited third party testing agency or a stamped approval letter from a Texas Licensed Engineer. 2. A single certification statement for multiple structures in the used as long as the structures implement the same floor plans Accredited is defined as certified through the National V Program (NVLAP) y be Accreditation Edition, Chapters 34 National Electric s1FPA) which is and corrections, pted by reference as i amendments as hrough the Texas )tions. Note - this code in no way alters or repeals any additional requirements established by any other utility companies and/or cooperative for its members and /or consumers. Section 18 -81. Amendments The National Electrical Code, 2014 Edition is hereby amended as follows: Final Revisions 9 -8 -2015 V.14 MS 33 210.11 Branch Circuits Required No more than (12) twelve duplex receptacle outlets shall be installed per circuit serving general lighting circuits. 210.11 Branch Circuits Required (C) (3) Bathroom Branch Circuits If more than one bathroom group is to be installed, the required receptacle 15/20' volt devices are to be GFCI protected. Exhaust fans and lighting shall be in com 210.12 Arc -fault Circuit- Interrupter Protection for Personnel and be located on a 210.19 Minimum Ampacity and Size No branch circuit shall have wire smaller than 14 AWG. Maxi run is limited to (120) one hundred and twenty feet or a 5% vo Branch - Circuit Ratings 210.1.9 Conductors — Minimum Ampac, 4. This does not prohibit smaller wire for circuits 90 volts and 210.52 Dwelling Unit Receptacle Outlets No more than (4) four duplex receptacle outlets per ki Refrigerators, freezers, microwa shall be located on dedicated im Ground -Fault Circuit - Interrupter Protection as needed. Garbage F counter top circuit. 210.52 Dwelling Unit No outlet, from the i 230.71 Maximum Nu circuit. t- ampere 125 nce with ferent circuit. 14 AWG Article II ial Note No. circuits. dishwashers, garbage compactors, and washing machines aal circuits. Such receptacle outlets shall comply with 210.8 tection for Personnel and 210.1.2 Arc -Fault Circuit- Interrupter sals shall be permitted to be on the same circuit for a kitchen Bathrooms outlet shall be closer than 5 feet to a shower or bathtub be individually metered. of Disconnects An exterior disconnecting means shall be provided at each building serviced where more than two circuits supply the structure. A shunt trip device designed to de- energize the service disconnect equipment at all load side connections, is acceptable on the exterior of the structure at a location approved by the City of Schertz as an alternative means of disconnection. Secs. 18 -82 —18-99 Reserved. Final Revisions 9 -8 -2015 V.14 MS 34 Section 1.8 -100. Adopted The International Fuel Gas Code, 2012 . Edition is hereby adopted with the amendments as provided for in this Article. Section 18 -101. Amendments The International Fuel Gas Code, 2012 Edition is hereby amended as 101.1 Title. These regulations shall be known as the Fuel Gas Code of the City of S( hereinafter referred to as "this code." 109 Means of Appeal Means of Appeal is hereby repealed in its entirety. The following appendixes are adopted: Appendix A (IFGS) — Sizing and Capacities of gas piping system, or special appliance, or for c provided in the code, such as longer runs, great of each gas piping system shall code official. Appendix B (IFGS) Sizing Category 1 Appliance and Terminals of Mechanical 1' provided for in as follows: for any han those covered by the tables or greater pressure drops, the size leering practices acceptable to the ,icing Appliances Equipped With Draft Hoods, e With Type B Vents Appendix C (IFGS) Exit Venting Systems. MECHANICAL CODE Mechanical Code, 2012 Edition is hereby adopted with the amendments as Section 18 -121. Amendments The International Mechanical Code, 2012 Edition is hereby amended as follows: 101.1 Title. These regulations shall be known as the Mechanical Code of the City of Schertz, Texas, hereinafter referred to as "this code." Final Revisions 9 -8 -2015 V.14 MS 35 109 Means of Appeal Means of is hereby repealed in its entirety. Secs 18 -122 — 18 -139 Reserved. ARTICLE VII. - INTERNATIONAL PLUMBING CODE Section 18 -140. Adopted The International Plumbing Code, 2012 Edition is hereby adopted with provided for in this Article. Section 18 -141. Amendments The International Plumbing Code, 2012 Edition is hereby 101.1 Title. These regulations shall be known as the International P Schertz, Texas hereinafter referred to as "this code." 109 Means of Appeal Means of Appeal is hereby repealed in its 305.3 Pipes Through Foundation Walls the city of Any pipe that passes under a footing or through a foundation wall shall be provided with a relieving arch, or a pipe sleeve shall be built into the foundation wall. The sleeve shall be two pipe sizes greater than the pipe passing through the wall. Pipes used for p -traps with in a foundation shall not be located within footings or beams. 305.4.1 All building sewers shall be a minimum of 12 inches below finished grade. 311.1 Toilet Facilities for Workers Portable toilets shall be provided for construction sites so that the path of travel to such facilities shall not exceed 500 feet. Exception: A single portable toilet may be used for small individual construction jobs when approved by the building official. 312.10.2 Testing - Exception: Backflow prevention devices used for residential lawn sprinkler systems shall be tested at the time of installation, immediately after repairs or relocation Table 702.3 Building Sewer Pipe Cellular core pipe shall be prohibited for all underground uses in all materials. . Final Revisions 9 -8 -2015 V.14 MS 36 The following Appendixes are adopted: Appendix B — Rates of Rainfall for Various Cities Appendix C — Vacuum Drainage System Appendix D — Degree Day and Design Temperatures Appendix E — Sizing of Water Piping System Appendix F — Structural Safety Secs. 1.8 -142 —18 -159 Reserved. ARTICLE VIII. - INTERNATIONAL PROPERTY Section 18 -160. Adopted The International Property Maintenance Code, 2012 with the amendments as provided for in this Article. Section 18 -161. Amendments The International Property 101.1 Title. These regulations shall the City of Schertz, Texas, hereinaf 112 Means of A Means of Appea 302.4 Weeds. A growth in excess 302.7 Accessory Code, 2012 Editi its Ci by amended as follows: as the International Property Maintenance Code of to as "this code." property shall be maintained free from weeds or grass All Accessory structures, including detached garages, fences and walls, shall be maintained structurally sound and in good repair. No accessory structure shall be more than twenty (20) degrees out of vertical (using an (8) eight foot level) along any 20 feet of wall surface to obtain an accurate determination of the degrees from vertical. Fences and walls twenty (20) degrees or more in each directional run (vertical or horizontal) shall not have more than twenty -five (25) percent of any directional run (vertical or horizontal) to be of Final Revisions 9 -8 -2015 V.14 MS 37 decayed or damaged material. The following Appendix is adopted: Appendix A — Boarding Standard Secs. 18 -162 —18 -179 Reserved. ARTICLE IX. - INTERNATIONAL ENERGY CONSERVATION CO Section 18 -180. Adopted. The International Energy Conservation Code, 2009 Edition is hereby amendments as provided for in this Article. The State of Texas will mandate all future code editic Energy Conservation Office (SECO) as to the date of Section 18 -181. Amendments The International Energy Conservation C101.1 Title. This code shall be known as the In of Schertz, Texas, and shall be cited as such. It is C109 Board of Appeals The Board of Appear is Secs. 18 -182 —18 -199 R ARTICLE X. - MANIT The Manual of Ci published Octobe University of Sou Connection Code shall appear. the 's State amended as follows: Conservation Code of the City as "this code." : K�.10 Z 11 ass- Connection Control by the University of Southern California, Tenth edition 2009, by the Foundation for Cross - Connection Control and Hydraulic Research, iern California, is hereby adopted and incorporated as the Backflow and Cross - &the City of Schertz, Texas, subject to and including by reference as herein Section 18 -201. Amendments The Manual of Cross - Connection Control, Tenth Edition, October 2009 is hereby amended as Final Revisions 9 -8 -2015 V.14 MS 38 follows: Irrigation Back Flow Device Location The residential irrigation RP or PVB shall be located immediately adjacent to the residential structure and shall be located a minimum of twelve (12) inches above the highest lawn sprinkler head. A Ground Fault Circuit Interrupter receptacle that is weather proof while in operation is recommended to be located immediately adjacent to the back flow device for the installation of a heat tape to prevent freezing. A rain sensor(s) shall be installed on all The Commercial irrigation RP and PVB or other approved back flow from traffic if not located immediately adjacent to the structure and s twelve (12) inches above the highest lawn sprinkler head. A Ground ; receptacle that is weather proof while in operation is recommended tt adjacent to the back flow device for the installation of a heat tape to I protection shall be considered in all designs. A rain sensor(s) shall t Any RP or PVB located in a flood plain shall be 1 foot designed in such a way that will prevent floodwaters f components and to additionally ensure that floodwater supply system. (Ref: FEMA 348 November 1999) Adopting the backflow and cross - connection requireme of the requirements of the International Plumbing Code. 18 -202 — 1.8 -219 Re ices shall be protected be located a minimum of t Circuit Interrupter located immediately ant freezing: Freeze stalled on all systems. Flood Elevation (DFE) or ,umulating within system taminate the potable water way shall appeal or set aside any G POOL AND SPA CODE Pool and Spa Code, 2012 Edition is hereby adopted with the n this Article. Amendments The International Swimming Pool and Spa Code, 2012 Edition is 101.1 Title. These regulations shall be known as the International Swimming Pool and Spa Code of the City of Schertz, Texas, hereinafter referred to as "this code." 108 Means of Appeal Means of Appeal is hereby repealed in its entirety. Final Revisions 9 -8 -2015 V.14 MS 39 The following Appendixes are adopted: MMM Appendix B: Field Checklist for identifying Suction Entrapment Hazards shall be completed by the pool installer or his or her authorized agent. The information in the Appen all be provided to the Inspector for final approval. Section 18-240. Adopted The International Existing Building Code, provided for in this Article. Section 18-241. Amendments The International Existing Building 101.1 Title. These regulati City of Schertz, Texas, her 2012 Edition be known as WITIM th the amendments as by amended as follows: Existing Building Code of the Any person, firm, corporation or agent who shall violate a provision of this chapter, or fail to comply therewith, or with any of the requirements thereof, or who shall erect, construct, alter, install, demolish, or move any structure, electrical, gas, mechanical or plumbing system in violation of the detailed statement or drawings submitted and permitted thereunder, shall be guilty of a misdemeanor. Such persons shall be considered guilty of a separate offense for each and every day or portion thereof during which any violation of any of the provisions of this chapter is committed or continued, and upon conviction of any such violation such person shall be punished by a fine of not more than five hundred dollars ($500.00) for each offense unless said violation is a violation of a regulation governing fire safety or public health and sanitation then by a fine of not Final Revisions 9-8-2015 V.14 MS 40 more than $2,000.00 for each offense. All such violations shall be prosecuted in accordance with Section 1 -8 General penalty for violations of Code; continuing violations of the Schertz Municipal Code of Ordinances. Section 3. The recitals contained in the preamble hereof are hereby found to be true, and such recitals are hereby made a part of this Ordinance for all purposes and are adopted as a part of the judgment and findings of the Council. Section 4. All ordinances and codes, or parts thereof, which are in conflict or inconsistent with any provision of this Ordinance are hereby repealed to the extent of such conflict, and the provisions of this Ordinance shall be and remain controlling as to the matters resolved herein. Section 5. That all rights and privileges of the City are expressly saved as to any and all violations of the provision of any ordinances repealed by this ordinance which have accrued at the time of the effective date of this Ordinances; and, as to such accrued violation and all pending litigation, both civil and criminal, whether pending in court or not, under such Ordinances, same shall not be affected by this Ordinance but may be prosecuted until final disposition by the courts. Section 6. If any provision of this Ordinance or the application thereof to any person or circumstance shall be held to be invalid, the remainder of this Ordinance'' and the application of such provision to other persons and circumstances shall nevertheless be valid, and the City hereby declares that this Ordinance would have been enacted without such invalid provision. Section 7. It is officially found, determined, and declared that the meeting at which this Ordinance is adopted was open to the public and public notice of the time, place, and subject matter of the public business to be considered at such meeting, including this Ordinance, was given, all as required by Chapter 551, as amended, Texas Government Code. Section 8. This Ordinance shall be effective upon the date of final adoption hereof and any publication required by law. ATTEST: City Secretary, Brenda Dennis G, the day of 15. 2015. ON SECOND READING, the CITY OF SCHERTZ, TEXAS Mayor, Michael R. Carpenter (CITY SEAL) Final Revisions 9 -8 -2015 V.14 MS 41 EXHIBIT A Evaluation of Zoning within Airfield Noise Contours JBSA Randolph Final Revisions 9-8-2015 V.14 MS 42 JBSA - RANDOLPH June 2015 County of Bexar Pubi 1c Works Department 233 N Pecos-La Trinidad Street, Suite 420 San Antonio, Texas 78207 P (210) 335-1243 Matrix kii; DESIGN GROUP F Please see the next page. Executive i The Executive Committee (EC) served an active and important role in providing policy direction during the development of the Joint Base San Antonio (JBSA) Randolph Joint Land Use Study (JLUS). The Executive Committee comprised the following individuals: Tommy Calvert, Commissioner County of Bexar Judy Cope, Commissioner County of Guadalupe Jeannette Crabb, Councilwoman City of Seguin Phil Crane, Representative Real Estate Council of San Antonio Tom Daly, Mayor City of Selma Lloyd Doggett, Representative, District 35 U.S. House of Representatives Joe Farias, Representative, District 118 Texas House of Representatives Jim Fowler, Councilman City of Schertz Gilbert Gonzalez, VP of Risk Management San Antonio Board of Realtors Col Gerald Goodfellow, Commander (Former) 12th FTW, JBSA- Randolph Roland Gutierrez, Representative, District 119 Texas House of Representatives Col Matt Isler, Commander 12th FTW, JBSA- Randolph Lisa Jackson, Mayor City of Cibolo Nadine Knaus, Mayor Pro -Tem City of Garden Ridge BG Bob Labrutta, Commander 502 ABW, JBSA Ron Lozano, Support Specialist FAA, Air Traffic Control Division Ruth Jones McClendon, Representative, District 120 Texas House of Representatives Robert Murdock, Office of Military Affairs City of San Antonio Tim O'Krongley, Assistant Aviation Director City of San Antonio Tim Pruski, Representative Greater San Antonio Builders Association Been Karen S. Rankin, Commissioner USAF (Ret) Texas Military Preparedness Commission Darcie Schipull, Transportation Planner Texas Department of Transportation Greg Seidenberger, Commissioner County of Guadalupe Al Suarez, Mayor City of Converse Rebecca Viagran, Councilwoman District 3 City of San Antonio Scott Wayman, Assistant City Manager City of Live Oak John Williams, Mayor City of Universal City Jim Wolverton, Commissioner County of Guadalupe EC Alternates Nancy Cain, Administrator City of Garden Ridge Pamela Centano, Planning Assistant City of Seguin Timothy Ginn, Program Manager, Office of the Governor Texas Military Preparedness Commission Lisa Marie Gomez, Director, District 35 U.S. House of Representatives Julianna Gonzaba, Chief of Staff, District 118 Texas House of Representatives Deborah Hosey, Senior Executive Secretary City of San Antonio Felipe Jimenez, Technical Director 502 ABW, ]BSA Amy Putney, Chief of Staff County of Bexar Cavett McCrary, Executive Assistant County of Bexar Francess Randall, Representative County of Guadalupe Marge Reyna, Office Manager, District 120 Texas House of Representatives Ken Roberts, City Administrator City of Selma Ryan Rocha, Airport Operations Manager City of San Antonio Angela Shields, CEO/ President San Antonio Board of Realtors Terry Trevino, Director of Economic Development City of Seguin Margaret Wallace, Chief of Staff, District 119 Texas House of Representatives Advisory B The Advisory (AC) served a key role in the development of the JBSA- Randolph JLUS, providing the overall technical support, review, and guidance of the study. The Advisory Committee comprised the following individuals: Michael Barrow, District 35 U.S. House of Representatives Robert Brach, Development Services Engineer County of Bexar Bob Cantu, Chief of Staff City of Schertz Billy Classen, Representative Greater San Antonio Builders Association Rick Cortes, Assistant City Manager City of Seguin Arthur Emerson, Commissioner Texas Military Preparedness Commission Jesus Garza, AICP, Office of Military Affairs City of San Antonio Maureen Goodrich, Asset Management, Community Planner (Former) ]BSA Lt. Col. Courtney Hamilton, 12th Operations Support Squadron 12TH FTW, ]BSA-Randolph Robert Herrera, City Manager City of Cibolo Richard Hetzel, Representative County of Guadalupe Linda Jackson, District 120 Texas House of Representatives Dawn Ann Larios, District 119 Texas House of Representatives Christopher Looney, Policy Administrator, Development Services City of San Antonio Ron Lozano, Support Specialist FAA, Air Traffic Control Division Jordan Matney, Economic and Community Development Manager City of Live Oak John McCaw, Councilman City of Garden Ridge Michael Moore, President Real Estate Council of San Antonio John Quintanilla, Assistant City Manager City of Converse Ryan Rocha, Airport Operations Manager City of San Antonio Michele Ross, Representative San Antonio Board of Realtors Darcie Schipull, Transportation Planner Texas Department of Transportation Kim Turner, Development Services Director City of Universal City Larry Verner, Engineer City of Selma Walt Williams, Representative County of Guadalupe James Wimberley, 502 CES /CENPL JBSA U us] 0M# TIT= Lt. Col. Robin Baldwin, Director of Staff 12th FTW, JBSA- Randolph Allen Dunn, Representative County of Guadalupe Timothy Ginn, Program Manager, Office of the Governor Texas Military Preparedness Commission Gabriel Gonzales, Community Planner JBSA 7. Landon Kane, Representative Real Estate Council of San Antonio Randy Luensmann, Director of Public Works City of Universal City Nina Nixon - Mendez, AICP, Planning Manager City of San Antonio Kate Silvas, Executive Director, City of Converse Economic Development Corporation Wiley Smith, AICP, Community Planner JBSA Lesa Wood, Senior Planner City of Schertz Robert Brach, P.E., Development Services Engineer County of Bexar Public Works c� Celeste Werner, AICP Rick Rust, AICP Project Manager Technical Manager DESIGN GROUP ` �?� Mike Hrapla Michele Zehr Mora Deputy Project Manager Planning Lead Please see the next page. Acronyms®®®®®®®®®®®®®®®®. .......................®®®®®®®®® w®®®®®®®® ® ® ® ® ® ® ®........................ Introduction.....................®®®®®®®.........®®® ® ® ®........W................... -1 Introduction....................................................................... ............................1 -1 What Is a Joint Land Use Study? ........................................... ............................1 -1 Why Prepare a Joint Land Use Study? .................................... ............................1 -2 PublicOutreach .... .................................................. ......................................... 1 -2 JLUSStudy Area ................................................................. ............................1 -5 JLUSImplementation .......................................................... ............................1 -6 JLUSOrganization ............................................................... ............................1 -6 Introduction....................................................................... ............................2 -1 RegionalOverview .............................................................. ............................2 -1 MilitaryProfile ® m®®®®®®.®®®®®®®w.wwwwww.WWWWW......® ® ® ® ® ® ® ® ® ® ® ®...... ® ®. ® ® ® ® ® ® ®w ® ®® ®1 Introduction... ....................................................... ......................................... 3 -1 Regional Economic Impact ................................................... ............................3 -1 JBSA - Randolph ................................................................... ............................3 -2 ]BSA- Seguin Auxiliary Airfield .............................. .... ....................................... 3 -24 Stinson Municipal Airport ................................................ ............................... 3 -33 Existing Compatility Tools .....a.wwwwww.®®® ® ® ® ............................ _1 Introduction....................................................................... ............................4 -1 Federal and Military programs and Initiatives ......... ..... ........................................ 4 -1 ]BSA- Randolph Plans and Programs ...................................... ............................4 -5 State of Texas Legislation, Agencies / Programs, and Initiatives / Other Information..................................................................... ............................4 -6 Regional Planning Information and Tools ................... ....................................... 4 -10 County and Local Jurisdiction Planning Tools .......................... ...........................4 -11 OtherResources ................................................................ ...........................4 -29 CompatibilityAssessment ........®®®®®® W®®®®® ® ® ® ® ® ® ® ® ® ® ®......... ® ® ® ® ® ®..... ®1 5.0 Introduction ................................................. ......................................... 5 -1 5.1 Alternative Energy Development ............................ ............................... 5.1 -1 5.2 Anti - Terrorism / Force Protection ........................... ............................... 5.2 -1 5.3 Communication / Coordination .............................. ............................... 5.3 -1 5.4 Dust, Smoke, and Steam ...................................... ............................... 5.4 -1 5.5 Local Housing Availability ........................................... ..........................5.5 -1 5.6 Infrastructure Extensions ........................................... ..........................5.6 -1 5.7 Land Competition ..................................................... ..........................5.7 -1 5.8 Land Use ............................................................ ............................... 5.8 -1 5.9 Legislative Initiatives ........................................... ............................... 5.9 -1 5.10 Light and Glare .................................................. ............................... 5.10-1 5.11 Noise and Vibration ............................................ ............................... 5.11 -1 5.12 Roadway Capacity ............................................. ............................... 5.12-1 5.13 Safety .............................................................. ............................... 5.13 -1 5.14 Vertical Obstructions ................. ............................... .........................5.14 -1 5.15 Water Quality and Quantity ................................. ............................... 5.15 -1 June 2015 Page ; Tables and Figures Table 1-1 ]LUS Responsibilities and Participants ........................................................................................ 1'4 Table 2-1 Population Change 20O0-2O1O]BSA-Randolph]LUS Area ............................................................. 3-S Table 2-2 Population PrujecLoslU1O'204U]BSx'n]uJS Area ..................................................................... 2'0 Table 2-3 Median Income 2OOO'2Ozz .................. — ........................................................... ----...... 3'zO Table 2-4 Median House Value ZUUO-ZU11 ............................................................................................... 2-1U Table 2-5 Median Monthly Rental Rates 7O0O'7Ozz .............................................................. ----...... n'zO Table 2-6 JBSA-Randolph BAH for Military Personnel ZO13 .... .................................................................... 2-12 Table 2-7 Employment Cnmmunities----------------------------------2'Z3 Table 3-1 ]85A Economic Impacts, FY2012 .............................................................................................. 3-2 Table 3-2 ]oSx'n Flight Operations .......................................................................................................... 3~4 Table 3-3 ]eSA'n Military Training Routes and Slow Speed Low Altitude Training Routes ........... ----..... .3'Z2 Table 3-4 Runway Dimensional Standards/Stinson Munkjpa|Airpur Runway Deficiencies .............................. 3-J6 Table 4-1 Local Plitica| Subdivision Planning Tnnb— ............................................................ ----...... 4-z2 Table 5.1.1 Ordinances Regulating Alternative Energy--------------------------'GJ-1 Table 5-3 Subdivision and Zoning Review Periods for Cities with Property Affected byxzCUZ Safety Zones ..... 5.3'h Table 5-8.1 PlansandordinanoesReferendngAICUZ ---------------------------. 5.8-1 Table 5-8.2 FARs for Land Use Compatibility inAPZs ................................................................................... 5.8'4 Table 5'10.1 Comparison of Lighting Regulations ...... — .......................................................................... 5.zO'0 Table 5-11.1 AICUZ Noise Compatibility for Zoning Districts in Communities Under JBSA-R Contours ............... 5.11-4 Table 5-11.2 AICUZ Noise Compatibility for Zoning Districts Under JBSA-Seguin Noise Contours ...................... 5.11-8 Table 5-113 FAA Noise Compatibility for Zoning Districts UnderSUnsonn Municipal Airport Noise Contours ..... S.11-12 Table 5.12'1 San omLnnio'Boxar Metropolitan Transportation Improvement Plan Projects Relevant to the JBSA-R Area .......................................... ............................................................................ 5.12'S Table 5-13.1 2011 oOoz4105.57 Guidelines for Compatible Land Uses within the Aircraft Safety Zones ........... 5.13'8 Table 5-13.2 Evaluation nf Zoning against AICUZ Guidelines |n Accident Potential Zones----- 5.13'13 Table 5-133 UDC Zoning Density and ADCUZ Evaluation for Property In ]BSA-Seguin Safety Zones -----5.1J-16 Table 5-14.1 Evaluation nf Community Zoning Specified Building Heights ...................................................... 5.z4'z Table 5-14.2 Telecommunication antennas (Towers) Summary and Review Evaluation ................................... 5.14-6 Figure 1-1 Figure 2-1 Figure 2-2 Figure 2-3 Figure 2-4 Figure 2-5 Figure 26 Figure 2-7 Figure}-8 Figure 2-9 ]uUS Study Area ................................................................. 2008 Population by County TAZ ............... ........................... ZO35 Population by County Txz........................................... populaUonChangebyCountyTAZ ---- ---------. Major Employment Sectors in the San Antonio MSA2UO7-2O11 S|ng|e'pamUyonusmg Building Permits oOOO'2OzZ—............. Multi-Family Housing Building Permits 2000-2012 ------ Automotive Sector .............................................................. Retail 1 Office Sector ............................ ........................... Retail 2 Industrial Sector ................................................... ....... 1'0 --2-7 --.2'8 ....... 2'9 --2-11 --z'z3 --2-13 --2'15 --3-10 --2-17 Page ii ]une 2015 Figure 2-10 Hospitality Sector ............................... ........................................................................... —fz8 Figure 2-11 Retail Sector J/ Health Care / Medical Office Buildings ............................................................... I-19 Figure 2-12 Retail 4/ Entertainment Sector ................................................................................................ Z'ZO Figure 2-13 Recreational / Proposed Future ETJ ........................................................................................... Z-21 Figure 2-14 Study Area Major Transportation .............................................................................................. 2'25 Figure 3-1 ]eSA'n Economic Impacts ................... — .......................................................................... —_3-7 Figure 3-2 Flight Tracks - Open JBSA- Randolph ....................................................................................... ]-8 Figure 3-3 Flight Tracks - Closed ]eSA- Randolph ............................................................... -----....... 3'9 Figure 3-4 Noise Contours JBSA- Randolph .............. .............................................................................. 3-10 Figure]-5 Safety Zones ]nSx- Randolph ................................................................................................. 3'12 Figure 3-6 Example Cross-section o[ Imaginary Surfaces ............................................................................ 3-14 Figure 3-7 Airfield Imaginary Surfaces ]BSA - Randolph ............................................................................. 3'15 Figure 3-8 FAA Part 77]eSA- Randolph ............... — .......................................................................... —3'z0 Figure 3-9 BASH Relevancy Area ]BSA- Randolph ..................................................................................... 3-18 Figure 3-10 Special Use Airspace ]sSA- Randolph ................................................................. ----...... 3'2O Figure 3-11 Alert Area A+63SJBSA- Randolph ............ .............................................................................. 3-Z3 Figure 3-12 Flight Tracks - Open ]BSA - Seguin Auxiliary Airfield .................................................................. 3'25 Figure 3-13 Noise Contours ]B3A- Seguin Auxiliary Airfield .......................................................................... 3-27 Figure 3-14 Safety Zones ]BSA- Seguin Auxiliary Airfield ............................................................................ -28 Figure 3-15 Imaginary Surfaces ]eSA- Seguin Auxiliary Airfield ................................................................... 3'z9 Figure 3-16 FAA Part 77]BSA- Seguin Auxiliary Airfield .............................................................................. 3-JU Figure 3-17 BASH Relevancy Area ]nSx- Seguin Auxiliary Airfield ................................................................ 3'31 Figure 3-18 Alert Area A-638JB5A- Seguin Auxiliary Airfield ................................................................. ..... 3-32 Figure 3-19 Noise Contours Stinson Municipal Airport ................................................................................... 3'35 Figure 3-20 Safety Zones Stinson Municipal Ai,pn,-- ........................................................... ----...... 3'37 Figure 3-21 FAA Part 77 Stinson Municipal Airport ....................................................................................... ]~4O Figure 3-22 BASH Relevancy Area Stinson Municipal Airport, ... ................................................. ----...... -4z Figure 5-3.1 Evaluation of Existing Land Use Under Airshow Aerobatic Box JBSA-Randolph Airfield .................... 5.3-3 Figure 5'32 Evaluation of Zoning Underxjrsxxw xemboUc Box JoSx'nando|ph Airfield -----------'53'4 Figure 5-3.3 Perpetual Clear Zone Easement JBSA-Randolph Airfield ......................................................... .... 5.3-7 Figure 5-7.1 Airspace Competition JBSA-Randolph Airfield, JBSA-Seguin Auxiliary Airfield, Stinson MunicipalAirport .................................... .............................................................................. GJ-2 Figure 5-9.1 Controlled Compatible Land Use Area ]eSA'nando|ph Airfield ...................................................... 5.9'2 Figure 5'9.2 Controlled Compatible Land Use Area JaSA'Segu|n Auxiliary Airfield --------------'5.9'3 Figure 5-9J Controlled Compatible Land Use Area Stinson Municipal Airport ................................................... 5.9-5 Figure 5.10'1 Horizontal Plane for RnndU|ghts ............ — .......................................................................... 5.zO'z Figure 5,11-1 Sound Levels Comparison indB .......................................................................................... —5.11-1 Figure 5.11-2 Evaluation of Existing Land Use Within Airfield Noise Contours JBSA-Randolph Airfield ................. 5.11-3 Figure 5-113 Evaluation of Future land Use Within Airfield Noise Contours ]BSA- Randolph ........................... —5-11.h Figure 5-11.4 Evaluation of Zoning Within Airfield Noise Contours ]BSA- Randolph ......................................... 5.11-7 Figure 5-11.5 Evaluation of Existing Land Use Within Airfield Noise Contours JBSA - Seguin Auxililary Airfield .... 5.11-9 Figure 5-11.6 Evaluation of Future Land Use Within Airfield Noise ComoursJBSA - Seguin Auxiliary Airfield ..... 5.11-1U JU17e 2015 Page W Figure 5-11.7 Evaluation of Zoning Within Airfield Noise Contours JBSA - Seguin Auxiliary Airfield .................. 5.11-11 Figure 5-11.8 Evaluation of Existing Land Use Within Airfield Noise Contours Stinson Municipal Airport .......... Figure 5-11.9 Evaluation of Zoning Within Airfield Noise Contours Stinson Municipal Airport ---------5.11-14 Figure 5-13.1A Evaluation of Existing Land use Within Northern Airfield Safety Zones JBSA-Randolph Airfield ....... 5.13-2 Figure 5'13,1B Evaluation ofExisting Land Use Within Southern Airfield Safety Zones ]BSA-Rando|ph Airfield ...... 5.13-3 Figure 5'13.2x Evaluation of Future Land Use Within Northern Airfield Safety Zones ]eSx'nandu|ph Airfield ......... 5.13'4 Figure 5-13.2B Evaluation ofFuture Land Use Within Southern Airfield Safety Zones JBSA-Randn|pb Airfield ........ 5.13-5 Figure 5-13J4 Evaluation of Zoning Within Northern Airfield Safety Zones ]BSA-Randolph Airfield ...................... S.1]'6 Figure 5-13.3B Evaluation nf Zoning Within Southern Airfield Safety Zones ]oS4'nandn|ph Airfield ..................... 5.z3'7 Figure 5-13.4 Evaluation of Existing Land Use Within Airfield Safety Zones JBSA-Seguin Auxiliary Airfield ........ 5.13-17 Figure 5'135 Evaluation of Future Land Use Within Airfield Safety zones]BSx'Seguin Auxiliary Airfield ---.5.13'18 Figure 5-13,6 Evaluation of Zoning Within Airfield Safety Zones JBSA-Seguin Auxiliary Airfield ........................ 5.13-20 Figure 5'13.7 Evaluation of Existing Lund Use Within Runway Protection Zones Stinson Municipal Airport ......... 5.13'21 Figure 5'13.8 Evaluation of Existing Land Use vvKh|n Runway Protection Zones Stinson Municipal Airport ......... 5.z3'zZ Figure 5-13.9 Evaluation of Existing Land Use Within Runway Protection Zones Stinson Municipal Airport ......... 5.1J-2] Figure 5-13.10 Bird Strike Summary for FY 2O12 and FY 2Oz3- ....................................................... ____ 5.z3'24 Figure 5-13.11 BASH Concerns ]8SA-Rango|ph Airfield ................................................................................ S.13-2S Figure 5-13.12 Flight Tracks Open ]eSx'Seguin Auxiliary Airfield ................................................................ 5.13'20 Figure 5-13,13A Instrument Landing Signal Area Concern for Runway 14L]RSA'Randn|ph Airfield ...................... S-13,3O Figure 5.13.13B Detailed Instrument Landing Signal Area Concern for Runway 14L]BSA'Randn|ph Airfield .......... 5'13J1 Figure 5-14.1 Vertical Obstruction Potential Adjacent tn Airfield - Future Land use ]sSA'nandn|ph Airfield ........ .5.14-* Figure 5-14.2 Vertical Obstruction Potential Adjacent ooAirfield - Zoning JGSA'Randn|ph Airfield ...................... S.14-5 Figure 5'14.3 Vertical Obstructions Affecting Navigable Airspace ]aSA'nandn|ph m,fic|d------ 5.14'12 Figure 5-14.4 Vertical Obstructions Affecting Navigable Airspace JBSA - Seguin Auxiliary Airfield .................... 5.14-13 Figure 5'145 Vertical Obstructions Affecting navigable Airspace Stinson Municipal Airport ............................. 5.14'14 Page iv lune 2015 A- Alert Area AACOG Alamo Area Council of Governments ABW Air Base Wing AC Advisory Committee AC Advisory Circular Acq Acquisition ACP Access Control Point AAFES Army and Air Force Exchange Service ADS -B Automatic Dependent Surveillance - Broadcast AE Alternative Energy Development AETC Air Education Training Command AFB Air Force Base AFCEC Air Force Center for Engineering and Construction AFD Air Force Directive AFH Air Force Handbook AGL above ground level AICUZ Air Installation Compatible Use Zone AIM Air Information Manual AHOD Airport Hazard Overlay District APZ Accident Potential Zone ASR Airport Surveillance Radar AT Anti - Terrorism / Force Protection ATC air traffic control ATCT Air Traffic Control Tower AT /FP Anti- Terrorism / Force Protection ATM Air Traffic Management B -1 Neighborhood Service (Garden Ridge) B -1 Office and Professional (Live Oak) B -2 Office and Professional (Garden Ridge) B -2 Neighborhood Service (Live Oak) B -3 General Business (Live Oak) BAH basic allowance for housing BASH Bird Aircraft Strike Hazard BO Biological Opinion BRAC Base Realignment and Closure C4 / C5 Commercial (Universal City) C -1 / C -2 Commercial (Selma) C -1 / C -3 / Commercial Services (Universal City) C -4 C -5 Highway Commercial (Universal City) C -3 Commercial (San Antonio) CC Country Club / Adjoining Residential (Garden Ridge) CCLUA Controlled Compatible Land Use Area CCMA Cibolo Creek Municipal Authority CFR Code of Federal Regulations CIP Capital Improvement Program COM Communication / Coordination Comm Communication and Coordination COSA City of San Antonio CP Comprehensive Plan CPS CPS Energy CWA Clean Water Act CY Calendar Year CZ Clear Zone Line 2015 Page v DAR Defense Access Roads Program I -1 Light Industrial (Live Oak) dB decibel I -2 Medium Industrial (Live Oak) DBS Direct - Broadcast System I Interstate Disc Real Estate Disclosures ICRMP Integrated Cultural Resources DOD /DoD Department of Defense MF -33 Management Plan DNL Day -night level IE Infrastructure Extensions DR developed residential (Live Oak) IFR instrument flight rule DSS Dust, Smoke and Steam IGA Intergovernmental Agreements HA Housing Availability INRMP Integrated Natural Resources Management Hab Habitat Conservation Tools Plan HQ Headquarters IR instrument route (general aviation) HUD U.S. Department of Housing and Urban ITS Intelligent Transportation Systems EA Environmental Assessment MLOD Military Lighting Overlay District MOA Military operating area EAE established airfield elevation MOA Memorandum of Agreement MOU Memorandum of Understanding EC Executive Committee mph miles per hour MPO Metropolitan Planning Organization ECF entry control facility MTTF Military Transformation Task Force EIS Environmental Impact Statement JAZB Joint Airport Zoning Board EPA Environmental Protection Agency JBSA Joint Base San Antonio ESA Endangered Species Act JBSA -R Joint Base San Antonio - Randolph ERZD Edwards Recharge Overlay District JBSA -S Joint Base San Antonio - Seguin Auxiliary (San Antonio) Airfield ETJ Extraterritorial Jurisdiction JLUS Joint Land Use Study L Light Industrial (San Antonio) FAA Federal Aviation Administration FAR Floor to Area Ratio LAS Land, Air and Sea Space Competition FM Farm to Market LEG Legislative Initiatives FONSI Finding of No Significant Impact Leg Legislative Tools FPCON force protection condition LG Light and Glare FR Farm and Ranch (San Antonio) LI Light Industrial (Garden Ridge, Selma) ft feet (unit of measurement) LOA Letter of Agreement FTW Flying Training Wing LOS Level of Service FY fiscal year LU Land Use LUE living unit equivalents GB / GB -2 General Business (Schertz) GIS Geographic / Geospatial Information m meter (unit of measurement) System M -1 / M -2 Manufacturing (Schertz) GLOP General Land Use Plan MF -2 / Multi- Family Residential (Selma) M F -3 MF -33 Multi - Family Residential (San Antonio) MI -1 Mixed Light Industrial (San Antonio) MACA Mid -Air Collision Avoidance MAOZ Military Airport Overlay Zone HA Housing Availability MARSA Military Assumes Responsibility for Hab Habitat Conservation Tools Separation HQ Headquarters MIA Military Influence Area HUD U.S. Department of Housing and Urban MIAOD Military Influence Area Overlay District Development MLOD Military Lighting Overlay District MOA Military operating area MOA Memorandum of Agreement MOU Memorandum of Understanding mph miles per hour MPO Metropolitan Planning Organization MTTF Military Transformation Task Force Page vi dune 20 1 MS4s Municipal Separate Storm Sewer Systems R Single- family Dwelling (Garden Ridge) MSA Metropolitan Statistical Area R5 Multi- Family Residential (Universal City) MSG Mission Support Group R -1 Single - Family Residential (Converse, MSL mean sea level Selma) MTR Military Training Route R -4, R -6 Single - Family Residential (San Antonio) MU Municipal Use (Garden Ridge) R -5 Apartment / Multi - Family Residential (Live Oak) 100010000= R -5 Mobile Home / Manufactured Home (Converse) R -6 Single - Family Residential Small Lot NAAQS National Ambient Air Quality Standards (Converse) NACo National Association of Counties R -OT Old Town Residential (Universal City) NAS national airspace system RA (R -) Restricted Airspace NEP Northeast Partnership for Economic RAFB Randolph Air Force Base Development RAMS random antiterrorism measures NextGen Next Generation Air Transportation System RC Roadway Capacity NGO Nongovernmental Organization RECSA Real Estate Council of San Antonio NHPA National Historic Preservation Act REPI Readiness Environmental Protection NLR Noise Level Reduction Initiative NM Nautical Mile RNAV Area Navigation NOAA National Oceanic and Atmospheric RND Randolph Tower Administration RPZ Runway Protection Zone NOTAM Notice to Airmen RSA Runway Safety Area NOV Notice of Value NP -10 Neighborhood Preservation (San Antonio) NPDES National Pollutant Discharge Elimination ONEEMEMEM System NTIG New Technology Implementation Grants SABOR San Antonio Board of Realtors Program SAF Safety Zones NV Noise and Vibration SAT San Antonio International Airport NZ Noise Zone SAWS San Antonio Water System SDWA Safe Drinking Water Act MENEEMEM SIP Strategic Impact Plan SH State Highway SLUCM Standard Land Use Code Manual OE Obstruction Evaluation SR Slow speed low altitude training route OEA Office of Economic Adjustment STARS Standard Terminal Automation OFA Object Free Area Replacement System OFZ Obstacle Free Zone STC Sound Transmission Class OMB Office of Management and Budget SUA Special Use Airspace OP Office Professional (Selma) SWES Small Wind Energy Systems SWIFT State Water Implementation Fund for Texas 200010000= SWIFRT State Water Implementation Revenue Fund for Texas SWIM System Wide Information Management POC point -of- contact PRE Pre - Development (Schertz) Private Real Property Rights Preservation PRPRPA Act PUD Planned Unit Development (Selma) PV photovoltaic TAZ traffic analysis zones PVC polyvinyl chloride pipe TAR Texas Association of Realtors TBD To be determined TCEQ Texas Commission on Environmental Quality TIA Takings Impact Assessment TREC Texas Real Estate Commission TSDC Texas State Data Center TX Texas TXDOT Texas Department of Transportation Jane 2015 Page vi UAS Unmanned Aerial System (Vehicle) UDC Unified Development Code UPRR Union Pacific Railroad U.S. United States USAF United States Air Force USAHAS United States Avian Hazard Advisory System USFWS United States Fish and Wildlife Service VA Veterans Administration VMC Visual Meteorological Conditions VO Vertical Obstructions VFR visual flight rule VR visual route (general aviation) WQQ Water Quality/ Quantity Z -1 Industrial (Garden Ridge) Zon Zoning Ordinance / Subdivision Regulations Page viii dune 20 1 Introduction Military installations are critical to local economies, generating thousands of jobs and millions of dollars in economic activity and tax revenue annually. in the past, incompatible development has been a factor in the loss of training operations and restructuring of mission - critical components to various military installations. To protect the missions of military installations and the health of the economies and industries that rely on them, encroachment must be addressed through collaboration and joint planning between installations and local communities. This Joint Land Use Study (JLUS) attempts to strengthen coordination between the local communities and Joint Base San Antonio - Randolph (JBSA- Randolph) and mitigate future potential issues. JBSA- Randolph is located in south - central Texas, approximately ten miles northeast of downtown San Antonio. The installation encompasses 2,894 acres of land which includes two runways, as well as facilities and 961 acres at the JBSA- Seguin Auxiliary Airport in Seguin, Texas twenty miles to the east. JBSA- Randolph occasionally utilizes facilities at the Stinson Municipal Airport, which is owned and operated by the City of San Antonio, located five miles south of downtown San Antonio and situated on 360 acres. Several communities around JBSA- Randolph are participating partners in the JLUS including Bexar and Guadalupe Counties and the Cities of Cibolo, Converse, Garden Ridge, Live Oak, San Antonio, Schertz, Seguin, Selma, and Universal City. An organized communication effort between these jurisdictions, JBSA- Randolph, and other stakeholder jurisdictions and entities that own or manage land or resources in the region is needed to ensure that future growth around JBSA - Randolph is coordinated and is compatible with military training activities. The JBSA- Randolph JLUS advocates a proactive approach to increasing communication about decisions relating to land use regulation, conservation, and natural resource management affecting communities and the military. This study seeks to avoid conflicts previously experienced between the United States (U.S.) military and local communities in other areas of the U.S. and throughout the world by engaging the military and local decision- makers in a collaborative process. What Is A Joint Land Use Study? A JLUS is a planning process accomplished through the collaborative efforts of a comprehensive list of stakeholders in a defined study area. It is a process designed to identify and determine ways to enhance compatible land uses and growth management practices within, and adjacent to, active military installations. Stakeholders can include local community, state, and federal officials; residents; business owners; local tribal governments; nongovernmental organizations; and the military. The JLUS process seeks to establish and encourage a working relationship among military installations and their proximate communities to think and act as a team to address compatibility issues and prevent and / or reduce encroachment associated with future mission expansion and local growth. Although primarily federally funded by a grant from the Department of Defense (DOD), Office of Economic Adjustment (OEA), the sponsoring community entity must provide a funding match of 10% of the approved project budget. In lieu of actual monies, the local match is typically provided through staff allotment and effort. The requirement for the local match ensures that the local communities have a stake in the process and that the JLUS is produced by and for local communities. The sponsoring entity for the ]BSA-Randolph is the County of Bexar. It is important to preserve long -term land use compatibility between JBSA- Randolph and the surrounding jurisdictions to enable better protection of the health, safety, and welfare of the surrounding communities and the civilian and military community at JBSA- Randolph. The JLUS represents collaboration between JBSA- Randolph and the local county and city governments for the purpose of planning for compatible land use, while ensuring the continued presence of the military. ]Line 2015 Page 1-1 The goal of the JBSA- Randolph JLUS is to protect the viability of current and future military training operations, while simultaneously guiding community growth, sustaining the environmental and economic health of the region, and protecting public health, safety, and welfare. ILUS Objectives To help meet this goal, three primary JLUS objectives were identified. Understanding. Convene community and military representatives to identify, confirm, and understand the issues in an open forum, taking into consideration both community and ]BSA-Randolph perspectives and needs. This includes public awareness, education, and input organized into a cohesive outreach program. Collaboration. Encourage cooperative land use and resource planning among ]BSA-Randolph and the surrounding communities so that future community growth and development are compatible with the training and operational missions at JBSA - Randolph. Concurrently, seek ways to reduce operational impacts on adjacent lands proximate to the installation. Actions. Provide a set of mutually supported tools, activities, and procedures from which local jurisdictions, agencies, and the JBSA - Randolph can select, prepare, and approve / adopt and then use to implement the recommendations developed during the JLUS process. The actions proposed include both operational measures to mitigate installation impacts on surrounding communities and local government and agency approaches to reduce community impacts on military operations. These collective tools will help decision makers resolve compatibility issues and prioritize projects within the annual budgeting process of their respective entity / jurisdiction. Joint Why Prepare A Use Study? Although military installations and nearby communities may be separated by a fence line, they often share natural and manmade resources such as land, airspace, water, and infrastructure. Despite the many positive interactions among local jurisdictions, agencies, and the military, the activities or actions of one entity can pose unintended negative impacts on another, resulting in conflicts. As communities develop and expand in response to growth and market demands, land use approvals have the ability to locate potentially incompatible development closer to military installations and operational / training areas. The result can initiate new or exacerbate existing land use and other compatibility issues - often referred to as encroachment. These issues can have negative impacts on community safety, economic development, and sustainment of military activities and readiness. This threat to military readiness activities is currently one of the military's greatest concerns. Collaboration and joint planning among military installations, local communities, and agencies should occur to protect the long -term viability of existing and future military missions. This cooperation also enhances the health of economies and industries within the local communities. Recognizing the close relationship that exists between installations and adjacent communities, the OEA implemented the JLUS program in an effort to help mitigate existing and future conflicts and enhance communication and coordination among all affected stakeholders. The aim of the program is to help preserve the sustainability of local communities proximate to the installation, while helping to protect current and future operational and training missions of the neighboring military service. 171 As previously stated and highlighted in the JLUS objectives, the JLUS process is designed to create a locally relevant plan that builds consensus and obtains support from the various stakeholders involved. To achieve the JLUS goals and objectives, the ]BSA-Randolph JLUS process included a public outreach program with a variety of opportunities for stakeholders and interested parties to contribute to its development. 74FIRMIN An early step in any planning process is the identification of stakeholders. Informing or involving stakeholders early in the project is instrumental in the identification of critically important compatibility issues. Of equal importance, is their involvement to address and resolve the issues through the development of integrated strategies and measures. Stakeholders include individuals, groups, organizations, and governmental entities interested in, affected by, or affecting the outcome of the JLUS project. Stakeholders identified for the JBSA- Randolph JLUS include, but were not limited to, the following: • Local jurisdictions (cities and counties); • DOD officials (including OEA representatives) and military installation personnel; • Local, regional, and state planning, regulatory, and land management agencies; • Landholding and regulatory federal agencies; • The public (including residents and landowners); • Advocacy organizations; Page 1 -2 dune 2015 Nongovernmental organizations (NGOs); and, Other special interest groups (including local educational institutions and school districts). Executive Committee and c ,�ommittee JLUS Executive Committee (E) — The EC typically consists of officials from participating jurisdictions, military installation leadership, and representatives from other interested and affected agencies. The EC is responsible for the overall direction of the JLUS, preparation and approval of the study design, approval of policy recommendations, and approval of the draft and final JLUS documents. JLUS Advisory Committee (A ) — The AC is responsible for identifying and studying technical issues. Members typically include municipal and military planners, community business and development representatives, natural resource protection organizations, and, as needed, other subject matter experts. The AC assists in reviewing the analysis and developing and evaluating the implementation strategies and tools. Items discussed by the AC were brought before the EC for consideration and decision. The EC and AC members serve as liaisons to their respective stakeholder groups. EC and AC members were responsible for conveying committee activities and information to their organizations and constituencies. They were also responsible for relaying their organization's comments and suggestions to their respective committees for consideration. To facilitate additional input from their organizations and constituents, EC members were encouraged to set up meetings with their organizations and / or constituencies to facilitate this input. The responsibilities and list of participants for the sponsoring entities, the EC, and the AC are identified in Table 1 -1. Meetings with the EC and AC members were held throughout the process to ensure the JLUS identified and appropriately addressed local issues. The meetings conducted are highlighted below: Meeting #1 (July g, 2013). One meeting was held for the EC and AC each. These meetings served as the initial kick -off for the committees. An overview of the JLUS project and information on the JLUS program and process were provided at the meetings. At the end of the meetings, attendees were asked to identify any current or potential future compatibility issues. Meeting #2 (October 16 and 17, 2013). One meeting was held for the EC and AC each. These meetings served to provide a review of the data collected from the participating entities as well as provide an update on the communities' future growth and military mission footprint. At the end of the meetings, attendees were asked to assist in successfully closing out any outstanding data requirements and be prepared to discuss current or potential future compatibility issues at Meeting #3. AC Meeting # (February 13, 2014). This was an all -day AC workshop covering discussions and prioritization of the compatibility issues for the JLUS during the morning half, and providing their ideas about workable strategies around table -size posters for the JLUS issues in the afternoon. AC Meeting #4 (May 8, 214). This AC meeting presented a JLUS status update on the initial strategies and maps, and discussed the small area studies task and related memoranda. EC Meeting # (May 9, 2014). This EC meeting presented a JLUS status update on the public workshop held the night before, initial strategies and maps, and discussed the small area studies task and related memoranda. AC Meeting #S (September 11, 2014). This meeting presented a JLUS progress update and discussed the new strategies and maps that were recommended from one -on -one meetings held with several jurisdictions. EC Meeting #4 (September 12, 2014). This meeting presented a JLUS progress update from the last EC meeting and discussed the new strategies and maps with the AC feedback provided in their meeting the day before. AC Meeting # (April 7, 2015). This meeting presented a revised Draft JLUS and discussed refinements based on comment received from the AC, one -on -one meetings held with several jurisdictions, telecon meetings with stakeholders, and email correspondence. Revisions to the strategies were also discussed. • EC Meeting #S (April 13, 2015). This meeting presented a JLUS progress update from the previous EC meeting, proposed Texas legislative changes, and discussion of revisions per the AC feedback received the previous week. • Joint EC / PC Meeting (July 2, 2015). This meeting presented the Final JLUS incorporating comments from the public review. The JLUS received acceptance by committee vote. Public hearings for the County Commissions and City Councils to consider adoption of the JLUS would be subsequently scheduled. Jane 2015 Page .1.3 ® Policy Direction City of Converse, Mayor Study Oversight City of Garden Ridge, City Administrator Monitoring City of Live Oak, City Manager's Office Report Adoption City of San Antonio, Councilmember, District 3 City of San Antonio, International Airport Aviation Director City of San Antonio, Office of Military Affairs, Director City of Schertz, Councilmember gi City of Seguin, Councilmember City of Selma, City Administrator City of Universal City, Mayor ® County of Bexar Commissioner, Precinct 3 County of Guadalupe, Commissioner, Precinct 1 County of Guadalupe, Commissioner, Precinct 4 Federal Aviation Administration, Air Traffic Control Division Greater San Antonio Builders Association JBSA, Commander, 502D ABW JBSA- Randolph, Commander, 12th FTW Real Estate Council of San Antonio San Antonio Board of Realtors ® State of Texas House of Representatives, Representative, District 118 State of Texas House of Representatives, Representative, District 119 State of Texas House of Representatives, Representative, District 120 ® Texas Military Preparedness Commission, Commissioner U.S. House of Representatives for the State of Texas, District 35 ADVISORY COMMITTEE Identify Issues City of Converse Provide Expertise to Address Technical gi City of Garden Ridge Issues City of Live Oak ® Evaluate and Recommend Implementation City of San Antonio International Airport Options to the EC City of San Antonio Office of Military Affairs Provide Draft and Final Report City of San Antonio Planning and Community Development Recommendations to the EC ® City of Schertz City of Seguin City of Universal City County of Bexar Development Services County of Bexar, Commissioner, Precinct 4 County of Guadalupe, Commissioner, Precinct 1 County of Guadalupe, Commissioner, Precinct 4 ® Federal Aviation Administration Greater San Antonio Builders Association JBSA -12th FTW Operations Support Squadron Joint Base San Antonio Real Estate County of San Antonio San Antonio Board of Realtors ® State of Texas House of Representatives, Representative, District 118 ® State of Texas House of Representatives, Representative, District 119 State of Texas House of Representatives, Representative, District 120 Texas Military Preparedness Commission U.S. House of Representatives for the State of Texas, District 35 Page I -4 ,June 2015 In addition to the EC and AC meetings, a series of public forums were held throughout the development of the JLUS. These forums provided an opportunity for the exchange of information with the greater community. The public assisted in identifying the issues to be addressed in the JLUS and provided input on the strategies proposed. Each forum included a traditional presentation and a facilitated exercise that provided a "hands on" interactive opportunity for the public to participate in the development of the plan. The public forums conducted are highlighted below: Public Forum 2 (February nary 12, 2014) -® chertz Civic Center, Scher°tz, Texas, The first half of this public meeting provided a formal presentation of a JLUS overview and update, the military profile with illustrative maps, and the compatibility issues. incorporated comments and feedback received during the public review period. The Final JLUS was made available on the project website prior to the public forum. JLUS Overview J Compatibility Factors Brochure. At the beginning of the JLUS, a brochure was developed to describe the JLUS program and objectives, provide an overview of the 24 compatibility factors that would be analyzed throughout the project, and detail methods for stakeholders and interested parties to provide input in the JLUS process. The brochure also included a figure of the ]BSA- Randolph JLUS proposed study area. This brochure was made available at all meetings for review by stakeholders and interested parties as well as a website created for the JBSA- Randolph JLUS and made available for download. The aforementioned 24 compatibility factors include a wide variety of man -made and natural resource elements; the complete list of factors is detailed within Section 1.6. While every factor listed may not apply to the JBSA- Randolph JLUS, the totality of the factors provides an effective tool to ensure a comprehensive evaluation of all factors within the JBSA- Randolph JLUS study area. Strategy Tools Brochure. JLUS strategies include a variety of actions that local governments, military installations, agencies, and other stakeholders can take to promote compatible land use planning. This brochure provides an overview of the strategy types that could be applied to address compatibility issues around ]BSA-Randolph. ebsitea In addition to the two brochures, a project website was developed and maintained to provide stakeholders, interested parties, the public, and media representatives access to project information. This website was maintained for the entire duration of the project to ensure information was easily accessible. Information contained on the website included program points of contact, schedules, documents, maps, public meeting information, and downloadable comment forms. The project website is located at www.jbsa- randolphjlus.com. JLUS Study Area The JBSA- Randolph JLUS study area is designed to evaluate and address all areas near JBSA- Randolph and JBSA- Seguin Auxiliary Airfield and the City of San Antonio -owned / operated Stinson Municipal Airport. The evaluation includes a review of development and activities that may impact current or future military operations or be impacted by these operations. The ]BSA-Randolph JLUS study area covers portions of Bexar, Guadalupe, and Comal Counties and several of the cities and jurisdictions within these counties. Jane 2015 P,,.7ge 1-5 The delineation of the study area boundaries was determined based on the evaluation of the proximity of adjacent areas to JBSA- Randolph, JBSA- Seguin Auxiliary Airfield, and Stinson Municipal Airport and the anticipated magnitude of impacts associated with various military mission operations. Figure 1 -1 illustrates the overall JBSA - Randolph JLUS study area. Implementation JLUS It is important to note that once the JLUS process is completed, the final document is not an adopted plan. It is a set of strategies to be reviewed and potentially implemented by local jurisdictions, agencies, and organizations in the JBSA- Randolph JLUS study area to guide future compatibility efforts. To that end, acceptance of the study by stakeholders, i.e., committees, the public, landowners, local agencies, and industries, will be sought to confirm collective community -based support for identified implementation efforts. For instance, local jurisdictions, counties, and regional governments may use the strategies in this JLUS to guide future subdivision regulation, growth policy, and zoning updates as well as to assist in the review of development proposals. JBSA- Randolph may use the JLUS to guide its interaction with local jurisdictions on future projects as well as manage internal planning processes with a compatibility -based approach. It is through this process that the stakeholders can make the strategies in the JLUS a reality. The key to the implementation of the strategies presented in this JLUS is the establishment of the JLUS Coordinating Committee that will oversee the execution of the JLUS. Through this Committee, local jurisdictions, JBSA - Randolph, and other interested parties will be able to continue their initial work together to establish procedures, recommend or refine specific actions for member agencies, and make adjustments to strategies over time to ensure the JLUS continues to resolve key compatibility issues through realistic strategies and implementation. Organization JLUS The following is a brief overview of the organization of the JBSA- Randolph JLUS, including the contents of main JLUS Report and each of the sections of the Background Report. = The JLUS Report is a high - resolution graphic -based portfolio of the key issues and strategies identified in the JBSA- Randolph JLUS. The report provides a user - friendly reference of the JLUS that is accessible and easy -to -use for all stakeholders. The report provides a brief discussion on the purpose and objectives of a JLUS, describes the overall benefit of a JLUS, and provides an overview of the various JLUS partners that assisted in developing the JBSA- Randolph JLUS. This report also outlines the identified compatibility issues accompanied by relevant strategies. The JLUS Background Report is a detailed document that includes information about the communities within the study area, the military, the tools available to both the communities and military, and a compatibility assessment for all identified issues. This report is fairly voluminous and provides supporting and supplementary information to the JLUS report. It is intended to serve as a reference tool or secondary sources to the JLUS Report. Chapter im Introduction. Chapter 1 provides an introduction and overview of the JBSA- Randolph JLUS. This chapter describes the strategic and local importance of ]BSA-Randolph, the working relationships among the entities, the background and intent of the JLUS, the study area, the objectives used to guide development of the JLUS, the stakeholders involved in developing the JLUS, public outreach methods, implementation premise, and the organization of the document. Chapter 20 Community Profile. This chapter provides information about the communities that are within the JLUS study area and gives an overview of their history and current statistics, including population, housing characteristics, economic outlook, and past, present, and future trends of growth and development. This chapter also includes an overview of the regional transportation system within the JLUS study area. Chapter m Military Profiles The military profile chapter presents information regarding the military training activities and operations that take place within the JLUS study area. A brief history and the economic impact of the installation on the surrounding communities is also presented along with an overview of the current mission and potential future missions, and commands, tenants, and units located on the base. This chapter also illustrates the footprint of each of the military operating areas, i.e., airspace, noise contours, accident potential zones that occur in the study area. The inclusion of these graphical illustrations is intended to foster an understanding of how the military operations overlay the adjacent communities and the resulting impacts experienced by either the community or the military. Chapter ® Existing Compatibility Tools. This chapter provides an overview of relevant plans and programs - tools - that are currently available to the communities and the military installation within the JLUS study area to address compatibility issues. Page 1-6 lune 2015 Page 1-6 ]une 2015 Chapter : Compatibility Assessment. This chapter presents the 24 compatibility factors identified for the JBSA- Randolph JLUS study area and the associated issues identified within each of the applicable factors. An analysis of the issues is provided along with realized or potential conflicts. The analysis is conducted based on a comparison of the information in Chapters 2 and 3 and recommendations to ameliorate and / or resolve the conflicts are provided in the JLUS Report. �MORE s Compatibility, in relationship to military readiness, can be defined as the balance or compromise between community needs and interests and military needs and interests. The factors listed below are the primary elements used to identify issues in tangible and intangible areas shared by communities and military installations alike to carry out their individual activities. • Air Quality • Alternative Energy Development • Anti - Terrorism / Force Protection • Biological Resources • Coordination / Communication • Cultural Resources • Dust / Smoke / Steam • Frequency Spectrum Capacity • Frequency Spectrum Interference / Impedance • Housing Availability • Infrastructure Extensions • Land / Air Space Competition • Land Use • Legislative Initiatives • Light and Glare • Marine Environments • Noise and Vibration • Public Trespassing • Roadway Capacity • Safety • Scarce Natural Resources • Vertical Obstructions • Water Quality and Quantity ]Line 2015 Page 1-8 Introduction This section provides information about the communities surrounding Joint Base San Antonio - Randolph (JBSA- Randolph) and JBSA- Seguin Auxiliary Airfield (JBSA- Seguin) and the relationship between these civilian and military areas within the Joint Land Use Study (JLUS) study area. Capturing and describing certain characteristics of the participating JLUS communities helps provide a baseline context from which informed decisions can be made when assessing compatibility strategies. The goal is to provide information that enables stakeholders to gain an understanding of population and development trends that have the potential to affect the future of JBSA- Randolph. it is intended that this information, taken along with other factors presented herein, help decision - makers develop a coherent, informed sense of place for the communities within the JLUS study area and a comprehension of the communities' future development and economic growth plans and goals before compatibility issues arise. Information presented includes general land use, population growth, economic development, housing, and transportation within the region in order to better understand the relationship between the communities within the study area and ]BSA-Randolph, ]BSA-Seguin, and Stinson Municipal Airport. Further, this section is designed to foster an understanding by the Air Force about the types of activities occurring "outside the fence" when considering future missions and operations. Regional Overview This section provides a brief description of each of the communities within the ]BSA-Randolph JLUS study area. The study area includes the main base proper at JBSA- Randolph, JBSA- Seguin, and Stinson Municipal Airport; the counties of Bexar and Guadalupe; and the cities of Cibolo, Converse, Garden Ridge, Live Oak, San Antonio, Schertz, Seguin, Selma, and Universal City. The JLUS study area includes three distinct and separate locations all within south - central Texas. Main Base ]BSA-Randolph is northeast of the City of San Antonio and is located between Interstates 10 and 35. JBSA- Seguin is also northeast of the City of San Antonio and located about 30 miles east of JBSA- Randolph, just south of Interstate -10 (I -10). Stinson Municipal Airport, which is owned and operated by the City of San Antonio, is located in the southeast sector of San Antonio, just west of I -37. The landscape within the study area is comprised of continuous flat plains and gently rolling hills; these plains areas were long the host to a strong cattle industry and agriculture. Beginning in the late 19th century, rail service was provided to San Antonio, which helped local citizenry transport their cattle and agricultural goods from farm to market, which, in turn, brought additional development both economically and physically. The introduction of the modern interstate system in the 1950's spurred additional population growth and economic development. During the last 30 years, many rural and agricultural areas were transformed into suburban oases with clusters of subdivision homes, retail centers, and industrial parks. This tremendous growth, along with land expansion through annexation, helped the City of San Antonio to increase its municipal boundaries and helped neighboring jurisdictions to grow and increase in size as well. Jane 2015 'age 2-1 The present setting and character of the three areas within the overall study area are varied. The area surrounding JBSA- Randolph includes both developed and undeveloped lands. The northern and western areas adjacent to the installation are primarily developed and include residential, commercial, and industrial uses. The areas to the east and south of JBSA- Randolph are less developed and include agricultural, open / undeveloped, and low- density or rural residential uses. JBSA- Seguin is located east of the urbanized area associated with the City of Seguin and is surrounded by agricultural, open / undeveloped, and low density or rural residential uses. Limited industrial uses - sand and gravel surface mining - also occur adjacent to and west of ]BSA-Seguin. Stinson Municipal Airport is located within the City of San Antonio's municipal boundary and is surrounded by a wide variety of uses. To the north, open / institutional uses predominate in the form of cemeteries and burial parks; to the east, open / recreational and institutional uses including Espada Park, the San Antonio River, and Brooks City Base; to the south, low- density residential and some limited industrial uses and undeveloped areas; and to the west, single family residential uses. Profiles and detailed information about the specific communities within these three areas are included in the following sections. Sources: Randolph Air Force Base General Plan, 2008; Google Maps website, accessed Oct 2013; Stinson Municipal Airport Master Plan Update, 2013 Bexar County Located in south - central Texas, Bexar County is bounded by Kendall and Comal counties to the north, Guadalupe and Wilson counties to the east, Atascosa County to the south, and Medina and Bandera counties to the west. Bexar County was founded in 1836 and named after San Antonio de Bexar, one of the original Mexican municipalities of Texas at the time of its independence. The county originally encompassed a large geographical area which, after statehood, was divided up into roughly 128 counties. Bexar County now occupies 1,247 square miles of land and is home to a 2010 population of 1,714,773, of whom 77 percent lives within the City of San Antonio. The county seat is San Antonio. The county's location at the crossroads of several major interstates greatly contributes to the local manufacturing and transportation industries. Despite this being a large, urbanized area, the majority of land in Bexar County is undeveloped with residential uses and commercial uses as the second and third highest developed land uses, respectively, as determined by total acreage. JBSA- Randolph is located entirely within the county while JBSA- Seguin is located in neighboring Guadalupe County. Sources: Bexar County Historical Commission website, accessed Sept 2013; San Antonio - Bexar County MPO Mobility 2035, 2009 The City of Converse is located adjacent to ]BSA- Randolph's west / southwest border. The city lies along the west side of Loop 1604, which encircles the San Antonio metropolitan area. The city was founded in 1877 as a result of railroad construction through the area, which brought a steady growth in population and increased cotton production to the area. The city grew in the post -World War II years to the north and south of the original town site and was incorporated in 1961. The predominant land use within the city is single family residential, which allows the city to serve as a bedroom community within the San Antonio metropolitan area with a 2010 population of 18,198. Other land uses included commercial and retail business activities. Sources: City of Converse, 2011; City of Converse zoning map, 2010; US Census Bureau, 2010 City of Garden Ridge The City of Garden Ridge is located 4 miles north of JBSA- Randolph across I -35 in southern Coma] County. The city began as a subdivision built on a series of ridges on the north side of San Antonio and was incorporated in 1972. It is a bedroom community of San Antonio, with a 2010 population of 3,259. A limestone quarry operation, owned and operated by Hanson Aggregates, has been operating since 1937 and predates the city's incorporation. The quarry is located on the eastern half of the city's municipal area and remains a significant operation in the area with an estimated 15 -20 years of materials in reserve. Garden Ridge's Quarry Commission works with local leaders, residents, and quarry operators to mitigate impacts between the quarry and local community. Source: City of Garden Ridge website, accessed Sept 2013; Garden Ridge Community Circular, June 2011 City of Live Oak The City of Live Oak is located at the intersection of I -35 and Loop 1604, approximately one mile northwest of ]BSA-Randolph. The city was incorporated in 1960 and quickly grew from rolling farm countryside into a community of 13,131 people in 2010. The city is zoned to be primarily residential, but also allows retail, commercial, and industrial uses. The city has utilized its location at the crossroads of major thoroughfares to develop four major shopping centers as well as the Northeast Methodist Hospital, the Northeast Lakeview Page 2_2 June 2015 , College, Alamo College District's Alamo University Center, and the corporate headquarters for the Randolph- Brooks Federal Credit Union. Sources: City of Live Oak website, accessed Sept 2013; City of Live Oak zoning map and schedule of uses, 2008; Northeast Partnership for Economic Development, 2010 City of San Antonio The area that encompasses the present -day City of San Antonio was explored by Spanish expeditions in 1691 and 1709, who named the San Antonio River and San Pedro Creek. The town grew from the settlement of San Antonio de Bexar Presidio, which was founded in 1718. The city was the site of several military battles during the Texas Revolution, including the Siege of Bexar in 1835 and the Battle of the Alamo in 1836. The city received a charter from the Texas government in 1837 and was to serve as the seat for Bexar County. After Texas joined the United States in 1845, the city became an important distribution point for materials supplying the westward expansion. After the Civil War, San Antonio prospered as a cattle, distribution, mercantile, and military center, serving the border region and greater Southwest. The city did not expand beyond its original Spanish charter lands until 1940. For a time, these large borders allowed for the development of numerous neighborhoods; although, the years following World War II brought rapid expansion beyond these borders as suburban expansion accelerated. This growth led to the gradual northward shift of the city center. Several major transportation roadways transect the city, including I -10 and I -35. The city's total land area is nearly 470 square miles, which represents 69 percent of the land area in Bexar County. The San Antonio metropolis is mostly urbanized and includes a host of land uses with residential and commercial being the two chief land uses. The areas outside of the current city limits, but within the city's extraterritorial jurisdiction are largely undeveloped and experiencing tremendous growth pressure. The city is among the fastest growing major cities in the United States and had a 2010 population of 1,327,407. The area boasts a diverse economy with manufacturing, education, medical research, insurance and financial services, military installations, and tourism forming important facets in the local communities. Sources: History of the Riverwalk (www. thesanantonioriverwalk. corn), accessed Sept 2013; Texas State Historical Association website, accessed Sept 2013; San Antonio - Bexar County MPO Mobility 2035, 2009 City of Schertz The City of Schertz surrounds the southern, eastern, and north / northeastern boundaries of ]BSA - Randolph and stretches nearly 15 miles from its southwest corner, at the intersection of I -10 and Loop 1604, to its northeast corner, on I -35. The city was originally founded around a train depot when the Galveston, Harrisburg, and San Antonio Railroad built in the area. The area was largely agricultural for many years, growing crops such as cotton, corn, and wheat. The Randolph Air Force Base opened in 1931 on donated land in Schertz and has had a lasting effect on the city ever since in terms of population and economic development. The construction of I -35 and outward growth from San Antonio led to the city's incorporation in 1958 with a population of 2,281. Today, the City of Schertz is the third largest in the San Antonio metropolitan area with a 2010 population of 31,465 - one of the fastest growing cities in the region. The city continues to expand its municipal borders to the north, extending past and including areas along the I -35 corridor, and to the south, bounded by I -10 and Loop 1604. Within its boundaries, the city's primary land use is residential, but includes areas of light and heavy industrial uses and pockets of semi - public, public, and commercial uses. Sources: City of Schertz website, accessed Sept 2013; City of Schertz Comprehensive Land Plan, undated; US Census Bureau, 2010 City of Selma The City of Selma is located one mile north of ]BSA- Randolph on five square miles of land that rests on the border of Bexar, Guadalupe, and Comal counties. The city began as an agricultural town settled by German immigrants in the mid- 1800s. In 1856, a post office was built to complement the route of the Harrison and McCulloch Stagecoach service through Selma, which had been staging through Selma for several years and brought about additional trade. The city was incorporated in 1964 and has experienced substantial growth in recent years as development from San Antonio has spread along the I -35 corridor - Selma's northern border abuts the San Antonio city limits. The population in 2010 was 5,540 - a 603 percent increase from the 2000 population of 788. Residential - primarily single family housing - is the second largest land use within the city; the largest single land use is industrial discounting acreage that is utilized for roadway and drainage infrastructure. The Verizon Wireless Amphitheater and Retama Park, a horse - racing track, are two of largest industrial land users. The city expects to continue to grow and serve as a bedroom community to the expanding San Antonio area. Sources: City of Selma website, accessed Sept 2013; City of Selma 2005 -2020 Comprehensive Development Plan, 2007; US Census Bureau, 2000 -2010 City of Universal City The City of Universal City is located adjacent to and north of 7BSA- Randolph. The city covers about 5.6 square miles southeast of the I -35 and Loop 1604 intersection. The city was incorporated in 1960 and is a suburb of San Antonio and neighboring community to June 2015 Page 2 -3 JBSA- Randolph, dubbed "the gateway to Randolph AFB ". The city's population in 2010 was 18,530, which represents a growth of 25 percent over the population in 2000. The primary land use within Universal City is residential but, closely followed by commercial / retail land uses. Open space associated with Cibolo Creek and other open areas combine to represent the third largest land use. A large component of the commercial / retail land uses are aligned along State Highway (SH) 218, Pat Booker Road, which transects Universal City and is a direct connection to the JBSA- Randolph Main Gate. This retail corridor provides many of the services needed by the installation and is a major thoroughfare to the base. Sources: Texas State Historical Association website, accessed Sept 2013, City of Universal City website, accessed Sept 2013; Universal City zoning map, undated; US Census Bureau, 2010 Guadalupe County Guadalupe County borders Bexar County to the northeast and is located east of San Antonio and JBSA- Randolph. It covers approximately 713 square miles of rolling hills in south - central Texas. The county was founded in 1846 shortly after the Texas Revolution, but had long been previously inhabited by the Comanche, Tonkawas, and Apache tribes. Following the county's founding, land was given to veterans and a company of Texas Rangers who both helped establish what would later become the City of Seguin and county seat of Guadalupe County. The area remained rural in character and agriculture was the primary economic activity through the 1800's. This trend continued through the 20th century and, in the 1980's, as much as 80 percent of the county's land was still in agriculture. Areas that experienced a transition from agricultural to suburban did so during the post -war growth following World War II. The western edge of Guadalupe County experienced growth as a result of expansion in Bexar County and San Antonio and the City of Seguin also saw modest residential development. Currently, the area within Guadalupe County continues to experience growth and, in recent years, a diversified economy and population boom. Manufacturing supported over 6,000 jobs in Guadalupe County in 2009, generating $1.62 billion. Caterpillar built a $170 million manufacturing plant in the City of Seguin, which supports 1,400 jobs in the area. The county's population has experienced a dramatic increase in recent years and had a 2010 population of 131,533. This population is largely clustered in or around Schertz, Cibolo, Seguin, and, to a small extent, the peripheries of New Braunfels and San Marcos. The balance of Guadalupe County remains unchanged from earlier times and is primarily rural and agricultural. Sources: Seguin Gazette, 8 August 2012; Texas State Historical Association website, accessed Sept 2013; Guadalupe County Major Thoroughfare Plan, 2012; US Census Bureau, 2010 City Of Cibolo The City of Cibolo is located in the southwest corner of Guadalupe County about one mile northeast of JBSA- Randolph and was incorporated in 1965. The area was originally inhabited by members of the Comanche tribe until settlement by German immigrants in the mid- 1800s. The Southern Pacific Railroad was built through Cibolo in 1876, connecting the area to Houston and San Antonio, and provided a way for farmers to transport their goods into a larger marketplace. Cotton, corn, wheat, and oats formed the backbone of this agricultural economy, which was the dominant industry for many years. With the creation of JBSA- Randolph and the post -World War II boom, the once thriving agricultural industry gave way to rapid development. The population almost doubled from 1,757 in 1990 to 3,035 in 2000 and the estimated 2013 population is now 25,000. This growth represents a 723 percent increase from the 2000 population. The area continues to develop beyond the original settlement eastward into annexed areas within the ETJ. North of Farm to Market (FM) Road 78, Cibolo is primarily zoned for single family residential uses and some multi - family and planned unit development uses. Closer to FM 78, several areas are designated for retail and commercial uses. South of FM 78 and extending to 1 -10, there is some carryover of these retail and commercial uses; although, the majority of the area is zoned for single - family residential and agricultural uses. Sources: City of Cibolo Community Profile, undated; City of Cibolo website, accessed Oct 2013; City of Cibolo zoning map, 2013; US Census Bureau, 2000 -2010 City of Seguin The City of Seguin was founded in 1838 by Joseph Martin and members of the Gonzales Rangers and later incorporated in 1853. The city is approximately 22 miles east of JBSA- Randolph and almost 37 miles east of San Antonio; I -10 runs through the incorporated area of Seguin, but essentially forms the northern boundary for Seguin's downtown area. The city developed as an agricultural and ranching town with cotton, corn, and peanuts comprising the farmed products and cattle and hogs comprising the ranching products. Oil was discovered east of Seguin in the early part of the 20th Century and provided a major boost to the local economy. More recently, manufacturing and commercial industries have helped to broaden the economic base for the city. Caterpillar, an engine manufacturer, built a $170 million, million- square -foot engine manufacturing plant in early 2013, which supports 1,400 jobs in the area. It is anticipated that the recent completion of SH 130, between Seguin and Austin, will help spur additional economic growth in Seguin. Seguin experienced moderate, steady growth in the years following World War II and had a 2010 population of 25,175. This represented an increase of 14 percent. Page 2 -4 Tune 2015 , The city continues to expand outward, especially into areas that adjoin or are near New Braunfels and within easy highway access for commuting to San Antonio and Austin. Seguin's Comprehensive Plan noted that "residential development toward the east and southeast" is limited by JBSA- Seguin. The airfield is located east of the Seguin incorporated limits, but within the city's extraterritorial jurisdiction. It was constructed to support the training missions at ]BSA-Randolph during World War II. The majority of the area within the city limits is zoned for single - family residential and agricultural ranch uses; although, some land is zoned pre - development, which also allows single - family residences. Most of the commercial zoning, which appears to be the third largest zoned area - behind residential and agricultural ranch, is aligned along major thoroughfares, e.g., I -10, U.S. Route 90, U.S. Route 90 Alternate, SH 46, and SH 123. Sources: City of Seguin website, accessed Oct 2013; Seguin Gazette, 8 Aug 2012; San Francisco Chronicle, 19 Dec 2012; Seguin Comprehensive Master Plan, 2008; Texas State Historical Association website, accessed Oct 2013; City of Seguin zoning map, 2012; US Census Bureau, 2010Study Area Growth Trends The following section provides a profile of the study area's trends concerning population change, economic development, housing stock, and transportation infrastructure. This useful information establishes a regional context for growth and development and allows for a clearer understanding of possible impacts and growth potential for the JLUS study area and the greater potential achieved through compatibility analysis -based planning. The population data used below is based on information obtained from the Texas State Data Center and the US Census Bureau. Population projections show overall population trends in specific areas. This trend information assists policymakers in their efforts to make informed decisions about future planning and infrastructure development activities. Table 2 -1 shows the population in 2000 and 2010 and notes the percent increase between the two years. Recent population growth has brought significant development to the study area. Every jurisdiction, with the exception of the Cities of San Antonio and Seguin, experienced growth rates higher than those of the State of Texas and Bexar County, with the City of Selma growing by over 600 percent in the last decade. Additionally, the cities of Cibolo, Garden Ridge, Schertz, and Converse all experienced substantial growth as well due to the outward expansion from the central core of San Antonio and general expansion within these cities. Bexar County 1,392,931 1,714,773 23% City of Converse 11,508 18,198 i 58% City of Garden Ridge 1,882 3,259 73% City of Live Oak 9,156 13,131 43% City of San Antonio 1,144,646 1,327,407 16% City of Schertz 18,694 31,465 68% City of Selma 788 5,540 603% City of Universal City 14;849 18,530 25% Guadalupe County 89,023 131,533 48% City of Ciibolo 3,035 15,349 406% City of Seguin 22,011 25,175 14% Source: Texas State Data Center website, accessed Sep 2013; US Census Bureau, 2000 -2010 tune 2015 Page 2 -5 The Texas State Data Center (TSDC) prepared three projection scenarios for forty year population growth estimates for the State of Texas and all counties within its jurisdiction. The estimates included Bexar and Guadalupe counties, which are included in the study area. The TSDC included a background of the methodology used to prepare the three projection scenarios and provided recommendations regarding the use of each scenario's data set. The three data sets focused on a "Zero Migration Scenario ", a "One -Half 2000 -2010 Migration (0.5) Scenario ", or a "2000 -2010 Migration (1.0) Scenario ". Matrix employed the recommendation for use of the "One -Half 2000 -2010 Migration (0.5) Scenario" by the TSDC in so far as the TSDC noted that the "0.5 scenario continues to be the most appropriate scenario for most counties for use in long -term planning." These 0.5 migration projections are given in Table 2 -2. These projections demonstrate a continued rate of growth in the State of Texas, Bexar County, and Guadalupe County. Although this information is not specific to the JI_LIS study area, it is helpful as it substantiates other growth projections and helpful in understanding regional growth trends. To better understand growth that is occurring within the smaller, more localized areas surrounding ]BSA-Randolph, JBSA- Seguin, and Stinson Municipal Airport, data from the San Antonio -Bexar County Metropolitan Planning Organization (MPO) was reviewed. The MPO produced maps that are based on traffic analysis zones (TAZ); these TAZ are a composite of both land use and demographic data. The MPO utilized 2008 as the base year and generated data out to year 2035. The resulting mapping products, available from the MPO, include 2008 population by county TAZ, 2035 population by county TAZ, and population change by county TAZ, which subtracted the 2008 data from the 2035 data to produce the change. These maps are shown as Figures 2 -1, 2 -2, and 2 -3, respectively. The shading in the map at Figure 2 -3: Population Change by County TAZ demonstrates that moderate growth around JBSA- Randolph may occur in all areas adjacent to the airfield with the exception of three TAZ where it appears that population growth will not occur. These three TAZ are shown as the lightest shade of red and are located northwest, southwest, and southeast of JBSA- Randolph. With regard to JBSA- Seguin in Seguin, all areas surrounding the airfield appear to experience population growth and the entire area within Guadalupe County shows the same moderate population growth. Demonstrable population increases appear to occur north of the airfield; this growth is shown as dark purple. The area around Stinson Municipal Airport also shows moderate population increases with larger increases occurring in two areas near the airport: a large area southwest of the airport and an area directly east of the airfield. Bexar County 1,714,773 1,974,041 2,231,550 2,468,254 2,695,668 Source: Texas State Data Center, Projections of the Population of Texas and Counties in Texas by Age, Sex and Race /Ethnicity for 2010 -2050, Nov 2012 Page -6 Tune 20,15 Comal Wilson June 20.15 Page 2-7 Figure 2-2. 2035 Population by County TAZ Coma$ Iry Page 2-8 June 2015 Coma] ff r t tsi itz On Guadalupe lop enda11 '. 14 0.. Wilson A . 1, "1" 4 ", Jane 20.15 Page 2-9 Economic Development indicate future types of residential and commercial The San Antonio metropolitan area is host to a diverse development to follow. Table 2 -4 shows the median local economy and is a regional center for retail, house values and price change from 2000 to 2010. business, and manufacturing. Several significant Table 2 -4. Median House Value 2000 -2011 economic drivers exist throughout the JLUS Study Area, including the Caterpillar engine assembly plant in Seguin; the Hanson Quarry in Garden Ridge; and the San Antonio Military Medical Center in San Antonio. Figure 2 -4 delineates the major industries by number of employees in the San Antonio Metropolitan Statistical Area (MSA) between 2007 and 2011. The diverse economy within the San Antonio metropolitan area is comprised of several industries including healthcare, retail, accommodation, administration, finance and insurance, construction, and manufacturing. These industries reflect the major economic development sectors found throughout the region. The wide diversity in industries throughout the San Antonio MSA supports a broad range of median income levels throughout the area. The median income values between 2000 and 2011 are given in Table 2 -3. Sources: Northeast Partnership for Economic Development, 2013; US Census County Business Patterns, 2002 -2011 City of $47,947 $57,088 19% Converse City of Live Oak $ 48,184 $53,479 ° it /o City of San $37,937 $43,961 16% Antonio $214,800 $386,900 80% City of Schertz $37,188 $71,842 93% City of Selma $51,927 $74,483 43% City of Universal City $50,501 $55,113 09% City of Cibolo $53,780 $89,785 67% City of Seguin $30,197 $40,616 35% Source: American Community Survey, 2007 -2011; U.S. Census 2000 Housing Value and Trends Housing trends are an important indicator of economic vitality because they show population changes relative to new residential construction within an area and can City of Converse $78,800 $117,900 50% City of Garden Ridge $214,800 $386,900 80% City of Live Oak $72,600 $113,800 57% City of San $556 $775 39% Antonio $73,000 $111,900 53% City of Schertz $126,700 $161,000 27% City of Selma $140,000 $163,300 17% City of Universal $625 $858 37% City $93,200 $134,000 44% City of Cibolo $127,400 $191,000 50% City of Seguin $83;500 $90,700 9% Source: American Community Survey, 2007 -2011; U.S. Census 2000 The housing values show strong growth in the last decade throughout the study area. The range of housing costs reflects various options available to military personnel relocating to JBSA- Randolph. Affordability for military personnel temporarily assigned to ]BSA- Randolph can also be explored in terms of median rental rates, given in Table 2 -5 below. Table 2 -5. Median Monthly Rental Rates 2000 -2011 City of Converse $722 $991 37% City of Garden Ridge $1;094 $2000 83% City of Live Oak $631 $775 23% City of San Antonia $556 $775 39% City of Schertz $563 $862 53% City of Selma $433 $1235' 1850/ City of Universal City $625 $858 37% Guadalupe County $508 $799' 57% City of Cibolo $567 $1293 28% City of Seguin $443 $723' 63% Source: American Community Survey, 2007 - 2011; U.S. Census 2000 Page 2-10 tune 2015 , Figure 2-4. Major Employment Sectors in the San Antonio MSA 2007-2011 120,000 100,000 80,000 60,000 40,000 20,000 0 V w Ln c w as as w c as w Ln Ln Ln as c U1 -F U1 0 2 0 0 U c w 0) 0 S G, .2 G, c CL Ln U > E > :� E Ln Ln Ln Ln Ln css as UC, -0 CO Ln L -E Ln coo 0 -2 = �6 - — , , 0 0 0 U CO 0 -cc LC' mE -FO -0 0 E cO 7J CO CO -C CO CO -0 Ln Ln U 0 w :3 Ln css Sn _0 E _0 , c as E c = - 7n .2 LO Ln E c�a T3 U E as CL E E 0 U Ln x OU Ln < < Ln 7 E Ln LO 0 CL ,a! U 0 V� 0 as 0 E LI- Jane 2015 Page 2-11 The median monthly rental rates compared to the JBSA- Randolph basic allowance for housing (BAH) rates show that BAN generally provide military personnel with adequate affordable housing options based on local median rental rates. The BAH is a stipend provided to military personnel who choose to live off base or cannot be accommodated in on -base housing. It is designed to augment the costs of living associated with private sector arrangements, including home or apartment rent, utilities, and renter's insurance. Table 2 -6 gives the 2013 BAH rates for military personnel. Table 2 -6. JBSA- Randolph BAH for Military Personnel 2013 E -2 $972 $1,296 E -4 $972 $1,296 E -6 $1,209 $1,428 E -8 $1,407 $1,527 W -1 $1,260 $1,431 W -3 $1,416 $1,560 W -5 $1,485 $1,728 0-2E $1,410 $1,551 0-1 $1,197 $1,401 0-3 $1,419 $1,557 0-5 $1,509 $1,911 0-7 $1,590 $1,950 Source: RandolphHousing.com, 2013 In addition to housing prices, the number of building permits received by local jurisdictions is a strong indicator of local growth. The following graphs, depicted as Figures 2 -5 and 2 -6, indicate the number of building permits in each of the local jurisdictions in the study area between the years 2000 through 2012. Two notable trends are evident in the numbers shown. First, these numbers strongly correlate to state and national housing trends which experienced substantial growth in the early 2000's followed by significant downturn in 2007 due to the recession, which is only recently beginning to recover throughout the country. These trends are evident in the region as permitting levels of both single - family and multi - family units plummeted after 2007 when developers finished their preapproved work and constricted financing to homebuyers and developers further limited development opportunities. Second, while there has been a severe lack of new development, a slowing of development also occurred prior to most other national trends in 2007 -2008. A specific potential challenge for these jurisdictions and their relationship with JBSA- Randolph is the potential shortage of multi - family housing that can support greater numbers of young military personnel without dependents. Recent trends have shown a strong development pattern toward single - family housing, which may not meet the needs of this significant demographic. This is particularly true in the cities of Converse, Garden Ridge, Schertz, Selma, Cibolo, and Seguin, which have not had consistent growth in multi - family housing over this time period. Page 2 -72 dune 2015 Figure 2-5. Single-Family Housing uil ing Permits 2000 -2012 12000 -- --- ------ --- - - - --- 10000 8000 6000 4000 0 2000 2001 . 2002 2003 2004 2005 2006 2007 2008 . 2009 2010 2011 2012. Sexar County City Converse � �������� City of Garden Ridge City Live Oak City of San Antonio ..City of Schertz City of Selma —Universal City Guadalupe County —^—City of Cibolo - City of Seguin Figure 2-6. Multi-Family Housing Building Permits 2000 -2012 $000 70 ®o 6000 5000 4 000 2000 2000 1000 0 2000 2001 2002. 2.003 2004 . 2005 2006 2007 2003 2009 2.010 2011 2012. Bexar County City Converse —City . City of Garden Midge city Live Dak City of San Antonio... —City of S.chertz ..• .•.•.•.•City of Selma mm,--- ._ml.3niversal City G� adaiirpe County --City of 0holo City of Seguin Jane 2015 Page 2-13 Current vl A few of the communities within the overall ]BSA- Randolph JLUS Study Area are located directly adjacent to JBSA- Randolph. These communities include the cities of Converse, Schertz, and Universal City. Development pressures extending from these adjacent jurisdictions can influence activities and operations associated with JBSA- Randolph as well as activities and operations associated with the communities outside or adjacent to those jurisdictions. The cities of Cibolo, Garden Ridge, Live Oak, San Antonio, and Selma, comprise the other communities included in the Study Area, which are around or adjacent to Converse, Schertz and Universal City and can, likewise, absorb development pressures from and have development pressures on the installations' adjacent communities. Otherwise, the City of Seguin is located proximate to ]BSA-Seguin and the City of San Antonio is located proximate to the Stinson Municipal Airport. Communities Adjacent to JBSA- Randolph City of Converse The City of Converse is pursuing development along its eastern / southeastern boundary in conjunction with the alignment of Loop 1604 within incorporated land and proposed future extraterritorial jurisdiction (ETJ). This corridor development is outlined in the 1604 Commercial Corridor Study and is focused on commercial development along Loop 1604. The commercial development includes six zones and all include frontage along Loop 1604 unless otherwise indicated: Zone 1: Commercial Sector - located on the west side of Loop 1604 as shown in Figure 2 -7. Though indicated as Automotive Sector in the Corridor Study, this Sector has been changed to a commercially designated sector. Zone 2: Retail Sector 1 and Office - located on the west side of Loop 1604 as shown in Figure 2 -8. Zone 3: Retail Sector 2 / Industrial Sector - located on the east side of Loop 1604 and bounded on the east by the JBSA- Randolph perimeter; also, the industrial sector is located behind / east of the retail fronting Loop 1604 as shown in Figure 2 -9. Zone 4: Hospitality Sector - located on the east side of Loop 1604; also, single - family residential development is proposed behind / east of the hospitality elements and bounded on the east by the JBSA- Randolph perimeter as shown in Figure 2 -10. Zone 5: Health Care / Retail Sector 3 / Medical Office Buildings - located on the west side of Loop 1604 as shown in Figure 2 -11. Zone 6: Retail Sector 4 / Entertainment - located on the east side of Loop 1604; also, single - family residential development is proposed behind / east of the retail and entertainment elements and bounded on the east by the JBSA- Randolph perimeter as shown in Figure 2 -12. Zone 7: Recreational / Proposed Future Exterritoria) Jurisdiction (ETJ) - this area is proposed for south of Graytown and Converse and extends to the Loop 1604 and I -10 interchange. Recreational needs, golf course, soccer fields, and hike and bike trails are proposed for this area as shown in Figure 2 -13. Source: 1604 Commercial Corridor Study, Aug 2013 City of Schertz As noted within the City of Schertz's Comprehensive Land Plan, the city witnessed a large amount of residential and industrial growth from 2000 to 2010 and expects continued growth in both sectors. The plan noted that the residential growth is occurring more so in northern areas of Schertz when compared to the southern areas, since the southern areas face development challenges, and that industrial growth is only occurring in the northern areas. Future constraints to continued residential and industrial growth include available land, flood plain areas, and the recommended development guidelines to develop property located within the ]BSA-Randolph Air Installation Compatible Use Zone. Despite these constraints, Schertz noted that the area south of JBSA- Randolph, "the southern section of Schertz below Cibolo Creek ", presents the "best scenario for future growth" with future placement of wastewater improvements from the Cibolo Creek Municipal Authority and San Antonio River Authority, who are the area's service providers. Schertz has some concerns about sprawl and looks to the implementation of Smart Growth techniques, i.e., traditional neighborhood development, transit oriented development, conservation subdivision techniques / cluster zoning, and planned unit, to grow efficiently. Source: City of Schertz Comprehensive Land Plan, undated Page 2 -14 dune 2015 jc �_-2 Figt 2 -7: Zone 7 - Automotive Sactor June 2015 Page 2-15 i i IL f a Figure 2 -8: Z.- 2 - Rot.i! t /Ofae Sedt , Page 2-16 ZONE I Retail 2 & Industrial Sector 05,777 71 imn �"±h Figure 2 -8: Zone 3 - Retail 2 / lndustnal Ssctsr June 2015 Fade= 2-17 ZONE 41-P Hospitality Sect" Figure 2 -10: Zone 4 - Hospitality Sector Page 2 -f8 as ZONE 4 O Retail Care/M.O.B. J Park ■ lei Figure 2 -11: Zone 5 - Retail Sec tor 3 / Health Care / Medical Office Buildings June 20.15 Page 2-,19 Him- YS �i I d ",, €'!� � l �� ✓ �t tai '`!f l J d ! 1 W n'. Him- YS �i I d ",, €'!� � l �� ✓ �t tai '`!f l J d ! 1 Figure 2 -12 Zone 6 - Retail /Entertainment Sector Page 2 -20 E.T.J. Recreationa//Proposed Future Figure 2 -13. Zane 7 - Recreational/ Proposed Future ETJ June 2015 Page 2 -21 City of Universal City The main retail corridor through the City of Universal City is SH 218, Pat Booker Road, which provides the greatest development opportunity within the city. In the Universal City Comprehensive Plan (2008), the city identified redevelopment and infill as the major means to obtain to housing growth. The city zoned the areas along Pat Booker Road for retail and commercial services and has increased the density of its neighborhoods to medium- density zoning in many of the areas along the highway. Furthermore, the city's zoning ordinance includes three overlay districts: redevelopment, aviation district, and campus, in addition to the Randolph compatible use zone overlay, which will provide more flexible requirements to assist in developing these areas. Sources: Universal City Comprehensive Plan 2008 -2013; Universal City Zoning Ordinance City of Cibolo The City of Cibolo includes a large amount of ETJ area south of the incorporated city area. This ETJ extends south past I -10, abutting the City of San Antonio's ETJ, and east along I -10, abutting the City of Seguin's ETJ. The recent rapid population growth is likely to spur development and increase the rate of annexation of the city's ETJ into the incorporated area. The ETJ area along I -10 is expected to provide an important development thoroughfare and contribute to the overall growth within the area. The city has currently zoned much of the annexed area between SH 539 and I -10 as rural residential, while the areas closer to I -10, along Bolton Road and Main Street Extension, are zoned for commercial, commercial / industrial, single - family residential and mixed use land uses. These areas of concentration support the city's goals of supporting the development of business and industrial parks as well as expanding retail development to diversify the city's economy. Sources: City of Cibolo - Update to the Master Plan, 2005; City of Cibolo Economic Development website homepage, accessed Oct 2013; City of Cibolo Future Land Use and Thoroughfare Map, 2013; City of Cibolo Overall Annex Map, July 9, 2013; Seguin City Limits / ETJ map, undated; City of Garden Ridge The City of Garden Ridge is developmentally landlocked; it is bounded to the north and west by the City of San Antonio's ETJ, to the east by New Braunfels' and Schertz's ETJ, and to the south by Schertz's incorporated area. Current development is limited by the location of the active quarry, which in the middle of the city. The city expects that the quarry will complete operations in approximately 25 years. At that time, Garden Ridge expects to convert the property to 1,490 residential lots. Until such time the quarry operations cease, land cannot be developed. The zoning within the city is currently split into an even mix of single - family residential / residence - agriculture and industrial land uses. Sources: City of Garden Ridge, Ordinance 13- 102008 (zoning), Dec 3, 2008; City of Garden Ridge, Existing Zoning map, undated; City of Garden Ridge, 2009 Water Master Plan & Impact Fee Analysis City of Live Oak The City of Live Oak is developmentally landlocked; it is bounded to the north and west by the City of San Antonio's incorporated area, to the south by the San Antonio ETJ and the City of Converse, and to the east by the cities of Universal City and Selma. This physical constraint has helped the city of focus on three future factors in relation to recommended land uses, as extracted from the Future Land Use Plan: Recognizing existing land uses by ensuring compatibility. Maximizing non - residential land uses. Creating an overall balanced land use pattern. Realizing these factors, the city supports goals for infill development and increased density development. The city seeks to incorporate varied density mixed uses with retail elements in neighborhood -type residential developments. This mixed use redevelopment is one of the city's future land use recommendations; others include encouraging unique mixed -use non - residential development and protecting prime retail property for the highest use development. The city also seeks to capitalize on its location at the intersection of I -35 and Loop 1604 by furthering development of the business district in the area through redevelopment and infill. Sources: City of Live Oak Comprehensive Plan 2022, undated; City of Live Oak, Texas, Zoning Map, Jul 2008 City of San Antonio To further the city's long -term viability and growth, the City of San Antonio has identified supporting military installations as one of their Comprehensive Master Plan major goals and supporting military missions and operations as one of their Annexation Policy statements. The City's ETJ and incorporated areas are located north, west, and south of JBSA- Randolph, but both are physically separated from JBSA- Randolph by the cities of Selma, Live Oak, Converse, and Schertz. The city's incorporated areas have been largely zoned for single - family residential uses with adjoining / nearby park and open space uses. Given the significant single - family residential development occurring in the cities between San Antonio and JBSA- Randolph, similar growth is likely to be seen in the area controlled by the City of San Antonio, Sources: City of San Antonio Comprehensive Master Plan, 2011; City of San Antonio Future Land Use Plan, 2008 Page 2 -22 June 2015 , City of Selma The City of Selma is developmentally landlocked; it is bounded to the north by the City of San Antonio's ETJ, to the east by the City of Schertz, to the south by the City of Universal City, and to the west by the City of Live Oak, In 2005, perhaps one - quarter to one -third of Selma was undeveloped, vacant land. Since then, several single - family residential developments have been constructed as well as multi - family residential; office; hotel, i.e., a Holiday Inn Express; and both large, i.e., a Costco, and small retail development. With a nod to future development, the city has set forth several goals within their comprehensive plan. As extracted from the plan, some of the goals are: Implementing the proposed thoroughfare recommendations. Encouraging commercial development in the I -35 and FM 1518 area. Encouraging redevelopment of the area on the east side of I -35 between Cibolo Creek and the city park as a specialty commercial shopping destination. Encouraging commercial redevelopment of the area on the west side of I -35 between Retama Parkway and Old Austin Road. Developing the area within the 100 -year floodplain for public use. Developing pocket parks for public use. Source: City of Selma, 2005 -2020 Comprehensive Development Plan Vol I, Jun 2007 Communities Adjacent to JBSA- Seguin City of Seguin The City of Seguin is located at the center of Guadalupe County, which remains a largely rural, agricultural area. Development pressures from nearby Bexar County and the City of San Antonio have brought a steady increase in population to the city. The Seguin Comprehensive Master Plan seeks to address the continued growth that is expected in the area by using 17 planning districts to coordinate planning and development goals throughout the city. JBSA- Seguin is located adjacent to and east of District 15: The Randolph District. The area assessment of The Randolph District noted that the airfield creates an eastern barrier to residential growth - a barrier in terms of compatibility, i.e. "noise generated [as a result of the airfield] ... would be a great deterrent to future residential development ", as well as a physical barrier. The future land use plan places a riverside area, associated with the Geronimo Creek, west of and adjacent to ]BSA-Seguin and an employment community area north, east, and south of JBSA- Seguin. The plan notes that the riverside area is intended to protect the waterways and the associated floodplain areas from land development stresses and essentially recommends keeping the areas free of development. The employment community area focuses on the development of industrial uses, but also recommends some higher density residential uses. As extracted from the plan, the information below details the "appropriate uses for Employment Communities from the current zoning designations in Seguin "; "As of Right" means that the stated use qualification is an acceptable use within the prescribed zoning ordinance. MM Manufactured Home Park Subject to Review Townhouse As of Right Industrialized Housing Subject to Review Industrial As of Right Office Professional As of Right Retail As of Right Source: The Seguin Comprehensive Master Plan, Future Land Use Plan, Oct 2008 Source: The Seguin Comprehensive Master Plan, Oct 2008 Communities Adjacent to Stinson Municipal Airport City of San Antonio The City of San Antonio's municipal limits encompass the land around Stinson Municipal Airport. The current San Antonio future land use map identifies land surrounding the airport for uses, including mixed use, low density residential, public institutional, business park, resource protection, parks and open space, and agricultural uses. The Stinson Airport Vicinity Land Use Plan noted future planned development occurring south of I -410. These development activities, as extracted from the plan, include: Texas A &M University - a new campus. Verano at City South - a transit village along the existing Union Pacific rail line. Espada - a planned, mixed use development. .7une 2015 Page 2 -23 Baptist Health System - a new hospital, the Mission Trail Baptist Hospital, and a medical office building located at Brooks City -Base. Brooks City -Base - a new master planned community with a bioscience, biomedical, academic, environmental, research, and technology center. Sources: City of San Antonio Comprehensive Master Plan, 2011; City of San Antonio Future Land Use Plan map, Oct 29, 2008; Stinson Airport Vicinity Land Use Plan, Apr 2009 Transportation As a result of its central location in southern Texas, San Antonio enjoys good access to a variety of transportation methods to move both people and goods into, out of, and within the region. These transportation methods are further described below and shown on Figure 2 -14. Road The study area encompasses a major transportation corridor between San Antonio and Houston to the east along I -10, as well as towards Austin to the northeast along I -35. These two freeways run parallel through the study area between Randolph AFB and Randolph Auxiliary Airfield. The San Antonio metropolis is a major meeting point for these two interstates, in addition to multiple other state highways. The area is serviced by the I -410 and Loop 1604, which encircle the metropolitan area. These interstates and throughways are major transportation routes for freight moving through the area as well as commuter traffic transiting between the expansive metropolitan areas. Railroad The large population center of San Antonio makes the city a destination for goods and people from around the state. The area is currently serviced by Amtrak passenger rail services on the Texas Eagle route. The route includes daily travel between Chicago, Illinois and San Antonio. Between Austin and San Antonio, the Amtrak rail line parallels I -35. In the future, the addition of the Lone Star Rail District, which is leading the San Antonio - Austin passenger rail initiative, may provide additional passenger rail options between the two cities. The Union Pacific Railroad has five major rail lines with over 420 miles of single track and four major rail yards / intermodal terminals in the San Antonio area. BNSF Railroad also operates within the San Antonio area, but utilizes rail owned by Union Pacific for transport within the area. The rail availability contributes significantly to the region's manufacturing base as a means to move large amounts of durable goods and other freight into and out of the region to the remainder of the country. Source: Lone Star Rail District Homepage, 2013; San Antonio Region Freight Study, 2008 Airports In addition to the airfields associated with ]BSA- Randolph, including ]BSA- Seguin, other military, public, and private civilian airports exist within the study area. These military airfields and civilian airports are outlined below with information regarding facility sizes, services, and flight operations. Kittyhawk Airport This private airport is located three miles north of JBSA- Randolph. The 700 foot runway accommodates ultra -light aircraft operations; there are no permanently based aircraft at the facility or regular flight operations. 7113SA- Lackland (Kelly Field Annex) This installation was established in 1942 and has served as a major training center through various American conflicts. The base is now part of the Joint Base San Antonio and is operated by the 502nd Air Base Wing. The installation's single runway is jointly used by the US Air Force and the Port of San Antonio. It measures 11,550 feet long by 300 feet wide and is able to accommodate a diverse array of fighter, bomber, and transport aircraft. New Braunfels Regional Airport The airport is located in the City of New Braunfels about 10 miles northwest of Seguin and JBSA- Seguin. The airport is a public use facility with two runways that supported about 26,000 flight operations in 2011. Most aircraft based at and utilizing the airport are private, single engine aircraft. Old Kingsbury Aerodrome This privately -owned facility is located in Kingsbury, about 40 miles northeast of JBSA- Randolph. The turf runway measures 2,600 feet by 100 feet. The airport is home to the Pioneer Flight Museum and is a popular location for radio controlled aircraft activity. The airport consists of an air traffic tower and several hangers along FM 1104. There are 12 single- engine aircraft based at the airfield. San Antonio International Airport The San Antonio International Airport is located approximately 8 miles west of JBSA- Randolph, along the northern stretch of I -410 between SH 281 and I -35. It is a public airport with two main runways, which are 8,500 feet and 7,500 feet in length, and one general aviation runway, which is 5,500 feet in length. The airport averaged 486 aircraft operations a day in 2012. As of September 2012, 54 percent of these operations were commercial, 31 percent were general aviation, 12 percent were air taxi, and 3 percent were military- based. Page 2 -24 dune 2015 , Aine 201 5 Page 2-25 Zueh/ Airport This is a private facility operated by the Zuehl Airport Flying Community Owners Associated located in the City of San Antonio's ETJ near the city limits of Cibolo and New Berlin in western Guadalupe County. The 3,000 -foot runway does not have a control tower and offers minimal services to small, private aircraft. There are no commercial air services offered at the airport. There were 4,500 flight operations in 2012. The airport's location west of ]BSA- Seguin presents air space compatibility issues. Source: Air Force Technology, 2013; Aircraft Owners and Pilots Association, 2013; Airport IQ 5010, 2013; Pioneer Flight Museum, 2013 Water Resources Groundwater Resources Edwards Aquifer The primary drinking water source in the JLUS study area is the Edwards Aquifer, which covers an eleven county area and includes the counties of Bexar and Guadalupe. The aquifer covers an area of 4,350 square miles and provides a drinking water supply to over 1.7 million residents within the San Antonio metropolitan area and outlying counties. The sustained pressure, though, from the expanding population associated with the San Antonio metropolitan area continues to stress the Edwards Aquifer. The Edwards Underground Water District was created in 1959 to manage pollution issues and aquifer usage. Today, the Edwards Aquifer Authority, a political subdivision of the State of Texas, regulates the use of the Edwards Aquifer for eight of the eleven counties, including Bexar and Guadalupe counties. Water use from within the Edwards Aquifer is regulated by the Edwards Aquifer Authority Groundwater Management Plan, which projects future water supply and demand within the aquifer, and makes recommendations for conservation and water use. The Texas Commission on Environmental Quality (TCEQ), which is the lead environmental agency for the State of Texas, is the regulatory body responsible for groundwater planning, quality assessment, and conservation statewide. The Texas Water Quality Board began issuing regulations for recharge protection through buffers in 1970 and introduced pollution abatement plans in 1974. Beginning in 1984, all regulated development, including residential, commercial, and industrial projects, require water pollution abatement plans. TCEQ now regulates development on "recharge, contributing, and transition zones" to protect recharge levels of the Edwards Aquifer. Development applications are reviewed for their effect on recharge rates through TCEQ's San Antonio and Austin offices. Impacting projects must complete an Edwards Aquifer Protection Plan to mitigate the potential recharge impacts of the project. The San Antonio metropolitan area is part of the South Central Texas Regional Water Planning Group, a regional entity of the Texas Water Development Board. The Texas Water Development Board is responsible for carrying out regional water planning, as directed by the Texas state legislature in 1997. The South Central Texas Regional Water Planning Group is responsible for providing 50 -year water supply plans, which are updated every five years. The current plan, updated in 2011, outlines available water sources for the region. Current projections approximate that nearly 939,680 acre -feet / year will be available to the region in 2030. The Edwards Aquifer Authority, along with several local municipalities, has also produced the Edwards Aquifer Habitat Conservation Plan, as part of the Edwards Aquifer Recovery Implementation Program, in an effort to restore the aquifer's biodiversity and habitat for the protection of federally - listed threatened and endangered species that rely directly upon the Edwards Aquifer. Carrizo - Wilcox Aquifer A secondary significant water source in the region is the Carrizo - Wilcox Aquifer, which extends from Louisiana to the Mexican border. This aquifer also faces significant pressure, as water levels have been reduced in recent years from excessive out - pumping. Over half of the water taken from the Carrizo - Wilcox Aquifer is used for irrigation, while another 40 percent is directed for municipal uses. The recent formation of the Regional Carrizo Water Supply Program has enabled the cities of San Antonio, Schertz, and Seguin to manage the Carrizo - Wilcox water supply at a regional level ensuring cost savings and a reliable supply. Surface Water Resources The San Antonio River While the San Antonio River served as a major source of drinking water in the early days of the city's development, the river is no longer used for drinking water uses. Instead, the river now fosters the San Antonio River Walk in downtown San Antonio, which serves as a major tourist draw and commercial / economic driver. The San Antonio River Authority, which covers four counties and includes Bexar County, was created in 1937 to manage the stewardship of the San Antonio River. Stewardship activities include maintenance of buffer areas and river banks along the river and its tributaries to help manage land use around the river and ensure adequate water quality. Water quality and resource depletion are current major concerns due to the installation of wells, which has sapped the river's headwaters in the heart of San Antonio. Sources: The Carrizo- Wilcox Aquifer in Texas, 2008; San Antonio River Authority Homepage, accessed October 2013; San Antonio Water System Management Plan 2012; Texas Commission on Environmental Quality, Regulatory History of the Edwards Aquifer, 2013; Texas Region L Homepage, accessed October 2013. Page 2 -26 dune 2015 , Introduction This chapter provides an overview of the military operational profile including an overview of the history and current operations at Joint Base San Antonio- Randolph (JBSA -R), JBSA- Seguin Auxiliary Airfield (JBSA -S), and Stinson Municipal Airport within the JBSA -R Joint Land Use Study (JL US) study area. Identifying and describing the various activities performed on the military installation and associated areas of use provides valuable insight into the importance of JBSA -R, JBSA -S, and Stinson Municipal Airport. This information enables stakeholders to make informed decisions about the future development and economic growth of communities proximate to JBSA -R and JBSA -S, which could potentially impact the existence and future role of the installation. Regional Economic Impact According to the San Antonio Military Economic Impact Study (undated) jointly commissioned by the City of San Antonio's Office of Military Affairs and Economic Development Department, the Department of Defense (DoD) had an economic impact of $27.7 billion within the greater San Antonio metropolitan area in 2011. The study also noted that the DOD supported 189,148 employees within the greater San Antonio area and that jobs associated with Joint Base San Antonio (JBSA) accounted for almost half of these employees - 92,000. Joint Base San Antonio is comprised of JBSA -R, JBSA -Sam Houston, JBSA - Lackland, and eight additional facilities located within and just outside San Antonio, Texas. The Joint Base is a significant economic engine for the surrounding region and one of the largest single employers in Texas. According to economic impact data prepared by the 502d Comptroller Squadron for fiscal year (FY) 2012, JBSA circulated almost $14 billion throughout the greater San Antonio metropolitan area, as shown in Table 3 -1: JBSA Economic Impacts. This contribution includes total payroll, contract expenditures, and job creation value. Payroll distributions include military, civilian, retiree, and veteran compensations. Construction, service contracts, commissary and Army Air Force Exchange Service (AAFES), health care benefits, military and civilian travel disbursements, educational aid, Veterans Administration expenditures, and other spending all comprise contract expenditures. Lastly, it is estimated that JBSA has created approximately 55,307 jobs with an annual average salary of $40,760. The job creation mentioned within the table is derived through what is known as the multiplier effect. All wages and contract monies disbursed by JBSA have a larger impact than just the net effect of the wage or contract dollar value. Each wage or contract dollar spent within the local economy creates an additional monetary benefit within the local area. This multiplier effect occurs when wages from direct employment and / or earned wages from contract expenditures are spent on goods or services within the local economy. The sales of these goods and services create additional employment, tax revenues, and additional spending, which all benefit the local communities and the region as a whole. Source: San Antonio Military Economic Impact Study (undated), S. Nivin, PhD; JBSA Total Military Economic Impact Statement Fiscal Year 2012 (undated), 502nd Comptroller Squadron Jane 2015 Page 3 -1 Contract Expenditures $3,480,757,566 Total Economic Disbursement $13,849,141,166 Source: JBSA Total Military Economic Impact Statement Fiscal Year 2012 (undated), 502 "d Comptroller Squadron With respect to JBSA -R, the installation's expenditures represent a portion of the overall JBSA expenditures and contribute significantly to the economy of the local area. The expenditures, as of September 2010 and as shown in Figure 3 -1: JBSA -R Economic Impacts, total almost $1.4 billion and are characterized the same as those for the JBSA. Annual Expenditures Value of logs Created Source: Economic Impact Analysis (AFD- 120412 -062) (undated), 502 ABW The high job creation value of JBSA -R relative to payroll expenditures, compared to that of the entire JBSA, is likely the result of several factors. One possible factor is that 2,539 personnel or 89 percent of total military personnel associated with JBSA -R do not live on JBSA -R; these personnel live within the local communities adjacent to JBSA -R resulting in rental and other expenditures within the local communities. Another factor could be the ratio of military personnel to DoD civilians associated with JBSA -R. At JBSA -R, the population of DoD civilians is almost double that of active duty and reserve / guard military personnel. This is in stark contrast to that of the JBSA where active duty and reserve / guard military personnel outnumber DoD civilians at a rate of almost 2 to 1. This could be a key factor, since civilians likely do not have access to such military amenities as AAFES, the commissary, or other military- specific benefits and obtain goods, groceries, and services within the local economy. Source: Economic Impact Analysis (AFD- 120412 -062) (undated), 502 ABW The United States Army Air Corps Act began the search for a new training area in 1926. At that time, San Antonio was host to a large military contingent and military planners felt that San Antonio and its environs was a logical place for a new training area. Between 1927 and 1928, land for the new training center was inspected, selected, and cleared. By 1931, construction of the airfield and associated facilities was complete and pilot training and education commenced in November of the same year. Since 1931, flight training has been an integral part of JBSA -R. The specific type of training - pilot training, primary training, instructor pilot training, and combat crew training - has varied over the years, but the primary focus of flight training has remained unchanged. JBSA -R is named after Captain William Millican Randolph, a native of Austin, Texas. Captain Randolph was serving on the base naming committee when he died in an airplane crash. Due to the Spanish Colonial Revival architectural style employed throughout the facilities during construction in the 1930s and the large number of original buildings still in use, JBSA -R is known as "the Showplace of the Air Force ". The symbol of the base is Building 100, which includes a large water tower and houses the headquarters for Randolph's major flying unit, the 12th Flying Training Wing. With its distinctive architecture, Building 100 has come to be known throughout the Air Force as "The Taj Mahal," or simply "The Tai". Source: General Plan Randolph AFB, TX (undated) Page 3-2 dune 2015 Photo taken by Thomas O. Pierce and provided courtesy of Bob Chadwell. u r, � Administrative Organization The installation is one of three primary military installations comprising the JBSA; the other two installations are JBSA -Sam Houston, and JBSA - Lackland Prior to the 2005 Base Closure and Realignment activities, the three installations were separate and distinct entities within the Air Force and Army. Both Randolph and Lackland fell under the jurisdiction of the United States Air Force (USAF) and Sam Houston fell under the jurisdiction of the United States Army. Following the implementation of the Base Closure and Realignment Commission recommendations, the three installations were administratively merged and now comprise the JBSA, which is under the direction of the USAF. Location and Area JBSA -R is located in Bexar County, Texas about 15 miles northeast of downtown San Antonio. The installation enjoys easy access to major transportation corridors including Interstate 35 (I -35), I -10, and Loop 1604 and rail operated by Union Pacific. Neighboring, developed communities include the City of Converse to the west, the City of Universal City to the north, and the City of Schertz, which wraps around JBSA -R extending from the installation's northeast corner to the installation's southwest corner. The installation includes 2,894 acres with an urbanized setting and the majority of open areas are comprised of maintained lawns and planted trees and shrubbery. Developed areas include facilities and uses associated with airfield operations; industrial / maintenance; administrative; community commercial, e.g., AAFES, and community service, e.g., chapel; medical; housing; outdoor recreation; and open space / water. Very few areas on JBSA -R are undeveloped. Source: General Plan Randolph AFB, TX (undated) Demographics and Housing Based on information in the Economic Impact Analysis that was current as of September 2010, JBSA -R has a permanent population of 2,867 military personnel; this total includes 286 Air Force Reserve and Air National Guard personnel. Associated with the permanent military personnel are 4,409 dependent family members. The available housing on JBSA -R was privatized in 2007 under the Military Housing Privatization Initiative. The goal of the program is to leverage private sector financing to provide quality housing for military personnel. On JBSA -R, the selected privatization entity, Pinnacle -Hunt Communities, manages a housing stock consisting of 173 single - family units and 144 duplex units. The Randolph General Plan (2008) noted that the overall housing requirement is greater than the existing housing stock and that continued operation of the existing high school on JBSA -R is dependent on a minimum number of housing units. Other, temporary housing available for unaccompanied military personnel and visiting guests includes dormitories and lodging facilities. Source: Economic Impact Analysis (AFD- 120412 -062) (undated), 502 AB W; General Plan Randolph AFB, TX (undated) The primary mission of JBSA -R is to provide basic flight training and specialized fighter pilot training for student pilots and train experienced pilots to become flight instructors. Test and evaluation of aviation- related training systems is also conducted as part of the overall mission. Mission Organizations The host mission organizations at JBSA -R include the 902d Mission Support Group (MSG), the 902d Comptroller Squadron, and other staff agencies associated with the 502d Air Base Wing (ABW). Other major mission organizations at JBSA -R include the 12th Flying Training Wing (FTW) and the 3591h Medical Group. The 902d MSG at JBSA -R is one of three units assigned to the 502d Air Base Wing (ABW). The 502d ABW is headquartered at JBSA -Sam Houston and also includes the 502d MSG at JBSA -Sam Houston and the 502d Installation Support Group (ISG) at JBSA - Lackland. The three MSG are the primary support groups charged with installation support. At JBSA -R, the 902d MSG includes six squadron units: Civil Engineering, Communications, Contracting, Force Support, Logistics Readiness, and Security Forces; the Office of the Staff Judge Advocate; and the Trainer Development Division. The 12th FTW is comprised of the 12th Operations Group and the 12th Maintenance Directorate. The 12th Operations Group is further comprised of the 12th Operations Support Squadron, the 435th Fighter Training Squadron, and the 99th, 558th, 559th, and Juno 2015 Page :3 -3 5601h Flying Training Squadrons. The 12th FTW is responsible for carrying out the flight training and instruction mission at JBSA -R. The 3591h Medical Group includes the Aero Medical, Dental, Medical Operations, and Medical Support Squadrons. It is charged with the provision of comprehensive health services for military personnel and their dependents and military retirees within the local San Antonio community. Source: JBSA website (accessed Sept and Oct 2013); Economic Impact Analysis (AFD- 120412 -062) (undated), 502 ABW Mission Partner Organizations JBSA -R is host to several commands headquartered at the installation and numerous partner organizations. The Air Education and Training Command (AETC), the Air Force Recruiting Service, and the Air Force Personnel Center are all headquartered at JBSA -R. The AETC oversees the 12th FTW among other FTWs, Air Reserve Component Units, the 2d Air Force, Air University, and the Air Force Recruiting Service. The AETC is responsible for recruiting, training, and educating Air Force service members. The Air Force Recruiting Service is responsible for populating the enlisted and officer segments of the USAF through recruitment activities and programs. The Air Force Personnel Center provides support services and manages support programs for all military personnel - active or retired - and their dependents and civilian personnel employed with the USAF. Other mission partner organizations located at JBSA -R include: the Air Force Manpower Agency, and Air Force Judiciary Central Circuit, the Air Force Audit Agency, the Air Force Office of Special Investigations, the Naval Civilian Personnel Data System Center, the Defense Civilian Personnel Management Service, the Air Force Reserve Officers' Training Corps Southwest Region, the Air Force Occupational Measurement Squadron, and the T -38 Queen Bee Maintenance Operations as performed by Lear Siegler - a defense contractor. Source: JBSA website (accessed Sept and Oct 2013); Economic Impact Analysis (AFD - 120412 -062) (undated), 502 ABW Current Mission Operations and Facilities Operations Flight operations in support of the flight training mission are conducted 260 days per year (Air Installation Compatible Use Zone Study, 2008). These operations are conducted during the day and generally limited to the hours between 7:00 a.m. and 6:00 p.m. Typically, because the flight operations are training activities, they are conducted during daylight hours only (Hamilton, 2013). Night operations, i.e., from 10:00 p.m. to 6:00 a.m., are rare exceptions and require coordination with and approval from the 12th FTW Operations Group in accordance with the JBSA -R Noise Management Plan. The 12th FTW operates parallel runways on the east and west sides of the installation; the runway designations are 14L/32R and 14R/32L. The 14L/32R runway is located on the eastern perimeter of JBSA -R and the 14R/32L runway is located on the western perimeter. Runway 14L/32R has consistently been utilized for more flight operations than its western counterpart. This, and flight operations data for recent years, is shown in Table 3 -2: Flight Operations. It should be noted that each operation is either one takeoff or one landing so that a complete flight activity or sortie would include both a takeoff and a landing and be counted as two operations. 1 � Y 08 111,097 102,654 231,751 10 110,672 103,375 214,047 12 119,119 102,625 221,745 Source: email communication from JBSA -R in response to Matrix RFI (undated) Regardless of runway selection, the majority of flight operations occur in a north to south direction. This operational direction occurs throughout most months during the year, but shifts to a south to north direction during several months in the winter based on weather and prevailing winds. Additionally, the flight training operations vary and include both open and closed pattern traffic. Closed pattern traffic differs from open pattern traffic in that a closed loop is generally flown for the purpose of maximizing touch and go /takeoff and landing sequences, while an open pattern is generally flown for the purpose of obtaining flight time in the cockpit. Aside from flight operations conducted by aircraft based at JBSA -R, other military aircraft occasionally utilize the airfield at the installation. These operations are considered transient operations and included 1,124 operations in calendar year (CY) 2010, 1,216 operations in CYll, 835 operations in CY12, and 314 operations as of July 2013 for CY13. Transient operations are accepted up to 312 days per year - in contrast to the 260 days provided to the 12th FTW for training. Additionally, it is unclear what types of aircraft are associated with these transient operations. The JBSA -R mission is unique within the Air Force based on the volume of aircraft operations, making the installation towers the busiest in the Air Force. Due to weather factors and pre- existing high- density development north of JBSA- Randolph, approximately 70 -80% of these operations are conducted to the south. The 12th Flying Training Wing conducts over 26,000 sorties annually, including more than 212,000 local takeoffs and landing traffic pattern Page 3-4 tune 2015 operations in 2014. In particular, the 12th Flying Training Wing conducted over 115,000 takeoffs and landings on the west runway in 2014 alone with the high - performance T -6 Texan trainer as the primary aircraft accounting for these operations. On every takeoff, there is only a 30- second window in which a pilot's only safe option in an emergency is to eject. In this phase of flight and in the event of an emergency, the probability that the aircraft will land in the Accident Potential Zones (APZs) is high. Due to the requirement to deconflict operations, particularly from the east parallel runway, departing aircraft must fly a course heading of 160 degrees to the west of the APZs. The T -38 Talon is a dual- engine fighter- trainer aircraft that operates from the east runway. There is a significantly more acute risk of an accident occurring with this aircraft during traffic pattern operations due the higher speeds and weight of the T -38 compared to the T -6. Other mission operations conducted by the 12th FTW include repair or replacement of external parts on aircraft engines from aircraft at JBSA -R and aircraft from other Air Force installations. The engines are removed from the aircraft and placed into test cells contained within facilities on JBSA -R. The engines are installed within the test cell, operated at capacity to determine the necessary repair or replacement of external parts, fixed, and then operated again within the test cell to ensure that the engine is safe for operational use. Once deemed operational, the engine is immediately available for use and can replace an engine in need of repair in another aircraft. Approximately 35 to 40 engines are evaluated for repairs every month. Engine operation can produce up to 30,000 pounds of thrust and generate 'deafening noise' (Wingspread, 2010). Currently, the aircraft used at JBSA -R are light jets and turbojet aircraft and include the T -38 Talon, T -6A Texan II, and T -1 Jayhawk. T -38C Talon Photo courtesy of General Plan, Randolph AFB, TX (2008) T -6A Texan 11 Photo courtesy of General Plan, Randolph AFB, TX (2008) T -TA Jayhawk Photo courtesy of General Plan, Randolph AFB, TX (2008) Facilities The two runways at JBSA -R both measure 200 feet (ft.) wide, but differ in length by two ft.; Runway 14L/32R measures 8,351 ft. long, while Runway 14R/32L measures 8,353 ft. long. Both are constructed of concrete and include overruns at each runway end measuring 1,000 ft. long. The runway lengths - greater than 8,000 ft. - and the aircraft types that use the runways - high - performance aircraft - allow both runways to be classified as Class B. Class B runways, aside from high - performance aircraft, are also classified for use by large, heavy aircraft. The airfield containing both runways rests at a general elevation of 762 ft. above mean sea level (MSL). This elevation or height above MSL is based on vertical distance measured from the average surface level of the ocean. The Federal Aviation Administration (FAA) location identifier for the airfield at JBSA -R is 'RND'. The airspace surrounding the JBSA -R airfield is controlled and classified as Class D. According to the FAA, Class D airspace is typically measured based on a set of calculations that includes longest runway length, airport elevation, flight departure length to assume a certain elevation, and other measurements. The calculation of these measurements in a certain equation establishes a radius length. This radius length extends from the June 2015 Pace= 3 -5 airport's established reference point, which is the center of the longest runway, the geographic center of the airport, or something other fixed point, and fully encircles an area around the airport to form the controlled airspace area. Class D airspace typically extends from the surface to an elevation up to and including 2,500 ft. above ground level (AGL). The airspace at JBSA -R follows the typical calculation: 762 ft. (airfield elev.at MSL) + 2,500 ft. (AGL) _ 3,262 ft. The Class D airspace associated with JBSA -R extends from the airfield surface to an elevation up to and including 3,300 ft. MSL. Source: General Plan Randolph AFB, TX (undated); Air Installation Compatible Use Zone Study (2008); in person interview with LTC Hamilton (Jul 2013); email communication from JBSA -R in response to Matrix RFI (undated); telephone interview with S. Rodriguez (Sept 2013); email communication from JBSA -R in response to Matrix RFI (undated); Wingspread, "Mechanics solve T -38 engine problems in test cell "(Jul 16, 2010), R Goetz; 12 FTWI 13 -204 (undated); Procedures for Handling Airspace Matters (Feb 9, 2012), FAA; San Antonio Sectional (eff. May 2, 2013), FAA Future Mission Operations and Facilities To enable the AF to train in a new two -seat jet trainer, the USAF T -X program will begin in 2017 and is expected to be fully operational by 2023. The T -X aircraft will replace the T -38 Talon as the T -38 Talon fleet is over 43 years old. The new T -X aircraft is a faster two -seat jet that will enable sustained high -G operations, aerial refueling, night vision imaging systems operations, air -to -air intercepts, and data -link operations. This aircraft will be more advanced regarding the information systems capability of the aircraft as opposed to the T -38 aircraft. With this advanced technology, the T -X aircraft is more likely to have a larger noise footprint than its counterpart the T -38. This could have increased impacts including noise and safety on the communities in the vicinity of the JBSA -R airfield. The primary mission of JBSA -R is to provide basic flight training and specialized fighter pilot training for student pilots and train experienced pilots to become flight instructors. Several elements are associated with this flight training. These elements are either tangible meaning that they are either physically seen and / or heard or intangible meaning that they exist within space without being seen or heard. One example of a tangible element is noise associated with aircraft activity; one example of an intangible element is the flight path taken by an aircraft. A person can see a plane in the sky and see it moving, but cannot necessarily see the path it has taken or see where it will continue. These tangible and intangible elements comprise the mission footprint. Oftentimes, the footprint is not contained within the confines of the military installation; noise, for example, does not stop at the fence line. The mission footprint can potentially affect areas adjacent to or near the installation. Conversely, some development activities occurring in communities such as residential or commercial development within or adjacent to a military installation (depending on location) have a potential to adversely impact aircraft operations. Elements associated with the JBSA -R mission are both localized and regional in nature. Localized elements include: • Approach and Departure Flight Tracks • Airfield Noise Contours • Airfield Safety Zones • Other Imaginary Surfaces • Vertical Obstructions • Bird and Wildlife Airstrike Hazards Regional elements include: • Military Training Routes • Military Operating Areas • Restricted Airspace Maintaining and sustaining these local and regional elements plays a significant role in the long -term viability of JBSA -R and continued mission readiness of the USAF. Local Footprint Elements Relevant to JBSA- Randolph Airfield Operations The maximum potential for aircraft accidents, structure height, and noise levels are three factors that are controlled to the extent practicable through the following local footprint elements. Approach and Departure Flight Tracks At JBSA -R, flight tracks are essentially prescribed flying routes. The flying routes are designed to deconflict airspace use with other aircraft not affiliated with JBSA -R, including aircraft associated with other military airfields and civilian airports within the San Antonio region, and minimize flight activity impacts on land areas outside of ]BSA-R. Prescribed flight tracks or routes are typically implemented by all airfields / airports within a set area to ensure predictable flight operations. These routes act similarly to surface highways and set a continuous pattern for all active aircraft. As excerpted from the Air Installation Compatible Use Zone (AICUZ) Study prepared for the former Randolph Air Force Base (AFB) in 2008: "Aircraft operating at Randolph AFB use the following flight patterns: • Straight -out departure; • Takeoff patterns routed to avoid overflying populated areas as much as possible; • Turn out after takeoff; • Straight -in arrival; Page 2 -6 3une 2015 Overhead closed patterns both east and west of the airfield; Radar closed patterns to the east of the airfield; Re -entry patterns; Alteration of flight tracks to avoid Bracken Cave, located about 10 miles north of the airfield, and other caves along the Balcones Escarpment during periods of bat activity; Alteration of flight tracks to avoid overflight of Village Oaks Regional Hospital on Toepperwein Road; and Coordination with the FAA to minimize conflict with civilian aircraft operations." The JBSA -R open flight tracks involve arrivals to and departures from the airfield. These flight tracks occur over a large geographic area, since aircraft are transiting throughout the region. Within the study area, the tracks overlay multiple areas within the cities of Converse, Live Oak, Schertz, Selma, and Universal City; the northern boundary of Garden Ridge; the southern and western extremes of Cibolo, and the extreme eastern edges of San Antonio. These flight tracks are shown in Figure 3 -2 Flight Tracks - Open. The JBSA -R closed flight tracks involve flight training for touch - and -go practice. Touch - and -go practice focuses on achieving the maximum amount of landing and takeoff operations possible within a limited period of time. Since the goal is to optimize the total number of touch - and -go operations and not flight time per se, the aircraft limit their distance from the airfield and fly circular or closed loops around and in concert with one of the two runways. These flight tracks do not extend out of the study area and overlay all of the cities within the study area with the exception of the City of Seguin. These flight tracks are shown in Figure 3 -3: Flight Tracks - Closed. Regardless of open or closed flight track, once an aircraft departs the airfield at JBSA -R, they conform to the aforementioned flight pattern and ascend to a height between 500 feet and 2,500 feet AGL as soon as possible. While this conformity and rapid ascension reduces noise impacts, these altitudes are still close to the ground and create a significant noise presence. Source: General Plan Randolph AFB, TX (undated); AICUZ Study Randolph AFB, TX (2008); GIS data provided by JBSA -R Airfield Noise Contours Aircraft noise is one of the most common intrusive factors associated with airfield operations. Generally, aircraft approaching and departing an airfield generate the greatest noise due to greater engine thrust and proximity. Whether or not the noise from the aircraft is considered to be a nuisance depends on the land use receiving the noise. Noise associated with aircraft is usually considered annoying where land uses are incompatible with the aircraft activity. Residential uses under aircraft approach and departure corridors are most likely to determine the noise associated with aircraft operations to be an annoyance. To obtain a more accurate picture regarding the actual levels of noise inside and outside the JBSA -R fence line, data regarding flight frequency, aircraft type, flight altitude, and flight tracks was collected and entered into the NOISEMAP modeling program to generate noise contours. The modeling program develops a sound profile and a corresponding noise contour based on the data input. The contour information produced for this effort was captured in the AICUZ Study (2008) and is shown on Figure 3 -4: Noise Contours. Because the sound profile is attributed to transportation / military operation, an A- weighted day -night level (DNL) is applied. The A- weighting serves to minimize higher and lower frequencies to more truly match the sound that the human ear would hear. Given the factors that went into modeling the noise contours at JBSA -R, the NOISEMAP modeling program produced four DNL -based noise contours associated with the aircraft activities occurring at JBSA -R. These are the DNL 65 decibel (dB) contour, DNL 70 dB contour, DNL 75 dB contour, and the DNL 80 dB contour. The dB rating means that that measured sound does not exceed the edge of the contour; e.g., noise occurring at 66 dB is on the inside of the 65 dB contour, whereas noise occurring at 63 dB is on the outside of the 65 dB contour. With respect to the west runway, 14R/32L, only the DNL 70 and 65 dB noise contours extend off of JBSA -R. The DNL 70 dB contour marginally extends off of the southwest corner of the runway and into the City of Converse. The DNL 65 dB contour extends off of JBSA -R to the north and the south, into the cities of Universal City and Converse, respectively. The DNL 65 dB contour flares to the west from runway 32L and continues west past Loop 1604. June 2015 Pape :3 -7 Page 3-8 lune 2015 June 2015 Page 3-9 Page 3-10 June 2015 With respect to the east runway, 14L/32R - where the majority of operations occur, all of the noise contours extend off the JBSA -R. The noise contours for DNL 80 and 75 dB, though, only extend off of JBSA -R at the installation's southern perimeter. The noise contour for DNL 80 dB exceeds the installation's perimeter by a maximum of 200 to 300 ft. The noise contour for DNL 75 dB extends to an area located about a half -mile north of Ware Seguin Road. The DNL 70 dB noise contour extends to the north into the cities of Schertz and Universal City and to the south into the City of Schertz. The DNL 65 dB contour also extends into the cities of Universal City and Schertz, but extends into a larger area within both locals. Additionally, the DNL 65 dB contour extends past I -10. The JBSA -R AICUZ Study included a review of incompatible land uses associated with each of the four noise zones. Incompatibility is based on DoD and Air Force guidance recommending against certain land uses within specific noise zones; noise - sensitive land uses, such as residential, are generally recommended for placement outside of all four noise zones. The study noted 208 acres of incompatible residential land use within the 65 dB - 69 dB noise zone and 24 acres of incompatible land use within the 70 dB - 79 dB noise zone. These affected areas align with open and closed flight track data, but, in certain areas within the cities of Converse and Schertz, fall outside of the safety zones aligned with the two runways. Safety zones are discussed in the next few paragraphs. Source: General Plan Randolph AFB, TX (undated); AICUZ Study Randolph AFB, TX (2008); GIS data provided by JBSA -R Airfield Safety Zones Based on historical data and incidents associated with airfields and aircraft collision, the DOD has defined several areas where aircraft accidents are more likely to occur. These collective areas are known as airfield safety zones. Safety zones are typically rectangular areas approximately 3,000 ft. wide and 15,000 ft. long and are located at the ends of all military airfield runways. Civilian safety zones / runway protection zones share the same purpose, but have different dimensions. The higher accident incident rates are due to several variables: the altitude and speed of the aircraft, weather conditions, and the potential for natural- and man -made obstructions near an airfield. Natural obstructions to navigable airspace include overgrown trees and mountains, while man -made obstructions include telephone poles and tall objects. To limit some of the controllable variables - like man -made obstructions, the DOD has recommended restrictions on allowable development within the airfield safety zones based on the location of the zone in relation to the runway. The three individual areas that comprise the safety zone for military airfields are: • Clear Zones (CZ) • Accident Potential Zones I (APZ I) • Accident Potential Zones II (APZ II) Clear Zone (Z) is the area that begins at the end of each runway and measures 3,000 ft. wide and 3,000 ft, long by standard DoD instructions. However, JBSA -R's CZs are 2,000 feet by 3,000 feet. The center point of the zone corresponds to the center line of the runway. This is the area where an aircraft accident is most likely to occur due to aircraft flying at slower speeds and lower altitudes. Development of any type is recommended to be completely restricted in this area. The CZs encompass land within Universal City and the City of Schertz to the north and encompass land within the cities of Converse and Schertz to the south. Accident (Potential Zone I (APZ I) is the area that begins at the end of the CZ. It is 3,000 ft. wide and extends for a length of 5,000 ft. The potential for an accident in the APZ I is less than that of the CZ so some development is permitted, but it is limited to specific types of development with low occupancy levels. The APZ I areas are within the cities of Universal City and Schertz to the north and the cities of Converse, Schertz, and San Antonio to the south. Accident Potential Zone 11 (APZ 11) is the area that starts at the end of the APZ I. It is 3,000 ft. wide and extends for a length of 7,000 ft. The potential for an accident in the APZ II is less than that of the CZ and the APZ I. Development is still somewhat restricted and based on occupancy levels, but is less restrictive than the CZ and the APZ I. The APZ II areas extend into the cities of Universal City, Selma, and Schertz to the north and the City of Schertz to the south. Figure 3 -5: Safety Zones illustrate the locations of the CZ and the APZ and the affected cities. Statistically, 68 percent of USAF accidents occur along the runway or within the CZ, APZ I, or APZ II. While the potential for accidents is statistically relevant, the potential is decreased within APZ I and II does not warrant property acquisition by the USAF. Accordingly, land use planning and control recommendations are strongly encouraged in these areas for the protection of the public. Occupancy and building densities - the number of buildings per acre of land, are two ways in which land uses are limited within the CZ, APZ I, and APZ II. Permitted and non - permitted land uses based on human occupancy and building densities are incorporated within the AICUZ study. Source: General Plan Randolph AFB, TX (undated); AICUZ Study Randolph AFB, TX (2008); Unified Facilities Criteria 3- 260 -1: Airfield and Heliport Planning and Design (Nov 17, 2008) DoD; GIS data provided by JBSA -R June 2015 Page 3-11 Page 3-12 lune 2015 Airfield Imaginary Surfaces To further reduce the potential for accidents surrounding an airfield, a series of imaginary surfaces are employed around the perimeter of the entire airfield to characterize acceptable height limits. Height limits are acceptable when they allow for the safe transit of aircraft in the areas around an airfield. When structures like communication towers or objects like trees exceed this acceptable height limit, they are characterized as vertical obstructions. The imaginary surfaces that help to define acceptable height limits are established by the DoD according to military department and runway type, i.e., Class A versus Class B. The surfaces utilized by the USAF for a Class B runway are described below and illustrated in Figure 3 -6: Primary Surface is the area in the immediate vicinity of the landing or takeoff area and essentially forms a large rectangle around the entire active runway area. It extends 200 ft. in length past the end of the runway surface and has a varied width depending on the runway requirements, but is typically 1,000 to 2,000 ft. wide. The primary surface associated with the JBSA -R runways is 2,000 ft. wide, which means that the surface measures 1,000 ft. wide on either side of the runway centerline. Approach-Departure Clearance Surface is the area that starts 200 ft. past the end of the primary surface, measures 50,000 ft. long, and is associated with an aircraft's takeoff and landing area. Because it is associated with an aircraft's takeoff and landing, it is both fan- and wedge- shaped. Fan shaped because it is only measures 2,000 ft. wide at its start near the end of the runway, but fans out and extends to a width of 16,000 ft. at the farthest edge of the clearance surface. It is wedge- shaped because it starts at a height of 500 ft. above the runway surface, but ascends in height at a 50 to 1 ratio (50 ft. high for every foot across) for the entire 50,000 -foot length. Traver Horizontal Surface is the oval- shaped area that surrounds the runway at a height of 150 ft. above the established airfield elevation (EAE). It measures a total of 15,000 ft. wide and includes the area above the runway. It is measured 7,500 ft. out from the centerline of the runway and forms a half - circle at the runway ends. Conical Surface is the oval- shaped area that measures 7,000 ft. in width and connects the outside edge of the Inner Horizontal Surface to the inside edge of the Outer Horizontal Surface. It slopes from the Inner Horizontal Surface to the Outer Horizontal Surface at a ratio of 20 to 1 meaning that it extends 20 ft. in height for every foot across. • Outer Horizontal Surface is the oval- shaped area that measures 30,000 ft. in width out from the farthest edge of the conical surface. The height of the Outer Horizontal Surface is at 500 ft. above the EAE. • Transitional Surface is comprised of several vertical and vertically - sloped areas that connect all of the previously mentioned surfaces together. One set of transitional surfaces connects the outside edge of the primary surface to the inside edge of the inner horizontal surface. This connection is sloped at a ratio of 7 to 1 meaning that it extends seven ft. in height for every foot across. The second set of transitional surfaces connects the approach - departure clearance surfaces with the inner horizontal, conical, and outer horizontal surfaces. This connection is also sloped at a 7 to 1 ratio. The airfield imaginary surface covers an extensive area; the JLUS study area for JBSA -R was specifically sized to fit this footprint element. All of the cities within the study area are included within the area overlain by the imaginary surface element as shown in Figure 3 -7: Airfield Imaginary Surfaces. Source: General Plan Randolph AFB, TX (undated); AICUZ Study Randolph AFB, TX (2008); Unified Facilities Criteria 3- 260 -1: Airfield and Heliport Planning and Design (Nov 17, 2008) DoD; GIS data provided by 3BSA -R Vertical Obstructions Separately from and in addition to the DoD- established imaginary surfaces, the FAA also established guidance to reduce the potential for accidents surrounding an airfield. This guidance is codified in the Code of Federal Regulations at Title 14, Part 77.17 and utilized by the FAA during obstruction evaluations. The guidance and process for obstruction evaluation is more fully detailed in Section 4: Existing Tools as it is not a military- specific element and is not a direct result of JBSA -R operations. It is included here, within the military profile, nonetheless, because it is associated with the JBSA -R airfield location. Figure 3 -8 illustrates the FAA Part 77 footprint in relation to the JLUS study area communities. Source: 14 CFR § 77.17; GIS data provided by 3BSA -R June 2015 Page 3-13 Figure 3-6. Example Cross-section of Imaginary Surfaces L 30,000 ft tt SY4c7i; 4�? y (Primary Surface) EAE i�t`tly�t > {, {f�tjs 00 ft. ifyyy55���r�;f�t3 {(�fi� {i�; Pr €mart' Surface 2,050 ft. �3ta�f }�,�� 7,1 i ransttionai Surface (MOD -B) iS33 I 1 7,500 ft: inner Horizontal Surface (MOD -C) }t Ft 14,500 ft. t }t 20:1 Conical Surface (MOD -D) +,{sj44 g { {z piiilS {r i # #;, t 44,500 ft. iitriji3 i{� ifi Outer Horizontal Surface (MOD -F) 4J nt� Soo, EAE June 2015 Page 3-1 Page 3-15 lune 2015 Page 3-16 Aine 2015 Summary of Noise Contours, Safety Zones, and Imaginary Surfaces The interrelationship of noise contours, safety zones, imaginary surfaces collectively shape the potential land uses surrounding the airfield. The AICUZ study is a document that captures this collective data and sets forth recommendations to help communities plan compatible land uses and undertake physical development around airfields used for military training. Communities can and should incorporate these recommended land uses into their planning and regulatory documents including, but not limited to: comprehensive and / or master plans and zoning codes. By incorporating these recommended land uses, local governments can proactively plan and develop areas within their communities that are adjacent to military airfields. This planning helps to maintain current and future operations associated with the military and, more importantly, ensures the safety of the public. Bird and Wildlife Air Strike Hazards Birds and wildlife pose a threat to military training and flight operations. Due to changes in regional migratory patterns and the availability of dense foliage for roosting on the installation, JBSA Randolph has become an ideal habitat for a flock of migratory White Winged Dove. At an estimated flock size of 12,000 - 15,000 birds, and growing, the White Winged Doves present a particularly acute risk to high -speed jet operations on Randolph's east runway. These birds accounted for only 12.5 percent of damaging bird- strikes in FY 12, but this rate steadily increased to 55.6% of damaging bird - strikes in FY 14. Aggressive efforts are underway to contain the expanding BASH threat. Risk mitigation techniques, such as adjusting flight operations, successfully reduced overall bird strikes from 75 in FY13 to 70 in FY 14. Previous short -term methods are planned for expanded use in FY 15 but are considered unsustainable due to long term effects on lost training and reduced pilot production. Habitat reduction by eliminating retaining ponds and flora favorable to these species greatly reduces the risk associated with bird activities. While small in number, large bird species that inhabit installation water sources are especially damaging in an aircraft strike incident. These large birds, such as Cranes and Egrets, are most effectively controlled by eliminating nonessential water sources both on the installation and in the communities surrounding the installation. Air strikes with deer, birds, and coyote can be very dangerous and have caused not only damage to aircraft, but also the loss of human lives. Airports, due to the nature of their operations, typically have large, open, grassy areas where various wildlife congregate. Additionally, some land uses, like golf courses, are often situated near airports because they can easily meet the height and density restrictions imposed by aircraft activity. Unfortunately, golf courses also have large, open, grassy areas and oftentimes also feature water - another wildlife attractant. Given the Photo courtesy of JBSA -R fatal ramifications that can occur as a result of a bird and / or wildlife strike, the FAA set forth recommendations for managing these types and other types of bird and wildlife attractants near airports. The primary recommendation made by the FAA is creating and managing a minimum separation distance between an airfield and wildlife attractants. The minimum separation distance extends five miles out from the entire perimeter of the air operations area, i.e., paved and unpaved areas associated with aircraft movement including runways, taxiway, and aprons. This area was determined "to protect approach, departure and circling airspace." This area is one that cannot be physically seen similar to the previously mentioned imaginary surfaces. in contrast to the imaginary surfaces, the area measuring five miles out from the airfield perimeter does not include a height aspect since it deals with the management of terrestrial features like land use and water features. The five -mile minimum separation distance for JBSA -R is illustrated in Figure 3 -9: BASH Relevancy Area. All of the JBSA -R JLUS participating communities are located within the separation distance with the exception of the City of Garden Ridge; the City of Seguin is within the separation distance for JBSA -S Auxiliary Airfield as shown in the upcoming information regarding JBSA -S. The FAA set forth various planning and operational recommendations to be implemented within the minimum separation distance. These recommendations include the management of: waste disposal operations, water management facilities, wetlands, dredge spoil containment areas, agricultural activities, and golf courses, landscaping, and other land -use considerations. Specific to JBSA -R, the installation recorded 88 bird strikes in FY12. These strikes resulted in repair costs of approximately $709,000. The repair costs associated with these strikes is not yet known. Interesting to note is that the strike rate significantly increases during the months of July, August, and September. Significant because the strikes occurring in these months, when compared to the months with the least strikes (0) and June 2015 Page 3 -17 Page 3-18 lune 2015 the highest strikes (10) outside of this summer period represent an increase of two to 18 times more strikes JBSA -R utilizes a BASH Plan to manage air and airfield operations with respect to potential bird and wildlife airstrikes. The management tools contained within the installation's BASH Plan are further detailed in Section 4: Existing Tools as the plan represents a management tool in use by JBSA -R. In relation to the military footprint detailed in this section, the BASH Plan notes several issues that are related to areas off JBSA -R. The plan notes raptors and white - winged doves associated with Cibolo Creek present a conflict to operations on Runway 14L. The plan also notes that a greater number of BASH incidents - bird strikes - are associated with operations occurring on the east runway, 14L/32R, in comparison to the west runway, 14R/32L. Source: Advisory Circular: 15015200 -33B - Hazardous Wildlife Attractants On or Near Airports (Aug 27. 2008) FAA; Bird Strike Summary FY12113 (undated) JBSA -R; GIS data provided by JBSA -R Regional Footprint Elements Relevant to JBSA -R Flight Operations Noise and vibration are two of the primary factors associated with the following regional footprint elements. The limited focus of noise and vibration is due to the fact that many of these elements only involve air operations / overflights that occur over sparsely populated and rural areas, but that may occur at low altitudes. Special Use Airspace There are two types of special use airspace: regulatory and non - regulatory. Regulatory airspace is airspace that is established and regulated via Title 14, Part 73 of the Code of Federal Regulations. Non - regulatory airspace does not require inclusion in the FAA regulations. With respect to military operations, regulatory special use airspace includes prohibited areas and restricted areas. Non - regulatory special use airspace includes military operating areas (MOAs), military training routes (MTRs), warning areas, alert areas, national security areas, and controlled firing areas. Specific to JBSA -R, regulatory and non - regulatory special use airspace includes restricted areas, MOAs, MTRs, slow speed low altitude training routes, and alert areas. These special use airspace types are shown on Figure 3 -10: Special Use Airspace. Source: 14 CFR § 73; Installation Complex Encroachment Management Action Plan figure (March 2012) JBSA; in person interview with S Taylor (Jul 2013); GIS data provided by JBSA -R Restricted Airspace R -6312 R -6312 is operated by the U.S. Navy as a part of Naval Air Station Kingsville and is located approximately 65 miles north of Kingsville, Texas. According to Global Security, "the range offers scored training for air to surface gunnery and inert weapons drops." The vertical limit for air operations within R -6312 is a flight level of 23,000 ft.; flight level altitudes are based on barometric pressure. The U.S. Navy is currently proposing a request to raise the flight level to 24,000 to allow for the conduct of high altitude bomb release training. Restricted airspace does not prohibit other aircraft unassociated with the military mission from transiting the airspace; although, passage through the airspace is subject to limitations. Source: Notice of Proposed Rulemaking: Proposed Modification of Restricted Area R -6312 Cotulla, TX (April 5, 2001) Federal Register; Global Security website (accessed Oct 2013); San Antonio Sectional (May 2, 2013) FAA; Installation Complex Encroachment Management Action Plan figure (March 2012) ]BSA; in person interview with S Taylor (Jul 2013); GIS data provided by JBSA -R Military Operating Areas MOAs provide regulated airspace for military flight training and flight activities. The MOAs include both floor and ceiling operational limits as well as lateral limits / horizontal boundaries. The regulated airspace does not preclude use by other non - military aircraft. Aircraft operating under visual flight rules (VFR) are not denied access, but must remain vigilant to military aircraft. Aircraft operating under instrument flight rules (IFR) may be allowed access provided the aircraft maintains proper separation from and does not interfere with the military activity. Aircraft operating under VFR means that the pilots fly in conditions where they can visually observe their surroundings and can use the surroundings as geographical references for orientation and navigation. Aircraft operating under IFR means that the pilots utilize instruments to obtain lateral and vertical information relevant to the location of their aircraft. The JBSA -R MOAs are located outside of the San Antonio metropolitan area and include: • Randolph 1A MOA, TX - floor of 8,000 MSL to ceiling of 17,999 MSL • Randolph 1B MOA, TX - floor of 7,000 MSL to ceiling of 18,000 MSL • Randolph 2A MOA, TX - floor of 9,000 MSL to ceiling of 18,000 MSL • Randolph 2B MOA, TX - floor of 14,000 MSL to ceiling of 17,999 MSL • Kingsville 5 MOA, TX - floor of 9,000 MSL to ceiling of 17,999 MSL • TEXON MOA, TX - floor of 6,000 MSL to ceiling of 17,999 MSL The Randolph 1A MOA is located east /southeast of San Antonio. The Randolph 1B and Kingsville 5 MOAs are both located southeast of San Antonio. The Randolph 2A and 2B MOAs are both located west of San Antonio. The TEXON MOA is located northwest of San Antonio and is June 2015 Page 3 -1 Page -20 lune 2015 77 1 Z OK 6 hom a u"jic,hita F all £ J t id e : i „ }tt< r $£t Texas { 1 go 4w'4nsarv� t �� �k �r g-� c4 d Fo i vd9`.}f E Ien e �� rya £7F 9 ik a6PF,d P:x F.K�:$ IT X A d"d San VIV 1 f 5 T�I ` 127 5 1 347 acres �t,,JncS sj fR C" ,; ° a' '�£ ',' 323 aC(eS tc3 0 an t � A635 BeauM, al ,. A638 118,186 acres 109,468 acres Page -20 lune 2015 the greatest distance away from San Antonio out of all of the MOA; it is located nearest to Midland, Texas. Source: San Antonio Sectional (May 2, 2013) FAA; Joint Order 7400.2J: Procedures for Handling Airspace Matters - Military Operations Areas (Aug 22, 2013) FAA; Installation Complex Encroachment Management Action Plan figure (March 2012) JBSA; in person interview with S Taylor (Jul 2013); GIS data provided by JBSA -R Military Training Routes Operations utilizing MTRs typically involve low altitude, high -speed flight training. Altitudes below 10,000 MSL and speeds in excess of 250 knots, almost 288 miles per hour, characterize flight operations within MTR. Aircraft operations outside of MTR are typically restricted to maximum speeds of 250 knots while operating below 10,000 ft. As with all other special use airspace, aircraft not associated with the military operations are permitted to transit an MTR, but must maintain vigilance for military aircraft. There are two types of MTRs associated with the JBSA -R operations: instrument flight rule or IR and visual flight rule or VR. The primary difference between IR and VR MTR is the ability to fly during inclement weather conditions. VR MTR typically restrict flight activities to weather conditions that allow a minimum visibility of five miles and altitude minimums of 3,000 AGL. Additionally and unless otherwise stipulated for a specific IR MTR, altitudes below the lowest published altitude or standard obstacle clearance flight altitudes may be approved for use during inclement weather. Table 3 -3 includes a list of all IR and VR owned or used by JBSA -R. Source: Area Planning AP/1B Chart, Military Training Routes - Central U.S. (May 2, 2013) National Geospatial- Intelligence Agency [NGA]; Area Planning, Military Training Routes - North and South America (Nov 15, 2012) NGA; Installation Complex Encroachment Management Action Plan figure (March 2012) JBSA; in person interview with S Taylor (Jul 2013); GIS data provided by JBSA -R Alert Area A -635 Alert areas are warranted and designated when a specific airspace area is subjected to activities involving pilot training or other unusual aircraft operations. The large amount of flight activity involving student pilots associated with the JBSA -R mission required the airspace surrounding the airfield to be designated Alert Area A -635. It should be noted that Alert Area A -635 does not extend into or include any of the Class D airspace that is directly associates with the JBSA -R airfield; it does, though, envelop and surround the entire Class D airspace. Alert Area A -635 covers an area comprising 118,186 acres and is illustrated on Figure 3 -11. Alert Area A -635, like the other special use airspace associated with JBSA -R activities, does not preclude entry by aircraft unassociated with the military flight operations; although, it does require all flight operations in the area to be conducted under VFR. Other attributes associated with Alert Area A -635 include an operational area that extends vertically from 1,500 to 4,000 ft. MSL and horizontally across a large area encompassing the airfield. The time of use associated with A -635 begins at sunrise and ends three hours after sunset from Monday to Friday. Source: San Antonio Sectional (May 2, 2013) FAA; Installation Complex Encroachment Management Action Plan figure (March 2012) JBSA; in person interview with S Taylor (Jul 2013); GIS data provided by JBSA -R Aerial Refueling Area AR614 There is one aerial refueling area west of JBSA- Randolph designated as AR614. Aerial refueling must be conducted within the designated airspace under instrument flight rules and on flight tracks with specific entry and exit points. In AR -614, the refueling altitude is designated at flight level (FL) 250 (25,000 ft.), FL 270 (27,000 ft.) or as designated by Air Traffic Control. The time of operation for AR614 is unlimited. Source: http : / /ivaous.org /main /pilot /military/ Airrefueltracks. pdf Slow Speed Low Altitude Training Route Slow speed, low altitude training routes (SR) are generally not considered MTR, but are treated much the same as MTR. SR are typically flown under 1,500 ft. AGL and designated for aircraft speeds not exceeding 250 knots; 1 knot is equivalent to approximately 1.15 miles per hour. Table 3 -3 includes a list of all SR owned by JBSA -R. Source: Area Planning AP/1B Chart, Military Training Routes- Central U.S. (May 2, 2013) NGA; Area Planning, Military Training Routes - North and South America (Nov 15, 2012) NGA; Installation Complex Encroachment Management Action Plan figure (March 2012) JBSA; in person interview with S Taylor (Jul 2013); GIS data provided by JBSA -R June 2015 Page 3-21 Table 3-3. 716 A_R Military Training Rotates and Slow Speed Low Altitude Training Routes IR127 12 OSS /OSOA 99th FTS Sunrise- Varies by MTR segment from 10 501 I Street East 1450 5th Street East Sunset daily 600 AGL to 4,000 MSL Randolph AFB, TX 78150 -4333 Randolph AFB, TX 78150 - DSN 487 -5580 5000 DSN 487 -6746 IR148 COMTRAWING TWO Same as Originating Activity Daily 0600- Varies by MTR segment from 6 NAS Kingsville, TX 78363 2230 local 500 AGL to 2,000 MSL DSN 876 - 6518/6283 C361- 516 - 6518/6283/6108 Hrs 0800 -1600 Mon -Fri ONLY VR140 12 OSS /OSOA 560 FTS Sunrise- Varies by MTR segment from 3 501 I Street East 1450 5th Street East Sunset, daily 500 AGL to 4,500 MSL Randolph AFB, TX 78150 -4333 Randolph AFB, TX 78150 DSN 487 -5580 DSN 487 -3518 C210- 652 -5580 C210- 652 -3518 VR143 301 OG /SUA NAS 7RB, Fort Worth, TX 76127 DSN 739 - 6903/04/05 0700 -2200 Varies by MTR segment from Varies by local, 100 AGL to 6,000 MSL segment OT by NOTAM from 17 to VR188 12 OSS /OSOA 99 FTS Sunrise- Varies by MTR segment from 10 501 I Street East 1450 5th Street East Sunset, daily 500 AGL to 3,000 MSL Randolph AFB, TX 78154 Randolph AFB, TX 78154 DSN 487 -5580 DSN 487 -6746 C210 -652 -5580 C210 -652 -6746 SR287 12 OSS /OSOA 559 FTS Sunrise- At or above 500 AGL 10 501 I Street East Randolph AFB, TX 78150 Sunset Daily, Randolph AFB, TX 78150 DSN 487 -5661 except DSN 487 -5580 C210- 652 -5661 holidays 501 I Street East Randolph AFB, TX 78150 Sunset Daily, segment Randolph AFB, TX 78150 DSN 487 -5661 except from 6 to DSN 487 -5580 C210- 652 -5661 holidays 10 C210- 652 -5580 Source: Area Planning, Military Training Routes -North and South America (Nov 15, 2012) NGA Page 3 -22 3une 2015 June 2015 Page 3-23 JBSA-Seguin Airfield The history regarding the JBSA -S Auxiliary Airfield (JBSA -S) is incredibly limited, but according to the Randolph AFB General Plan (2008), the airfield was originally named Seguin Field and "operated as a bomber training field during World War II ". It seems to have always held an affiliation with JBSA -R and has primarily been used for training undergraduate pilots and pilot instructors. Source: General Plan Randolph AFB, TX (undated) JBSA -S is centrally located in Guadalupe County, three miles east of the City of Seguin and almost 27 miles east of ]BSA-R. It includes one runway and 961 acres. It is an unattended airport and restricted to use by the military; prior authorization is required prior to landing at the airfield. The infrastructure and environs at JBSA -S are the responsibility of JBSA -R. JBSA -S is located south of and adjacent to U.S. Route 90 Alternate. I -10 is easily accessed from JBSA -S via State Highway 123. The airfield is part of and surrounded by land that is part of Seguin's extraterritorial jurisdiction. Because the area surrounding JBSA -S is only part of the extraterritorial jurisdiction, it is not zoned. It includes rural and agricultural land uses and an area, west of and adjacent to the airfield, appears to support surface mining activities. The airfield itself is primarily undeveloped and only includes a few facilities further detailed below. Source: General Plan Randolph AFB, TX (undated); Guadalupe County Major Thoroughfare Plan (Map 10 -2012) (Oct 15, 2010) Guadalupe County, TX; Google Maps website (accessed Oct 2013) ril Current Mission Operations and Facilities Operations Construction of improvements to the runway, taxiway and apron at JBSA- Seguin was completed in 2015 and the facility is currently operational to support the flight instruction training mission. ]BSA-Seguin provides an area free from urban encroachment ideal for touch - and -go operations, practice approaches, and emergency landing procedures practice. Facilities The airfield includes 961 acres and one runway, designated 13/31 that measures 150 ft. wide and 8,350 ft. long. The runway is used by high - performance aircraft and the length is greater than 8,000 ft.; accordingly, the JBSA -S runway is classified as Class B. The runway and the associated airfield areas are oriented along a northwest / southeast axis. Paved areas at JBSA -S include the runway, aprons, and overrun and total approximately 404,517 square yards. The airfield rests at a general elevation of 525 ft. above MSS. The FAA location identifier for the airfield at JBSA -S is 'SEQ'. Although the airfield is usually unattended, it is manned during active flight operations and includes two permanent runway surveillance / supervisory units and a permanent fire station equipped with aircraft rescue and firefighting vehicles. Currently planned airfield activities include: pavement improvements and repairs, improvements to holding tanks and the fire station, grading repairs, and a reduction of the runway control structure footprints. During active operations at JBSA -S, the personnel associated with runway surveillance / supervisory operations take shelter within the runway control structures. Source: General Plan Randolph AFB, TX (undated); AICUZ Study for Seguin Auxiliary Airfield, TX (Dec 2000) Future Mission Operations and Facilities JBSA -S is currently under construction and is estimated to reopen December 2016 to continue to support the flight instruction training mission. A contract was let to repair the runway at the airfield and the repair activities were started, but have been placed on -hold due to internal issues. Despite the current runway issues, JBSA -S provides an area free from urban encroachment ideal for touch - and -go operations, practice approaches, and emergency landing procedures practice. JBSA-Seguin Mission Footprint The airfield, when it is active, is used for touch - and -go operations, practice approaches, and emergency landing procedures practice. Approach and Departure Flight Tracks The JBSA -S open / approach and departure flight tracks generally occur over two primary areas within the vicinity of the airfield, but only cross through the northeast and northwest corners of the City of Seguin's incorporated area. All other flight tracks associated with airfield operations appear to occur within Seguin's extraterritorial jurisdiction and unincorporated areas. The specific flight tracks, bisecting the airfield, may be associated with transit to the Randolph lA MOA, TX or to an MTR or SR, but this has not been confirmed. All of the open flight tracks are illustrated on Figure 3 -12. Source: GIS data provided by JBSA -R Page 2 -24 dune 2015 June 2015 Page 3-25 Airfield Noise Contours Figure 3 -13 illustrates the noise contours for JBSA -S Auxiliary Airfield. The figure shows the noise contours do not interface with the City of Seguin directly. However it should be noted that a majority of the noise contours directly affect land uses within the Guadalupe County. Additionally, the 65 dB contour is proximate to a portion of the eastern city limit, and there is a small portion of the 85 dB noise contour that is located off - installation. Airfield Safety Zones As noted within the JBSA -R information, the airfield safety zones are comprised of the CZ and the APZ. The CZ is the area that begins at the end of each runway and measures 3,000 ft. wide and 3,000 ft. long. The center point of the zone corresponds to the center line of the runway. This is the area where an aircraft accident is most likely to occur due to the aircraft flying at lower altitudes and slower speeds. Because of this characterization of flight operations in this area, the AICUZ guidelines recommend no development in this area. The safety zones, i.e., CZ and APZ, for JBSA -S were mapped in the AICUZ Study for Seguin Auxiliary Airfield, Texas (Dec 2000) and are illustrated in Figure 3.14. Knowing that the length of the runway has not changed since that time, the safety zone dimensions have not changed either. The APZ I is the area that begins at the end of the CZ. It is 3,000 ft. wide and extends for a length of 5,000 ft. The potential for an accident in the APZ I is less than that of the CZ allowing for minimal compatible development, but it is limited to specific types of development with low density levels. Based on the data obtained, there are portions of the northern APZ I and II that are located within the city limits of the City of Seguin. The southern APZ I and II are located within unincorporated Guadalupe County. The APZ II is the area that starts at the end of the APZ I. It is 3,000 ft. wide and extends for a length of 7,000 ft. The potential for an accident in the APZ II is less than that of the CZ and the APZ I. Development is less restrictive than CZ and APZ I based on densities and types of uses. From the north end of the runway and based on the 2000 AICUZ data, the APZ II area extends into the incorporated area of the City of Seguin. The APZ II area, associated with the south end of the runway, is located within unincorporated Guadalupe County. Source: AICUZ Study for Seguin Auxiliary Airfield, TX, Dec 2000. Other Imaginary Surfaces The dimensions of the imaginary surfaces layers overlaying and surrounding the JBSA -S airfield are the same as those associated with the JBSA -R airfield. Both JBSA -R and JBSA -S airfields include Class B runways so the imaginary surface dimensions are the same based on USAF guidance. For more information regarding the specific layers comprising the imaginary surfaces, please refer to the information included for JBSA -R. The airfield imaginary surface covers an extensive area; the JLUS study area for JBSA -S was specifically sized to fit this footprint element. The entire incorporated area within the City of Seguin is included within the area overlain by the imaginary surface element as shown in Figure 3 -15: Imaginary Surfaces. Source: AICUZ Study for Seguin Auxiliary Airfield, TX (Dec 2000); Unified Facilities Criteria: Airfield and Heliport Planning and Design (Nov 17, 2008) DOD Vertical Obstruction As previously indicated within the information regarding JBSA -R, the FAA established guidance to reduce the potential for accidents surrounding an airfield. More information about the FAA guidance is included in Section 4: Existing Tools and in the JBSA -R description. Figure 3 -16 illustrates the FAA Part 77 footprint associated with the JBSA -S airfield in relation to the City of Seguin and unincorporated areas of Guadalupe County. Source: 14 CFR § 77.17 BASH Relevancy Area In relation to the military footprint for JBSA -S and as illustrated in Figure 3 -17: BASH Relevancy Area, the BASH Plan notes one issue related to areas off JBSA -S: circling and soaring raptors and increased vulture activity. JBSA -R believes that these activities are associated with `field dressing deer' during the permitted hunt season, which extends from the end of September to the beginning of November for archery only and from the beginning of November to the beginning of January for the general season. Special Use Airspace: Alert Area A -638 As indicated within the section regarding JBSA -R special use airspace, designation of Alert Area A -635 was warranted due to the large amount of flight activity involving student pilots associated with the JBSA -R mission. The JBSA -R flight training missions extend to and utilize JBSA -S and, consequently, the airspace surrounding the airfield at JBSA -S is designated Alert Area A -638. Alert Area A -638 covers an area comprising 109,468 acres and is illustrated on Figure 3 -18. Page 2 -20 -lune 201 June 201 5 Page 3-27 Page 3-28 lure 2015 June 2015 Page 3-29 Page 3-30 Aine 201 5 June 201 5 Page 3-31 Page 3-32 tune 2015 Alert Area A -638 does not preclude entry by aircraft unassociated with the military flight operations; although, it does require all flight operations in the area to be conducted under VFR. Other attributes associated with Alert Area A -638 include an operational area that extends vertically to and including 3,000 ft. MSL and horizontally across a large area encompassing the airfield. The time of use associated with A -638 begins at sunrise and ends at sunset from Monday to Friday. Source: San Antonio Sectional (May 2, 2013) FAA; Installation Complex Encroachment Management Action Plan figure (March 2012) JBSA; in person interview with S Taylor (Jul 2013); GIS data provided by JBSA -R Stinson Stinson Municipal Airport (Stinson) is owned and operated by the City of San Antonio. The inclusion of Stinson within the JBSA -R JLUS is based on the occurrence of JBSA -R military flight operations at Stinson. Accordingly, information in this section regarding Stinson will be limited to the operations involving JBSA -R to the extent possible. Second only to the College Park Airport in Maryland, Stinson Municipal Airport is the one of the oldest public airports in the world that is still in continuous use. In 1915, Marjorie, Katherine, and Eddie Stinson rented a plot comprising 500 acres from the City of San Antonio. The trio started the Stinson School of Flying the same year and continued flight education activities until the start of the First World War. At that time, the City of San Antonio took over control of the flight operations due to a civilian flying ban enacted as a result of the war. In the period between the First and Second World War, Stinson was host to individual and small -scale aviation exhibitions and privately -owned commercial aviation operations including such entities as American, Braniff, and Eastern Airlines. During World War II, commercial activities ceased in support of the war and Stinson was operated by the U.S. Army Air Forces as a training base. In 1946, the commercial activities once associated with Stinson were relocated to the recently constructed San Antonio Municipal Airport - the predecessor to what is now the San Antonio International Airport - and the City of San Antonio resumed operation of Stinson. Since the late 1940's, Stinson has been host to general aviation activities and currently serves at the primary reliever for general aviation within the San Antonio metropolitan area. Source: Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc. Stinson is located in Bexar County in the southeast quadrant of the City of San Antonio. A series of secondary and tertiary streets form the northern boundary (96tH 97th 99th and Echo Streets) and Mission Road, Ashley Road, and Roosevelt Avenue form the eastern, southern, and western boundaries, respectively. Stinson Municipal Airport is 577 ft. above MSL and is comprised of approximately 360 acres with all of the acreage developed and / or mowed, maintained open, grassy areas. The majority of the aviation - related support facilities are located on the northeast side of the airfield, north of runway 14/32. A wide variety of uses surround the areas adjacent to the airfield's perimeter. To the north, open / institutional uses predominate in the form of cemeteries and burial parks; to the east, open / recreational and institutional uses including Espada Park / the San Antonio River and Brooks City Base; to the south, low density residential and some limited industrial uses and undeveloped areas; and to the west, single family residential uses. Source: Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc.; Airport Improvements for Stinson Municipal Airport Environmental Assessment (Jun 2007) Ricondo & Assoc.; GIS data provided by City of San Antonio Stinson Operations General aviation operations and services comprise Stinson's primary business functions. Fixed Base Operators Two fixed base operators are located at Stinson: San Antonio Aviation and Stinson Jet Center. These fixed base operators provide aviation - related services including: fuel, aircraft storage and parking / hangar space, aircraft maintenance, and other passenger amenities like rental cars. Source: Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc. Current Operations and Facilities While the majority of Stinson's current operations focus on general aviation, the relevant component to this JLUS is the military operation involvement by JBSA -R. The total of all military activities totaled 7,146 for a 12 -month period ending March 26, 2011 (FAA Airport Master Record, 2013). This total represents 4.5 percent of the total aviation operations conducted at Stinson for the same period. Historical data captured from 2002 to 2011 shows transient military operations outnumbered local military operations for all years between and including 2002 to 2008. Beginning in 2009, the number of transient military operations decreased from previous years, but appears to have stabilized around 3,000 to 3,500 annual operations based on available data. During the same time period, but beginning in 2008, local military operations doubled from 2,522 to 5,172. It June 2015 tag 3 -33 should be noted that it is unclear if the military operations represented here were associated with JBSA -R or if some of the operations were associated with JBSA - Lackland or some other DoD entity. Stinson includes two intersecting runways, designated 9/27 and 14/32. Runway 9/27 measures 5,000 ft. long and 100 ft. wide and follows an east / wide alignment. Runway 14/32 measures 4,128 ft. long and 100 ft. wide and follows a northwest / southeast alignment. Civilian runways are not classified as Class A or B like military runways. Instead, they are classified according two factors based on aircraft type in use at the airport: aircraft approach category, a landing speed based on a fully- weighted capacity, and aircraft design group, calculated by tail height and wing span. Stinson's runways are classified as B -I meaning that the aircraft approach category is B, an approach speed between 91 and 120 knots, and the aircraft design group is I, a wing span of less than 49 ft. and a tail height of less than 20 ft. The airspace surrounding the Stinson Municipal Airport is controlled and classified as Class D. According to the FAA, Class D airspace is typically measured based on a set of calculations that includes longest runway length, airport elevation, flight departure length to assume a certain elevation, and other measurements. The calculation of these measurements in a certain equation establishes a radius length. This radius length extends from the airport's established reference point, which is the center of the longest runway, the geographic center of the airport, or something other fixed point, and fully encircles an area around the airport to form the controlled airspace area. Class D airspace typically extends from the surface to an elevation up to and including 2,500 ft. AGL. The airspace at Stinson follows the typical calculation: 577 ft. (airfield elev.at MSL) + 2,500 ft. (AGL) _ 3,077 ft. The Class D airspace associated with Stinson extends from the airfield surface to an elevation up to and including 3,100 ft. MSL. The Stinson Master Plan Update noted that "the airspace reverts to Class G airspace, which is uncontrolled airspace" when the control tower at Stinson is not in operation. The tower generally closes to operations from 10 pm to 7 am. Source: Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc.; Airport Master Record (Jun 27, 2013) FAA; Advisory Circular 15015300 -13A (Sept 28, 2012) FAA; San Antonio Sectional (May 2, 2013) FAA the footprint relative to the military operations is likely to be exaggerated since the military operations only comprise a small percentage of the overall aviation operations. Approach and Departure Flight Tracks The majority of Stinson's approach and departure flight tracks are oriented in a north -south direction with no flight tracks arriving from or departing to the west and only a few that arrive or depart to the east. Closed loop patterns are also flown. Source: Airport Improvements for Stinson Municipal Airport Environmental Assessment (Jun 2007) Ricondo & Assoc. Airfield Noise Contours As part of an analysis to extend runway 9/27 to the east, the Texas Department of Transportation contracted with Rincondo and Associates to prepare an environmental assessment document titled, Airport Improvements for Stinson Municipal Airport, that reviewed noise generation and impacts among other things (2007). Similar to the noise modeling and resulting noise contours prepared for ]BSA -R, noise contours were produced for activities at Stinson and also included four DNL -based noise contours associated with the aircraft activities. These are the DNL 65 dB contour, DNL 70 dB contour, DNL 75 dB contour, and the DNL 80 dB contour. These contours are shown in Figure 3 -19: Noise Contours. The DNL 80 dB and 75 dB noise contours are confined to the Stinson Municipal Airport property. The DNL 65 dB contour exceeds Stinson's perimeter in three places: the west end of runway 9/27 and both the north and south ends of runway 14/32. The exceedances associated with the north end of runway 14/32 and the west end of runway 9/27 are nominal and appear to extend off of Stinson a maximum of 500 ft. The DNL 65 dB noise contour associated with the south end of runway 14/32 extends into areas where residential and industrial uses are located. According to the Airport Improvements document, four residential dwelling units housing approximately 11 persons would be affected by noise equal to or greater than DNL 65 dB. Source: Airport Improvements for Stinson Municipal Airport Environmental Assessment (Jun 2007) Ricondo & Assoc. Airfield Safety Zones Object Free Areas and Runway Protection Zones Clear zones (CZs) and APZs are associated with military airfields. Civilian airfields, in contrast, utilize object free areas (OFAs) and runway protection zones (RPZs). The OFA is located in the same general area and serves the same purpose as the military's CZs in that it is an area located at the end of a runway and is intended to be "free of objects" as noted in the FAA Advisory Circular regarding airport design. Additionally, the RPZs act Page 3 -34 tune 2015 June 2015 Page 3-35 similarly to the APZs in that they are designed to minimize harm to persons and property in the event of an aviation - related incident during takeoff or landing activities. RPZs, though, differ from APZs in size and shape and property ownership requirements. RPZs vary in size and are enlarged or minimized according to the type of aircraft a runway services. Regarding shape, the RPZ is a four -sided polygon with two parallel sides - a trapezoid. The other two sides are not parallel, but mirror each other and angle out from the short side of the trapezoid. With regard to property ownership, the FAA Advisory Circular notes that a property owner must have a "sufficient interest" in the property at the location of the RPZ. Sufficient interest is obtained through fee - simple ownership of the property, an easement for the property, or reliance on adequate zoning. All of the runways at Stinson include RPZs, but do not include OFA as shown on Figure 3 -20: Safety Zones. This is because the active part of the runway, the point at which an aircraft will physically gain or lose contact with the runway during landing or takeoff, starts several hundred feet from the end of the paved area associated with the runway. The active start of the runway - the runway threshold - is displaced' from the end of the paved area. These runway areas are not used for takeoff or landing and act as the OFA since the area is kept free of objects by virtue of the paved areas associated with the runway location. The OFA length beyond the runway end, though, for Stinson Municipal Airport is deficient as shown in Table 3 -4. Certain types of new development proposed for inclusion within a RPZ require coordination with FAA, as noted in the FAA Interim Guidance (2012): • Buildings and structures • Recreational land use • Transportation facilities • Fuel storage facilities • Hazardous material storage • Wastewater treatment facilities • Above - ground utility infrastructure This guidance does not apply to existing development already located within a RPZ. Source: Advisory Circular 15015300 -13A (Sep 28, 2012) FAA; Memorandum: Interim Guidance on Land Uses within a Runway Protection Zone (Sep 27, 2012) FAA; Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc. Table 3-4. Runway Dimensional r Municipal Shoulder 10 Width Safety Area Prior to 240 Landing Threshold OFA 250 Width 20 0 240 240 240 240 250 250 Source / table extracted from: Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc. Page 3-36 June 2015 June 201 5 Page 3-37 Runway Safety Area The runway safety area (RSA) includes all areas directly adjacent to the runway and is sized to arrest 90 percent of all runway overruns. According to the FAA, "The RSA enhances the safety of aircraft which undershoot, overrun, or veer off the runway, and it provides greater accessibility for fire - fighting equipment during such incidents." (FAA AC, 2012). The size of the RSA is standardized based on the aircraft approach category and the aircraft design group. The RSA for Stinson Municipal Airport is deficient with regard to the safety area length beyond the runway end as shown in Table 3 -4. Source: Advisory Circular 15015300 -13A (Sep 28, 2012) FAA; Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc. Obstacle Free Zone The primary purpose of the obstacle free zone (OFZ) is to ensure the safe maneuver of aircraft in the areas near and adjacent to an airfield / runway. The OFZ is comprised of several dimensions: Runway OFZ Precision OFZ • Inner - approach OFZ • Inner - transitional OFZ The OFZ dimensions for civilian runways are fully dependent on "approach minimums for the runway end and the aircraft on approach" (FAA AC, 2012). Accordingly, the size of the OFZ is standardized based on the aircraft approach category and the aircraft design group. As shown in Table 3 -4, the Stinson Municipal Airport OFZ is deficient. Source: Advisory Circular 15015300 -13A (Sep 28, 2012) FAA; Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc. Imaginary Surfaces To further reduce the potential for accidents surrounding an airfield, a series of imaginary surfaces are employed around the perimeter of the entire airfield to characterize acceptable height limits. Height limits are acceptable when they allow for the safe transit of aircraft in the areas around an airfield. When structures like communication towers or objects like trees exceed this acceptable height limit, they are characterized as vertical obstructions. The imaginary surfaces that help to define acceptable height limits are established by the FAA and implemented based on the aircraft approach category and the aircraft design group. The City of San Antonio's Unified Development Code Airport Hazard Overlay District stipulates the surfaces and size of surfaces developed for and utilized by the Stinson Municipal Airport. These surfaces and their respective sizes include: Primary Surface is the area in the immediate vicinity of the landing or takeoff area and essentially forms a large rectangle around the entire runway area. It extends 200 ft. in length past the end of the runway surface and has a varied width depending on the runway requirements. The primary surface for Runway 9/27 measures 1,000 feet wide and for Runway 14/32 measures 500 feet wide. This means that the surface measures 500 ft. and 250 ft. wide, respective to Runways 9/27 and 14/32, on either side of the runway centerline. Approach Surface is the surface that starts at the end of the primary surface, measures 50,000 ft. long, and is associated with an aircraft's takeoff and landing area. Because it is associated with an aircraft's takeoff and landing, it is fan - shaped and sloped. The approach surface is aligned with the centerline of the runway and fans out / increases in width on either side from the centerline. Runway 27: the approach surface measures 1,000 feet wide at its start (at the end of the primary surface) and fans out to a width of 16,000 feet at its full length measure of 50,000 feet. The slope of the approach surface is angled at 50 to 1 for the first 10,000 feet and 40 to 1 for the remaining 40,000 feet. Runway 32: the approach surface measures 500 feet wide at its start (at the end of the primary surface) and fans out to a width of 2,000 feet at its full length measure of 5,000 feet. The slope of the approach surface is angled at 20 to 1 for the entire length of the surface. Runway 9: the approach surface measures 1,000 feet wide at its start (at the end of the primary surface) and fans out to a width of 1,250 feet at its full length measure of 5,000 feet. The slope of the approach surface is angled at 20 to 1 for the entire length of the surface. Runway 14: the approach surface measures 500 feet wide at its start (at the end of the primary surface) and fans out to a width of 1,250 feet at its full length measure of 5,000 feet. The slope of the approach surface is angled at 20 to 1 for the entire length of the surface. Horizontal Surface is an area that surrounds the runway at a height of 150 ft. above the EAE, which, for Stinson, is 727 ft. above MSL. It is measured 10,000 ft. out from the centerline of the end of the primary surface and forms a half - circle at the runway ends. The two half - circles are joined by straight lines to form a racetrack - shape. Page 3 -38 dune 2015 Conical Surface is a racetrack - shaped area that measures 4,000 ft. in width and connects to / extends from the outside edge of the Horizontal Surface. It slopes outward from the Horizontal Surface to 350 ft. above the EAE at a ratio of 20 to 1 meaning that it extends 20 ft. in height for every foot across. Transitional Surface is comprised of several vertical and vertically- sloped areas that connect all of the previously mentioned surfaces together. One set of transitional surfaces connects the outside edges of the primary and approach surfaces to the inside edge of the horizontal surface. The connection is sloped at a ratio of 7 to 1 meaning that it extends seven ft. in height for every foot across. The second set of transitional surfaces connects the approach surface with the horizontal and conical surfaces. This connection is also sloped at a ratio of 7 to 1. Source: 14 CFR § 77.17; City of San Antonio Unified Development Code Section 35 -331: "AHOD "Airport Hazard Overlay District, Jan 2006 Vertical Obstruction As previously indicated within the information regarding JBSA -R and JBSA -S Auxiliary Airfield, the FAA established guidance to reduce the potential for accidents surrounding an airfield. More information about the FAA guidance is included in Section 4: Existing Tools and in the JBSA -R description. Figure 3 -21 illustrates the FAA Part 77 footprint associated with the Stinson Municipal Airport in relation to the City of San Antonio and unincorporated areas in Bexar County. Source: 14 CFR § 77.17 BASH Relevancy Area The BASH footprint for Stinson Municipal Airport is illustrated in Figure 3 -22: BASH Relevancy Area. June 2015 Page 3- Page 3-40 Aine 2015 June 2015 Page 3-41 Please see the next page. Page 3-42 dune 2015 Introduction This section provides an overview of plans and programs that are currently used or applied in evaluating and addressing compatibility issues in the Joint Base San Antonio - Randolph (]BSA -R) Land Use Study (]LUS) area. There are three types of planning tools evaluated; permanent, semi - permanent, and conditional. Permanent planning tools include acquisition programs, either fee simple purchase of property or the purchase of development rights. Semi - permanent tools include regulations such as zoning or adopted legislation. Examples of conditional tools include comprehensive plans (CP), memorandums of understanding (MOU), intergovernmental agreements (IGA), and other policy documents that can be modified. The local jurisdictional planning tools include existing and proposed plans and programs that have been prepared and adopted by the study area jurisdictions. This discussion includes an evaluation of the type of planning tools utilized by the study area jurisdictions. A review and evaluation of state and federal plans and programs is also included. An overview of the programs implemented by JBSA -R includes the Randolph Area Environs Plan (2007), JBSA -R 2030 General Plan, Bird and Wildlife Aircraft Strike Hazard Plan (2012), 2003 Integrated Cultural Resources Management Plan, and 2007 Integrated Natural Resources Management Plan. Initiatives Federal and Military Programs and The Air Installation Compatible Use Zone (AICUZ) program was implemented by the Department of Defense (DOD) in 1973 to address noise and safety hazards associated with aviation operations. The AICUZ was established to minimize impacts from aviation operations (noise and accidents) through specific attention to development and land uses. The AICUZ framework evaluates noise from military aircraft, created the concept of clear zones / accident potential zones based on information from previous aircraft accidents, and recommends specific development / building densities and intensities to encourage compatibility between military operations and communities, and operational control effects of noise and aircraft accidents. The four primary elements of the AICUZ are: Noise Zone Footprint: Noise zones are classified into three categories: o Zone I - noise in this area is compatible with most noise sensitive land uses. • Zone II - noise is usually incompatible with noise - sensitive land uses. • Zone III - noise is incompatible with noise - sensitive land uses. Health, Safety, and Welfare: These efforts seek to reduce the nuisance of excessive noise generated by aircraft operations and public danger by discouraging the development of incompatible land uses such as businesses and housing in Accident Potential Zones (APIs); Public Investment: Promoting compatibility between a military installation and local communities safeguards military operations and protects the public investment in the installation; and Public Awareness and Communication: By working with the community and informing local citizens of operations and safety measures, the military can promote safety for community residents. As local leaders work with military officials to adopt compatible development practices, their relationship is strengthened through the resolution of mutual concerns. June 2015 Page -1 The U.S. Avian Hazard Advisory System (USAHAS) is a geographic information system -based bird avoidance model developed by the U.S. Air Force used for "analysis and correlation of bird habitat, migration, and breeding characteristics, combined with key environmental and man -made geospatial data." The model provides up -to -date information - "near real- time" - about bird activity and movements to assist pilots and flight planners in the scheduling and use of flight routes. The model can also be used as a forecasting tool to estimate bird strike risk. Information from the North American Breeding Bird Survey, Audubon Christmas Bird Count, bird refuge databases, and the U.S. Air Force Bird - Aircraft Strike database as well as public domain information regarding landfill locations is used to formulate the bird activity and movement data. The model is available for use by agencies and the general public, accessible from the USAHAS website at http://www.usahas.com/. The Clean Air Act governs air emissions from both stationary and mobile sources. Stationary sources include fixed - points such as power plants, while mobile sources include movable - points such as automobiles. The law authorizes the U.S. Environmental Protection Agency (EPA) to set the National Ambient Air Quality Standards ( NAAQS). The NAAQS regulate six criteria pollutants harmful to public health and the environment: carbon monoxide; lead; nitrogen oxide; ozone; particulate matter; and sulfur dioxide. The Clean Water Act (CWA) governs the management of water resources and controls and monitors water pollution. The CWA establishes goals to eliminate the release of toxic substances and other sources of water pollution to protect the high quality standards of surface waters. In so doing, the CWA prevents the contamination of near shore, underground, and surface water sources. r Y The Endangered Species Act (ESA) of 1973 is an environmental law designed to conserve threatened and endangered plants and animals and their habitats. The U.S. Fish and Wildlife Service (USFWS) and National Oceanic and Atmospheric Administration (NOAA) are lead implementing agencies of the ESA. The ESA requires federal agencies, in consultation with the USFWS and / or NOAA, to ensure that actions the agency authorizes, funds, or implements "are not likely to jeopardize the continued existence of any listed species or result in the destruction or adverse modification of designated critical habitat of such species." The law prohibits any action that causes a taking of any listed species of endangered fish or wildlife. The ESA provides a platform for the protection of critical habitat and species that may be at risk of extinction. The Federal Aviation Act [14 Code of Federal Regulations (CFR) Part 77] was passed in 1958 to provide methods for overseeing and regulating civilian and military use of airspace over the U.S. The Act requires the Secretary of Transportation to make long -range plans that formulate policy for the orderly development and use of navigable airspace. The intent is to serve the needs of both civilian aeronautics and national defense, but does not specifically address the specific needs of military agencies. Military planning strives to work alongside local, state, and federal aviation law and policies, but sometimes must supersede these and other levels of government due to national security interests. The FAA was created as a result of the Act for a variety of purposes, including the management of airspace. The 500 -foot rule, promulgated by the FAA, states that every citizen of the United States has "a public right of freedom of transit in air commerce through the navigable air space of the United States." The rule was formally announced in the 1963 Court of Claims ruling in Aaron v. United States and states that flights 500 feet or higher above ground level (AGL) do not represent a compensable taking because flights 500 feet AGL enjoy a right of free passage without liability to the owners below. Another important outcome of the Act is FAA Regulation Title 14 Part 77, commonly known as Part 77, which provides the basis for evaluation of vertical obstruction compatibility. This regulation determines compatibility based on the height of proposed structures or natural features in relation to their distance from the ends of a runway. Using the distance formula from this regulation, local jurisdictions can easily assess height restrictions near airfields. Additional information on Part 77 is located on the Federal Aviation Administration website at http://www.faa.gov/. As of January 29, 2013, the main focus of Part 77.17 is to establish standards to determine obstructions within navigable airspace, typically within a certain distance from an airport or airfield. It defines an obstruction to air navigation as an object that is of greater height than any of the following heights or surfaces in the following manner: • A height of 499 feet AGL at the site of the object; • A height that is 200 feet AGL or above the established airport elevation, whichever is higher, within three nautical miles of the established reference point of an airport, excluding heliports, with its longest runway more than 3,200 feet in actual length. This height increases in the proportion of 100 feet for each additional nautical mile of distance from the airport up to a maximum of 499 feet; Page 4 -2 dune 201 • A height within a terminal obstacle clearance area, including an initial approach segment, a departure area, and a circling approach area, which would result in the vertical distance between any point on the object and an established minimum instrument flight altitude within that area or segment to be less than the required obstacle clearance; • A height within an en route obstacle clearance area, including turn and termination areas, of a federal airway or approved off - airway route, that would increase the minimum obstacle clearance altitude; The surface of a takeoff and landing area of a civilian airport or any imaginary surface established under 77.19, DOD: 77.21, and heliports: 77.2. However, no part of the takeoff or landing area itself will be considered an obstruction; and Except for traverse ways on or near an airport with an operative ground traffic control service furnished by an airport traffic control tower or by the airport management and coordinated with the air traffic control service, the standards of paragraph (a) of this section apply to traverse ways used or to be used for the passage of mobile objects only after the heights of these traverse ways are increased by: 0 17 feet for an Interstate Highway that is part of the National System of Military and Interstate Highways where overcrossings are designed for a minimum of 17 -foot vertical distance. 0 15 feet for any other public roadway. 0 10 feet or the height of the highest mobile object that would normally traverse the road, whichever is greater, for a private road. 0 23 feet for a railroad. o For a waterway or any other traverse way not previously mentioned, an amount equal to the height of the highest mobile object that would normally traverse it. The FAA has identified certain imaginary surfaces around runways to determine how structures and facilities are evaluated and whether they pose a vertical obstruction in relation to the airspace around a runway. The levels of imaginary surfaces build upon one another and are designed to eliminate obstructions to air navigation and operations, either natural or man -made. The dimension or size of an imaginary surface depends on the runway classification. w y i r, '. The National Environmental Policy Act (NEPA) of 1969 is a federal law establishing a U.S. national policy to promote the protection and enhancement of the environment and requiring federal agencies to analyze and consider the potential environmental impact of their actions. The purpose of NEPA is to promote informed decision - making by federal agencies by making detailed information concerning significant environmental impacts available to both agency leaders and the public. All projects receiving federal funding, requiring a federal permit, or occurring on federal property require NEPA compliance and documentation. NEPA is applicable to all federal agencies, including the military. Not all federal actions require a full Environmental Impact Statement (EIS). In some cases, an action may not cause a significant impact, whereby an agency is only required to prepare an Environmental Assessment (EA). A NEPA document can serve as a valuable planning tool for local planning officials. An EA or EIS can assist in the determination of potential impacts that may result from changing military actions or operations and their effect on municipal policies, plans and programs, and the surrounding community. Public hearings are required for all EIS documents released under NEPA. The Act requires publishing of a draft EA and subsequent Finding of No Significant Impact (FONSI) allowing public comment for a period of 30 days. An EA may result in a FONSI or Record of Decision concluding that the action will have a significant impact and an EIS is required. The information obtained by the EA / EIS is valuable in planning coordination and policy formation at the local government level. The NEPA mandates that the military analyze the impact of its actions and operations on the environment, including surrounding civilian communities. Inherent in this analysis is an exploration of methods to reduce any adverse environmental impact. The National Historic Preservation Act (NHPA) of 1966 is a federal law to preserve historical and archaeological sites. Section 106 of the NHPA requires federal government agencies to account for the effects of their operations on historic properties. DOD Instruction 4715.3 requires installations to comply with Title 16 of the United States Code, which applies to conservation activities, including both natural and cultural resources. This Instruction is the impetus for Integrated Cultural Resource Management Plans (ICRMP). June 2015 Page 4 -3 Pursuant to the CWA, the National Pollutant Discharge Elimination System ( NPDES) permit program controls water pollution by regulating point sources that discharge pollutants into U.S. waters. Point sources are discrete conveyances such as pipes or man -made ditches. According to the law, individual homes that are connected to a municipal system, use a septic system, or do not have a surface discharge do not need a NPDES permit, but industrial, municipal, and other facilities must obtain permits if their discharges go directly to surface waters. The Noise Control Act of 1972 determined that noise not adequately controlled has the potential of endangering the health and welfare of people. It states that all Americans are entitled to an environment free from noise that can jeopardize their general health and quality of life. Along with state, local, and territorial governments, actions from the federal government were needed to ensure that the objectives of the Act were met. Concurrently, military installations were experiencing impacts related to encroaching urban development adjacent to an installation and the resulting complaints regarding noise from military flight operations. In 1973, the DOD responded by establishing the AICUZ program. The Noise Control Act and the AICUZ program are important because encroaching development and increased population near military installations often creates compatibility concerns. As communities grow, it is important that the military installation, developers, and the communities work together to mitigate the issue of noise and develop ways to coexist compatibly. The DOD has implemented a program entitled Partners in Flight that sustains and enhances the military testing, training, and safety mission through habitat -based management strategies. The program assists natural resource managers in monitoring, inventory, research, and management of birds and their habitats. As part of the Partners in Flight program, a strategic plan is created that can be incorporated into a Bird and Wildlife Aircraft Strike Hazard (BASH) plan. This program reaches beyond the boundaries of the installation to facilitate community partnerships and determine the current status of bird populations to prevent the further endangerment of birds. Readiness and Environmental Congress authorized the Readiness and Environmental Protection Initiative (REPI) in 2004, which allows the military services to participate in the development of buffers around military installations with entities such as local governments, land trusts, and private property owners. The REPI allows DOD to enter into agreements with these entities to acquire conservation easements or other interests in property adjacent to an installation and with the same or similar habitat found on the installation. When conservation easements or other interests are purchased, the property owner extinguishes development rights associated with their property in return for financial payment and tax benefits. The easement acquisition provides several benefits: protects military readiness by preventing incompatible development adjacent to installations and /or providing additional habitat off an installation for protection and /or advancement of wildlife and plant species of concern, and provides communities buffers from military activities and undeveloped, open areas for natural resources. � t The Safe Drinking Water Act (SDWA) is the primary federal law that ensures the quality of drinking water. The SDWA authorizes the EPA to establish standards for drinking water quality and oversee the water suppliers who implement those standards. The SDWA also mandates the protection of drinking water sources such as lakes, rivers, reservoirs, and springs. The DOD created a Compliance Program including a set of performance metrics designed to meet the requirements of both the CWA and the SDWA. Sikes The The Sikes Act of 1960 was established to ensure that DOD conserves and protects the natural resources under its authority. Because of the unique restrictions associated with public access, military installations are home to significant tracts of natural resources which must be managed by DOD. The 1997 amendment to the Sikes Act requires DOD to develop and implement Integrated Natural Resource Management Plans (INRMP), updated every five years. These plans typically include an installation description and history, current mission, management goals and projects, a discussion of how the military mission will be supported while protecting the environment, and input from the U.S. Fish and Wildlife Service and the general public. Page 4 -4 dune 2015 313SA-Randolph Plans and transient aircrews require awareness of the procedures and precautions. Programs The JBSA -R BASH plan provides workable strategies for mitigating BASH incidents including, but not limited to: JBSA -R plans and programs are the specific, existing tools available to the installation for developing and E Land Management controls; implementing various federal statutes and initiatives. E Broad - leafed weed management; These plans and programs may be changed or adjusted 0 Leveling of airfield; based on mission changes or requirements and funding a Monitoring and maintaining drainage sites; availability. a Bird proofing buildings and aviation structures; Design features; Instruction Air Force Management of off -base land uses; and, , Airfield Operations 1` Depredation and dispersal of birds and wildlife. *` i w11 = The Air Force Instruction 13 -204, Volume 3 (AFI 13- 204V3) Airfield Operations Procedures and Programs establishes guidance and criteria for various airfield operations. This AFI incorporates major changes to Air Traffic Control withdrawal procedures, unmanned aerial systems (UASs) operations, and graphical Notices to Airmen (NOTAMs) procedures. However, this AFI was specifically used for the guidance provided to the Air Force for the Glide Slope Critical Area and Precision Approaches as is the issue associated with JBSA- Randolph Runway 14L. 141 Since the inception of the AICUZ program, JBSA -R has completed several AICUZ studies. Aside from the initial study conducted in 1972, known as the "Randolph Airport Environs Study ", new studies / updates to existing studies are prepared when flight activities or operations change and resulting noise profiles change, requiring a new analysis. The most recent study was completed in 2007 as a result of "mission restructuring, conversion from the T -37 aircraft to the T -6 aircraft, and technical improvements to the noise - modeling software used to perform the study." Bird and Wildlife Aircraft Strike Hazard JBSA -R prepared a Bird and Wildlife Aircraft Strike Hazard (BASH) plan in 2012 to help minimize the threat of wildlife strikes to aircraft, particularly during landing and take -off operations. The plan is implemented by the 12th Flying Training Wing and establishes the Bird Hazard Working Group, procedures to identify high hazard situations and the appropriate mitigation, and outlines the concept for BASH awareness through the use of a warning system to include the use of "stop- light" colors to indicate the level of hazard to pilots and aircraft. The JBSA -R BASH Plan provides clear guidance about communicating hazard levels through the established warning system to the Air Traffic Control Tower and subsequent approaching and departing pilots. A Bird Avoidance Model was also prepared in 2012 to encourage better reporting of bird strikes. All permanent and While the base does not have control over land uses outside the installation fence line, it is imperative that the Air Force provide input in development matters that can potentially encourage increases in bird and wildlife popuilations near the airfield. Review of the JBSA -R BASH plan finds that the map of the exclusion zone, where development and development features that encourage birds and wildlife are strongly discouraged, is not included. The success of this plan is based on effective monitoring and mitigating of likely hazardous conditions, awareness, education of relevant persons associated with airfield operations, and the ongoing collection of data regarding BASH incidents. The concern over BASH risks has prompted the Air Force to arrange for a U.S. Department of Agriculture wildlife biologist to manage the JBSA -R BASH program. The general plan also addresses APZ zones identified in the AICUZ. The plan outlines current measures being taken to prevent encroachment by surrounding development, including the 188 -acre perpetual easement held by JBSA -R to ensure development is compliant with the AICUZ. The plan also states that development within the APZs in Universal City is likely to occur, but that all buildings within the APZ must comply with AICUZ land use recommendations and be approved by the 12th Flying Training Wing Commander prior to construction. However after further comment received it should be noted that, the 12 Flying Training Wing (FTW) does not consider the AICUZ land use recommendations as compatible with its training operations. The 12 FTW conducts approximately 200,000 flight movements annually in fighter- trainer type aircraft and the density of urban development recommended by the AICUZ June 2015 Page 4- substantially increases mission risk and the likelihood that people and property will be significantly impacted by an aircraft mishap. CATITWIVEW Management The 2003 ICRMP establishes compliance procedures to properly manage cultural and historical resources. The ICRMP establishes existing conditions for cultural and historical resources and identifies the potential impacts of JBSA -R's mission on cultural and historical resources and the impacts that preservation, maintenance, and repair of buildings and the continued use of historic buildings have on mission readiness. The ICRMP also establishes a coordination process between the installation and many state or regional agencies including the State Historic Preservation Office, the Advisory Council on Historic Preservation, the National Park Service, Native American groups, and the interested public. This process is subject to Section 106 of the NHPA, which establishes a process for working with federal agencies on historic preservation issues. Management Plan The INRMP outlines the various natural resources including important habitat found on the installation, soil types, management of noxious weeds and wildland fire, wildlife and riparian management, water resources and water rights, inter - agency responsibilities and coordination efforts, and the overall management plan for natural resources on JBSA -R to ensure no loss of capability for military training exercises. JBSA -R manages a cooperative program to avoid mid -air collisions through education and information sharing. This program, through the use and distribution of a handlbook, informs civilian aircraft operators of: • specific aircraft used by the military; • airfield locations used by the military; • daily airfield operations estimates; • flight patterns flown in and around the military airfield locations; • local air traffic control services; • military training and operations, including military operating areas; IN actions to avoid midair collisions; and potential areas of conflict in airspace near municipal airports. Texas Local Government Code Chapter 42, Extraterritorial Jurisdiction of Municipalities Chapter 42 of the Texas State Local Government Code: Extraterritorial Jurisdiction (ETJ) of Municipalities designates the area beyond a municipality's boundaries for future growth. The municipality has no zoning authority in this area, since the designated area is not incorporated into the municipality, but does give a municipality the right to regulate subdivision development within the ETJ area. The extent of the ETJ area is based on the municipal population and increases with population growth, ranging from one -half mile for municipalities with less than 5,000 inhabitants to five miles for a municipality with 100,000 or more inhabitants. The ETJ also increases as land is annexed into a municipality. Source: Texas Constitution and Statutes, 2011. Texas Local Government Code Chapter 43, Municipal Annexation Texas Local Government Code Chapter 43 includes the authority and process for local municipalities, meeting certain conditions, to annex property from the ETJ area into their corporate limits. The code prescribes rules and authorities for annexation by home -rule and general -law cities, including the amount of area that may be annexed, when voter approval is required via election, Page 4 -5 dune 201 the annexation of specific areas such as streams and sparsely occupied areas by petition of land owners subject to annexation, and annexation for certain uses such as agricultural or wildlife management. With few exceptions, such as voluntary annexation or areas with less than 100 separate lots total —each including fewer than two units —this does not preclude lots in this scenario that have no development, a municipality must prepare an annexation plan and guidelines. Annexation does not change the actual ownership of any land and the land may revert to its unincorporated status. If property is annexed, the annexing municipality's zoning and other municipal regulations become applicable and enforceable on the property following annexation precluding uses authorized by previously granted certificates, permits, etc. Source: Texas Constitution and Statutes, 2007. Texas Local Government Code Chapter 211, Municipal Zoning Authority Chapter 211 of the Texas Local Government Code authorizes a municipality to adopt zoning regulations governing "the height, number of stories, and size of buildings and other structures; the percentage of a lot that may be occupied; the size of yards, courts, and other open spaces; population density; the location and use of buildings, other structures, and land for business, industrial, residential, or other purposes; and the pumping, extraction, and use of groundwater by persons other than retail public utilities." While zoning regulations are not incorporated into a municipality's comprehensive plan, they must comply with it. Buildings, structures, or land 'under the control, administration, or jurisdiction of a state or federal agency" are exempted from the authority in Chapter 211. Source: Texas Constitution and Statutes, 1999. Texas Local Government Code Chapter 212, Municipal Regulation of Subdivisions and Property Development The Texas LGC Chapter 212.004 provides for exceptions to the municipality and the property owner in regulating subdivisions. A property owner may subdivide their land into minimum five -acre lots without seeking a permit as long as the lots have access to a frontage road (public street) and does not require any major infrastructure improvements that would warrant additional public services. Texas Local Government Code Chapter 213, Municipal Comprehensive Plans Chapter 213 of the Texas Local Government Code mandates that municipalities maintain a master or comprehensive / general plan "for the purpose of promoting sound development of municipalities and promoting public health, safety, and welfare." Chapter 213 also authorizes a municipality, without limitation, to address future land, transportation, public facilities or other elements in the comprehensive plan, but requires a notation on the future land use map, if included, stating that: "A comprehensive plan shall not constitute zoning regulations or establish zoning district boundaries." Comprehensive Plans are required to be updated every five years. Source: Texas Constitution and Statutes, 2001. Texas Local Government Code Chapter 232, County Regulation of Subdivisions Chapter 232 of the Texas Local Government Code grants counties the authority to regulate the subdivision of land. A county's authority is limited to roads, streets, drainage, and rights -of -way. Subdivision regulation is accomplished through the review and approval of plats. Cities in Texas have the authority to regulate new subdivisions within their corporate limits and in unincorporated areas within their ET]. Counties in Texas, by the authority granted from their commissioners' courts, also have subdivision regulation authority within unincorporated areas and may share authority in a city's ET]. According to Chapter 232, Subchapter E: Infrastructure Planning Provisions in Certain Urban Counties, commissioners courts can "adopt rules governing plats and subdivisions; they cannot, though, use the plats and subdivisions rules to regulate: the use of any building or property for business, industrial, residential or other purposes; the bulk, height, or number of buildings constructed on a particular tract of land; the size of a building that can be constructed on a particular tract of land, including without limitation and restriction on the ratio of building floor space to the land square footage; the number of residential units that can be built per acre of land; a plat or subdivision in an adjoining county; or road access to a plat or subdivision in an adjoining county. Although some limitations exist, subdivision regulations can still be effectively used for compatibility planning purposes. For example, in areas without existing wastewater infrastructure, subdivision regulations might prohibit or limit the development of land, require open June 2015 rage 4 -7 space set asides, or minimize the impact on a sensitive environmental area. In addition, the Texas LGC Chapter 232 authorizes a property owner in the counties of Texas to subdivide their land into minimum 10 -acre lots without requiring a permit to do so as long as a public right -of -way is not being dedicated. In addition, Chapter 232.015(f) enables the property owner to subdivide this land without the land having to have access to a public street. Source: Texas Constitution and Statutes, 2003. Texas Local Government Code Chapter 233, County Regulation of Housing and Other Structures In 2009, Chapter 232 Subchapter F of the Texas Local Government Code provided counties with the authority to regulate residential building code standards for residential construction occurring after September 1, 2009 in unincorporated areas. The code affords the county a minimum of three inspections during construction to ensure code compliance, but does not confer county authority to bill for inspections. A county must have a population greater than 100 persons to exercise this authority. Source: Texas Constitution and Statutes, 2009. Texas Local Government Code Chapter 240, Outdoor Lighting Texas Local Government Code, Title 7, Subchapter B: Outdoor Lighting near Observatories and Military Installations was enacted September 1, 1987 and subsequently amended September 2001, May 2007, and January 2012. The code grants certain Texas counties authority to regulate the use of lighting to mitigate interference with training activities, operations, or research within five miles of a military installation. Counties authorized to adopt these regulations must meet two criteria; they must have a population greater than one million and host at least five military bases. An adjacent county to the sponsoring county also has the authority to regulate lighting types, adopt shielding requirements, and specify times of usage in their county areas within five miles of the designated military base. Source: Texas International Dark Sky Association website; House Bill No. 1852, Texas Constitution and Statutes, 2001 Texas Local Government Code Chapter 241, Municipal and County Zoning Authority around Airports Texas Local Government Code Chapter 241, as amended in January 2013, authorizes jurisdictions to create a joint airport zoning board for the purpose of regulating land uses within a specified geographic area surrounding an airport to include unincorporated areas. Referred to as the Controlled Compatible Land Use Area, this rectangular area is demarcated by lines located no farther than 1.5 statute miles from the centerline of an instrument or primary runway and no farther than five statute miles from each end of the paved surface of an instrument or primary runway. Section 241.014 of the Texas State Local Government Code authorizes jurisdictions "to whose benefit an airport is used in the interest of the public or in which an airport owned or operated by a defense agency of the federal government or state is located" to create a joint airport zoning board. The board has the authority to adopt, administer, and enforce compatible land use regulations for its member jurisdictions. Source: Texas Constitution and Statutes website. Texas Local Government Code Chapter 397, Notification Requirements for Land Use Regulations Texas Local Government Code Section 397.005 comprises two components. The first requires local governments adjacent to or near a military installation to seek comments and analysis from the military installation concerning the compatibility of a proposed ordinance, rule, or plan with installation operations when the local government has determined that a proposed ordinance, rule, or plan may impact the installation's exercise or training activities. The second component requires local governments to consider and analyze those comments and analysis prior to adopting the proposed ordinance, rule, or plan. The second component only applies to a community with a population of more than 110,000 in a county with a population of less than 135,000 that has not adopted airport zoning regulations, i.e., a joint airport zoning board. Source: Texas Constitution and Statutes, 2005. Texas Private Real Property Rights Preservation Act The Private Real Property Rights Preservation Act (PRPRPA) was enacted by the Texas State legislature to recognize the importance of protecting private real property interests and ensure that certain governmental entities consider their actions on private real property rights. The PRPRPA defines whether or not an action of the government can be considered a taking. A taking, as defined by the PRPRPA, occurs when a government action causes a 25% or greater reduction in the value of private real property. Government actions identified by the PRPRPA include: The adoption or issuance of an ordinance, rule, regulatory requirement, resolution, policy, guideline, or similar measure; An action that imposes a physical invasion or requires a dedication or exaction of private real property; Page 4 -8 -tune 2015 An action by a municipality that has an effect on the ETJ of a municipality, and that enacts or enforces an ordinance, rule, regulation, or plan that does not impose identical requirements or restrictions on the entire ETJ of the municipality; and Enforcement of a governmental action, whether the enforcement of the governmental action is accomplished through the use of permitting, citations, orders, judicial or quasi - judicial proceedings, or other similar mechanisms. A governmental entity, based on a prescribed set of self - employed procedures, may be required to prepare a Takings Impact Assessment (TIA). If a governmental entity fails to prepare a TIA, when one is required, the governmental action may be invalidated. The PRPRPA defines the required elements of a TIA and criteria for its evaluation. The TIA requires the government entity to list and evaluate potential alternatives that could accomplish the action and evaluate the alternatives to demonstrate that the proposed action is the most suitable option to achieve the proposed result. The PRPRPA also incorporates the takings clauses of the U.S. and Texas Constitutions that private property shall not be taken for a public use without just compensation Source: State of Texas Office of the Attorney General website; Texas Constitution and Statutes, 1995. Texas Military Preparedness Commission In 2003, Senate Bill No. 652 established the Texas Military Preparedness Commission and the Texas Military Value Revolving Loan Account. Among the Commission responsibilities, reporting to the Governor's office, is to work with state agencies in preparing annual reports to the Governor and Legislature regarding the military installations, their adjacent communities, and the associated defense - related business within the state. The Texas Military Value Revolving Loan Account can issue up to $250 million in general obligation bonds to assist communities with significant defense - related attributes that enhance the value of their associated military installations and promote compatible land use. Under the law, a community near a military installation may request financial assistance to prepare a comprehensive defense installation and community strategic impact plan (SIP) that identifies the communities' long -range goals and development proposals. One objective of the strategic impact plan is to better manage the effects of future community growth on military installations and their training exercise activities. Information required within the strategic impact plan includes a list of existing and future land uses surrounding the military installation; the proposed distribution, location, and extent of land uses, e.g. housing, business, industry, agriculture, recreation, public facilities and grounds; and other categories of existing and proposed land use regulations, e.g. zoning, annexation, and planning recommendations. Other elements required in the strategic impact plan include: Transportation: location and extent of existing and proposed freeways, streets, roads, and other modes of transportation; Population growth: past and anticipated population trends; Conservation: methods for conservation, development, and use of natural resources; Open space: inventory of current open space, analysis of the military base's forecasted needs for open -space areas to conduct its military training activities, and suggested strategies to transition from currently developed land to open- space, if needed; Restricted airspace: creation of buffer zones, if needed, between the military installation and the existing land use pattern; and Military training routes: identification of existing routes and proposed plans for additional / revised routes. Once the community has prepared a SIP, it is encouraged to develop, in coordination with the military installation, a planning manual based on the plan actions and recommendations. The manual should incorporate guidelines for community planning and development. The community is recommended to consult with the installation to routinely confirm that the manual is continuing to effectively address current installation concerns. Source: House Bill No. 652, Texas Legislature website. Airport Compatibility Guidelines The Airport Compatibility Guidelines: Compatibility Planning, Compatible Land Use Zoning, Hazard Zoning for Airports in Texas was published by the Texas Department of Transportation Aviation Division in January of 2003. The guidelines complement the State of Texas Local Government Code Chapter 241, Municipal and County Zoning Authority around Airports. The guidelines are intended to aid decision - makers on how to compatibly plan in areas around airports. This type of planning is important as a result of increasing development pressures in areas surrounding airports. The primary tools discussed in the guidelines are Airport Compatible Land Use Zoning Ordinances and Hazard Zoning Ordinances. June 2015 Page 4 -9 The Guidelines comprise four chapters. The first two chapters explain the necessity for compatible land use planning by presenting data and background information on land use conflicts and assessing the current land use patterns in Texas. Chapter Three discusses how a municipality can determine if an Airport Compatible Land Use Ordinance or a Hazard Zoning Ordinance is best suited for them. It also outlines preparation, such as the prerequisites needed for implementation of an Airport Compatible Land Use Zoning Ordinance and a Hazard Zoning Ordinance. Chapter Four details procedural steps in developing and adopting an Airport Compatible Land Use Zoning Ordinance and / or a Hazard Zoning Ordinance. Source: Airport Compatibility Guidelines: Compatibility Planning, Compatible Land Use Zoning, Hazard Zoning for Airports in Texas; Texas Department of Transportation Aviation Division; Jan 2003 Real estate disclosures are used in some Texas jurisdictions to notify potential homebuyers of conditions affecting the property which they should be aware of prior to purchase. Section 5.008 of the Texas Property Code requires real estate disclosures to be provided to the purchaser on or before the effective date of the contract binding the purchaser to a property purchase. Pursuant to Section 5.008(a), a seller of residential real property comprising not more than one dwelling unit located in the state shall give to the purchaser of the property a written notice containing disclosures relating to the property condition. The Texas Real Estate Commission (TREC) disseminates a Seller's Disclosure of Property Condition form for use in residential real estate transactions (TREC Form No. OP -H, revised Sep 2011). The purpose of the Seller's Disclosure is to document any appliances, equipment, and features on the property and whether these items are in working condition. Real estate disclosures are also identified in the TREC Unimproved Property Contract Form 9 -10 (revised, Jan 2012). If the seller discloses property conditions that affect the use of the property and cannot be cured by the seller within a certain period of time, the buyer may terminate the contract within a mutually- agreed upon timeframe. Sellers are required to disclose knowledge about certain characteristics pertaining to the location of their property such as location in a 100 -year floodplain or other natural feature that may pose unique risks to the property like landfill activity, settling, soil movement, or a fault line. Although they are not currently used for this purpose in Texas, real estate disclosures can be used to notify buyers that a property offered for sale is in an area of military influence. The disclosure could also notify buyers of potential effects relating to the military influence area, such as lighting requirements, height limitations, required sound attenuation for new structures, and impacts to the property such as noise. Source: Texas Real Estate Commission website. Planning Regional Information and Tools Twenty -four regional councils were implemented within the State of Texas between the years of 1966 and 1971. The purpose of these councils is to "deal with the problems and planning needs that cross the boundaries of individual local governments or that require regional attention" as noted by the Texas Association of Regional Councils. Regional council #18 includes the Counties of Atascosa, Bandera, Bexar, Comal, Frio, Gillespie, Guadalupe, Karnes, Kendall, Kerr, McMullen, Medina, and Wilson, which is represented by the Alamo Area Council of Governments ( AACOG). The AAACOG primarily focuses on planning functions related to air quality / natural resources, economic and community development, and transit and transportation The AACOG also manages a regional data center that "provides city and regional planning expertise and geographic information system support" via data collection and synthesis of demographics and workforce / employment information. Source: AACOG website. ,( k, ._;: Metropolitan Statistical Areas are defined by the U.S. Office of Management and Budget (OMB). The OMB website for Open Government states, the OMB "assists the President in overseeing the preparation of the Federal budget and evaluates the effectiveness of agency programs, policies, and procedures." To prepare budgets and evaluate effectiveness, OMB manages a multitude of statistical programs ranging from the study of health and safety to economics. The OMB formulated Metropolitan Statistical Areas (MSAs) for use in their statistical programs to allow data to be grouped for efficient use. The U.S. is separated into 366 MSAs, each comprising a popuilation of at least 2.5 million, allowing the Federal Government, among other agencies and users, "comparable areas across the Nation for preparing and disseminating Federal statistics." (OMB, 2013) The San Antonio -New Braunfels MSA includes the Counties of Atascosa, Bandera, Bexar, Comal, Guadalupe, Kendall, Medina, and Wilson. According to the Real Estate Center at the Texas A &M University, the San Antonio -New Braunfels MSA provides data on the following: Page 4-10 June 201 • Medical; • Military; • Multifamily; • Office; and • Retail. Source: Texas Association of Regional Councils website; AACOG website; AACOG Brochure, undated; Office of Management and Budget website; OMB Bulletin No. 13 -01, Feb 2013; Market Data Sources, Real Estate Center, Texas A &M University website. County and Local Jurisdiction Planning Tools The planning tools used by the study area jurisdictions were analyzed and categorized as permanent, semi - permanent, or conditional. In Texas, only cities and not counties may enforce land use and development regulatory authority. Neither counties nor cities are legally bound by state law to develop comprehensive plans. Texas Local Government Code provides cities and counties with authority to regulate the subdivision of land within incorporated and ETJ areas, including managing roads, streets, drainage, and rights -of -way. In general, land cannot be divided in Texas without local government approval. Dividing land for sale or lease is regulated by local ordinances based on the Texas Local Government Code (Chapter 212 for cities and Chapter 232 for counties). In the case of cities, the local comprehensive plan, zoning, subdivision, and other ordinances govern the design of the subdivision, the size of its lots, and the types of improvements (street construction, sewer lines, drainage facilities, etc.). Counties may only regulate subdivisions as they apply to roads, property setbacks and groundwater. There are twenty -nine incorporated municipalities and numerous smaller, unincorporated communities within Bexar and Guadalupe Counties. While the missions conducted at JBSA -R have the potential to intermittently affect different parts of the counties at one time or another, this JLUS focuses on areas of Bexar County and its incorporated cities of Converse, Garden Ridge, Live Oak, San Antonio, Schertz, Selma, and Universal City, and Guadalupe County and its incorporated cities of Cibolo and Seguin. These areas are most affected by JBSA -R activities and conversely, the areas that have the most potential to pose compatibility and mission protection issues for JBSA -R. The following planning tools are discussed for each jurisdiction: • comprehensive plan; • zoning; • outdoor lighting; • airport zoning / compatibility; • subdivision regulations; • building codes; • extraterritorial jurisdiction; • annexation; and • other (additional tools, as applicable). Table 4.1 provides an overview of existing planning tools by jurisdiction and their applicability on military compatibility. Bexar County Bexar County is host to the Greater San Antonio area with a total population estimated at approximately 1.78 million in 2012. Regulatory tools for planning and zoning are generally limited for counties in the State of Texas; although, Bexar County does have some limited authorities. The following is a review of existing planning tools (policies, plans, and programs) utilized by Bexar County along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Bexar County does not have traditional land use authority and therefore, does not have a comprehensive plan. Zoning Bexar County cannot exercise zoning authority per state law but does regulate stormwater discharges associated with construction activities larger than one acre. Outdoor Lighting Subchapter B of Chapter 240, Texas Local Government Code, provides certain counties the authority to regulate outdoor lighting in unincorporated areas within five miles of a military installation. Bexar County is one of the counties that meets the requirements to exercise this authority and was successful in enacting an Order for Regulation of Outdoor Lighting pertaining to the unincorporated areas within three miles of Camp Bullis. A similar regulation has not been enacted for the areas surrounding JBSA -R and may not be feasible given the amount of incorporated areas associated with the cities of Converse, Schertz, and Universal City. June 2015 Page 4 -11 Table 4-1. Local Political Subdivision Planning Tool Bexar County ® N/A N/A City of Converse N/A City of Garden Ridqe N/A City of Live Oak N/A City of San Antonio N/A City of Schertz N/A City of Selma N/A City of Universal City N/A Guadalupe County ® ® N/A N/A City of Cibolo N/A City of Sequin N/A Legend: = The tool exists, but does not address land use = The tool does not exist or jurisdiction does not employ, issue(s) related to military compatibility as not adopted. adopted. = The tool exists, but only partially addresses land = The tool exists, but does not affect land use issue(s) use issue(s) related to military compatibility as related to military compatibility as adopted. adopted. = The tool exists and addresses land use issue(s) = The tool exists, but it is unknown if tool would affect related to military compatibility as adopted. land use issue(s) related to military compatibility due to lack of information. Page 4-12 dune 2015 Airport Zoning /Compatibility Texas Local Government Code Chapter 241 only affords counties the authority to implement zoning regulation in unincorporated areas; however, this Chapter also indicates that this authority would most likely apply to municipalities. Bexar County does not currently regulate zoning for airport purposes at either JBSA -R Airfield or Stinson Municipal Airport. Given that the majority of the area surrounding JBSA -R Airfield and all of the area surrounding Stinson Municipal Airport is incorporated, Bexar County's authority to implement zoning regulations is limited. Subdivision Regulations Bexar County has adopted subdivision regulations pursuant to Texas Local Government Code Chapter 232 to regulate lots, and street and drain rights -of -way, which can guide development within unincorporated areas. Bexar County does not have the ability to regulate subdivisions in any municipality's ETJ unless the land owner entered into an agreement with Bexar County. The County will have the ability to regulate subdivision in the City of San Antonio's ETJ when the city reaches a population of 1.9 million; it is currently approximately 1.3 million. Areas of Bexar County currently within the City of San Antonio ETJ require compliance with both Bexar County subdivision regulations and Chapter 35 of the City of San Antonio Unified Development Code and approval from both jurisdictions. Building Codes Texas Local Government Code Chapter 233, County Regulation of Housing and Other Structures, provides counties the authority to regulate residential building codes in unincorporated areas within the county. The authority is restricted to: new residential construction, in additions comprising more than 50 percent of the original structure, occurring after September 1, 2009, and does not apply to modular home construction. Bexar County utilizes and references the 2009 International Code Series and amendments found in the Bexar County Rules for the Enforcement of the International Fire Code and International Building Codes. In additional, references may be made to the National Fire Protection Association standards and other pertinent state laws. Other SOLID WASTE DISPOSAL ACT The Texas Health and Safety Code Chapter 361, Solid Waste Disposal Act, provides counties the authority to designate unincorporated land areas for solid waste disposal facilities. Conversely, the chapter effectively provides counties the authority to restrict the locations of solid waste disposal authority. This is important with respect to airport zoning because landfills and other solid waste facilities attracts birds and other wildlife resulting in hazards to flight activities. FLOOD CONTROL By the authority provided in Chapter 16 of the Water Code, Provisions Generally Applicable to Water Development, Bexar County regulates and restricts development within flood prone areas. One example of County - enforcement within the JLUS study area is the Cimarron Subdivision flood control project. The project includes "removal of approximately 15 homes from with the city limits of Converse currently located within the 100 -year storm event floodplain boundaries ", as noted on the Bexar County Flood Control website. This authority may be useful near JBSA -R since Woman Hollering Creek drains the south end of the installation between the two runways. City of Converse The City of Converse is part of the Greater San Antonio area, with a population of approximately 18,000. The City has adopted a Zoning Ordinance, Subdivision Regulations, and Building Codes to ensure orderly development within the City and its ETJ. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Converse along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan The City of Converse does not currently have a comprehensive plan. Zoning The City of Converse Zoning Ordinance, Chapter 50 of the city code, was last revised in 2006. The ordinance allows placement of single - family residences (R -1) adjacent to the approach /departure corridor for the southwest end of ]BSA Randolph runway 14R/32L. Although the ordinance specifies minimum lot sizes (55 feet x 110 feet), it does not otherwise restrict the number of dwelling units per acre. At a minimum lot size of 6,050 feet, a single - family residential development could include as many as seven dwelling units per acre. This density would be a concern in the accident potential zones associated with the JBSA -R runway 14R/32L. This is the only instance in Converse where density may present a compatibility issue with JBSA -R. All other land uses are outside of the CZ and APZ areas. JU17e 2015 Page 4 -1 Height limits are restricted to 38 feet for residential districts and a maximum of 90 feet for all other buildings and structures. In some areas adjacent to JBSA -R's perimeter, a height of 38 feet may interfere with aviation operations. This is especially true near the southwest end of runway 14R/32L. Outside of these areas, the height limit of 90 feet is sufficient to keep buildings and structures from protruding into the imaginary surface inner horizontal layer, which is 150 feet. The ordinance could be improved by including information about the JBSA -R AICUZ or the JBSA -R Airfield, as it does not currently reference either site. It also excludes appropriate air overlay zones or other zoning mechanisms / height restrictions specific to structures / wireless communication towers that could create vertical obstructions within direct proximity to the base. Outdoor Lighting The zoning ordinance for the City of Converse only addresses outside lighting in special use permit applications. The application requires information concerning, "Location and area coverage of all outside lighting (especially any which might shine into an adjacent residential area or into vehicle operator vision)." `Vehicle operator" is an undefined term, but likely means automobile operators and not aircraft operators. Airport Zoning / Compatibility The City of Converse has not enacted any airport zoning regulations, but has the authority to implement both Airport Hazard Area Zoning regulations and Airport Compatible Land Use Zoning regulations pursuant to Texas Local Government Code Chapter 241, since it is within the controlled compatible land use area. Unofficially, the city has considered or at least is aware of airport compatibility regarding JBSA -R as noted within the 1604 Commercial Corridor Study (2013). Some elements mentioned in the study include flight path restrictions, setbacks, height / building height restrictions, noise levels, airshows, zoning in Accident Potential Zones I and II, and electromagnetic interference. Subdivision Regulations The City of Converse enforces their subdivision regulations through Chapter 40 of the City Code of Ordinances. The subdivision ordinance was last revised in 2008. Subdivisions are primarily a concern limited to CZ and APZ areas due to recommended development densities. The overwhelming majority of Converse is located outside the CZ and APZ- the exception is the R -1 residential district. Platting activities do not impact future compatibility. The ordinance could be improved by including information about the JBSA -R Airfield, requirements for water supply / provision for new development, and incentives to proactively locate desired development types - those that are not noise - sensitive, near the airfield due to the noise levels associated with the aviation operations. Building Code To identify standards and guidelines and provide for administration and enforcement of the building codes, the City has adopted by reference the 2012 International Building Code, the 2012 International Fire Code, and the 2012 International Residential Code; all of which became effective October 1 of their publishing year. These current building codes provide basic development standards for structures and systems and some address specific elements like sound transmission and energy that could be better incorporated into the City of Converse's ordinances. For example, the 2012 International Residential Code, Appendix K: Sound Transmission, states, "Wall and floor - ceiling assembles separating dwelling units ... shall provide air -borne sound insulation for walls, and both air -borne and impact sound insulation for floor - ceiling assemblies." This language is important because of the airborne sound created by flight activities at ]BSA -R. Regarding energy efficiency, Section N1101.2 Chapter 11 states, "This code shall regulate the design and construction of buildings for the effective use and conservation of energy over the useful life of each building." The main objective of installing energy conservation measures is to save energy, but such measures may also attenuate sound, e.g. double -pane glass and thermafiber insulation. Extraterritorial Jurisdiction The city does not have any ETJ area available for annexation. Annexation As a home -rule charter municipality, the City of Converse is enabled by Texas Local Government Code Chapter 43 to annex area adjacent to the municipality as well as exchange area with other municipalities. The City charter does not specifically address annexation as a land development tool. Annexation is improbable based on a lack of available ETJ area and the proximity of adjoining municipalities' corporate limits. City of Garden Ridge The City of Garden Ridge is wholly located within Comal County *, north of JBSA -R, with a population of approximately 3,200. The City has adopted a Zoning Ordinance and Building Codes to ensure orderly development within the City and its ETJ. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Garden Ridge along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. ( *Information about Comal County is not included within this ]LUS Study, as it is not a participating jurisdiction.) Pepe 4 -:14 ]une 201 Comprehensive Plan This doesn't preclude light intensity on the property, The City of Garden Ridge does not currently have a though, which may be a concern for flight operations. comprehensive plan. Zoning The City of Garden Ridge implemented their zoning ordinance in December 2008. The ordinance specifies the maximum building height in all zones as 35 feet above grade. The height of all other improvements, such as telecommunications towers and poles, may not "exceed the ridgeline of the largest building on a lot unless specifically authorized by City ordinance or written authorization from City Council." One authorized deviation is related to the installation of direct - broadcast system video reception; poles or mast mounted antennas that may exceed "more than twelve (12) feet above the roofline of the building or other structure ". This may be a concern, as a part of Garden Ridge is located within the Federal Aviation Administration Part 150 vertical obstruction area for ]BSA-R. The six nautical mile boundary for the obstruction area lies south of Gloxinia Drive; approximately 20 percent of Garden Ridge is within the vertical obstruction area. The city is also wholly within the area affected by the outer horizontal surface of the airfield's imaginary surfaces; all structure heights are recommended to be less than 500 feet tall in relation to the elevation of the JBSA -R Airfield. Garden Ridge is located at approximately 130 feet above the elevation of JBSA -R, which means that structures should be no more than 350 feet tall. Since Garden Ridge is located approximately five miles outside of JBSA -R, there are no other compatibility issues with respect to zoning. Outdoor Lighting The zoning ordinance for the City of Garden Ridge includes the following limitations on exterior lighting for areas only zoned Single Family (R) Dwelling and Country Club (CC): Light fixtures shall be below the building roofline; Lights shall not aim beyond the owner's property line nor illuminate adjoining property to more than five (5) foot - candles measures at the point of highest intensity; No single light fixture or cluster of fixtures shall exceed 150 -watt capacity; and Any variance shall meet the criteria of not causing increased illumination off the property. Limitations on exterior lighting for areas zoned Office and Professional (B -2), Neighborhood Service (B -1), Municipal Use (MU), Light Industrial (LI), and Industrial (Z -1) Districts may not have lights that "aim beyond the owner's property line nor illuminate adjoining Residential (R or CC designated) District lots to more than (5) foot - candles measures at the point of highest intensity." Airport Zoning / Compatibility The City of Garden Ridge has the authority to implement Airport Hazard Area Zoning Regulations pursuant to Texas Local Government Code Chapter 241, but does not have the authority to enact Airport Compatible Land Use Zoning regulations, since it is greater than five miles from the northern end of the nearest JBSA -R runway and not within the controlled compatible land use area. Subdivision Regulations The City of Garden Ridge enacted subdivision regulations through the adoption of Ordinance 7- 042013 in April 2006. Since Garden Ridge is located approximately five miles outside of JBSA -R, the subdivision of land is not a compatibility issue. Building Code The City of Garden Ridge has adopted by reference the Southern Building Code Congress Standard Building and Fire Prevention Codes, 1991 editions and all future supplements. The International Code Council has since replaced the Southern Building Code Congress with the International Building Code, which has become standard across the United States. Extraterritorial Jurisdiction The ETJ area for the City of Garden Ridge is an existing quarry located in the center of the city. No other ETJ area is available to the city since it is bounded by corporate and / or ETJ areas for the cities of Schertz and San Antonio. The City of Garden Ridge 2009 Water Master Plan & Impact Fee Analysis notes that the quarry will likely complete excavation operations in "approximately 25 years" at which time, the city will appropriate the property for residential development. Annexation As a Type A general -law municipality, the City of Garden Ridge is enabled by Texas Local Government Code Chapter 43.023 to annex area contiguous to the municipality limited to one mile in width. Property owners subject to annexation may petition the municipality to order an election in the affected area and decide whether to become part of Garden Ridge. Annexation may be improbable based on a lack of available ETJ area and the proximity of adjoining municipalities' corporate limits. City of Live Oak The City of Live Oak is located within the San Antonio MSA and home to a population of approximately 13,000. The City has adopted a Comprehensive Plan, Zoning Ordinance, Subdivision Regulations, and Building Codes to ensure orderly development within the City of Live Oak. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Live Oak along with a brief analysis identifying their efficiency June 2015 Pere 4-15 or deficiency in addressing land use and military Outdoor lighting compatibility and where potential improvements can be Outdoor lighting in the zoning ordinance is limited to the made. regulation of off - street parking areas. Lighting for these areas must be directed or shielded to prevent illumination Comprehensive Plan of adjoining residential areas. The City maintains the City of Live Oak Comprehensive Plan 2022 to guide future land uses, transportation, Lighting is also referenced in the Neighborhood and economic development, and the general character of the Business Enhancement section of the Comprehensive city, its neighborhoods, and public services and facilities. Plan,. but the recommendations are limited to aesthetics. The Comprehensive Plan includes the following chapters: The recommendations are not enforceable, since they have not been implemented though the zoning ordinance. • Baseline Analysis; • Goals and Objectives; • Future Land Use Plan; • Thoroughfare Plan; • Neighborhood and Business Enhancement Plan; and • Implementation. The City of Live Oak is located outside of the CZ, APZ, and noise contours for JBSA -R, so future densities and land uses noted within the city's comprehensive plan are not a compatibility concern. Zoning The City of Live Oak implemented their zoning ordinance in 1984 with revisions occurring most recently in 2012. The City's Zoning Map, dated July 2008, shows the eastern edge of the city zoned for Office and Professional (B -1), Neighborhood Services (B -2), and General Business (B -3) Districts with a few limited parcels zoned Apartment / Multi - Family Residential (R -5) District. In each of these districts, the height is restricted to three standard stories. Standard stories are defined within the Zoning Ordinance as "having eleven feet six inches between floors ", which would restrict heights to approximately 34.5 feet in these zones. Areas zoned Light Industrial (I -1) and Medium Industrial (I -2) are allowed up to six stories and may be taller in height with provision of appropriate set back from applicable lot lines. A building in these districts could be 69 feet in height or higher. Only one area is zoned Light Industrial (I -1); located in the northwest corner of the City of Live Oak bounded by Lookout Road. No areas are zoned for Medium Industrial (I -2) uses. Telecommunications tower facilities / monopoles are height restricted to a maximum of 120 feet, potentially limiting the possibility of telecommunications towers as a vertical obstruction in the City. Live Oak, though, is located at an elevation of 912 feet, which is approximately 150 feet above the JBSA -R Airfield. The majority of the city is within the conical surface, which increases from 150 feet to 500 feet in elevation. The allowable heights within the zoning ordinance coupled with the city's elevation presents a compatibility concern in the southeast portion of the city due to proximity of the 150 -foot conical surface elevation. Airport Zoning / Compatibility The City of Live Oak has not enacted any airport zoning regulations, but has the authority to implement both Airport Hazard Area Zoning regulations and Airport Compatible Land Use Zoning regulations pursuant to Texas Local Government Code Chapter 241, particularly since the city jurisdiction extends into the controlled compatible land use area. Subdivision Regulations The City of Live Oak adopted subdivision regulations in October 2009. Since Live Oak is located outside of ]BSA-R's safety zones, compatibility with subdivision development is not a concern. Building Code To identify standards and guidelines and provide for administration and enforcement of the City of Live Oak's building codes, the City adopted the 2012 International Building Code. Since Live Oak is located outside of ]BSA-R's noise contours, building code provisions (sound attenuation) are not a compatibility concern. Extraterritorial Jurisdiction The City of Live Oak does not have any ETJ areas. Annexation As a home -rule charter municipality, the City of Live Oak is enabled by Texas Local Government Code Chapter 43 to annex area adjacent to the municipality as well as exchange area with other municipalities. The City charter specifies the process for annexation in Article 1, delineating three methods by which the City may extend its boundaries. These methods are: Annexation by ordinance; Annexation by petition; and Annexation by election. Annexation by ordinance can be performed by the City Council, with or without consent of the owners or inhabitants, and all annexations shall be limited and controlled by the applicable annexation laws of the State. Annexation is improbable based on a lack of available ETJ area and the proximity of adjoining municipalities' corporate limits. Fargo 4 -15 lune 2015 City of San Antonio As the largest incorporated area within the JLUS study area, the City of San Antonio (COSA) has implemented and utilized the widest variety of planning tools to ensure orderly and safe development throughout the city and its ETJ. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of San Antonio along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan The COSA adopted master plan policies on May 29, 1997 along with the City's first Unified Development Code (UDC) on May 3, 2001 to implement the policies. Master plan policies address Growth Management, Economic Development, Community Services, Neighborhoods, Natural Resources, and Urban Design and provide long -range goals for each of these functional areas. The City has not adopted a city -wide land use plan; instead, functional plans, sector plans, neighborhood and community plans, and community development plans form the basis for comprehensive planning within COSA. The hierarchy of these plans is such that a local plan may supersede elements of a sector plan, as shown in the following table: City -wide Functional 1 Chapter / Element Functional of Policy Plans Document Neighborhood Specific 3 May supersede a & Community Level 2 Plan Plans Neighborhood Plan supersedes Community Plan Source: Comprehensive Planning Program, COSA, Dec 10, 2009 Sector plans typically include "an existing land use map, general land use plan (urban, suburban, rural, reserve, preserve, regional activity center, community activity center, neighborhood activity center, rural activity center, special activity center, high capacity corridor) and a summary of existing growth, economic development, land use, and transportation trends." Stinson Municipal Airport is located within the eastern sector and JBSA -R Airfield is located adjacent to the eastern sector of the city; COSA is currently preparing the sector plan for this area. Neighborhood and Community Plans address the areas surrounding Stinson Municipal Airport and the areas west of JBSA -R Airfield under the jurisdiction of COSA. These plans are the Stinson Airport Land Use Plan (2009) and IH 10 East Corridor Perimeter Plan (2008), respectively. The Stinson Airport Land Use Plan provides a future land use plan to guide decisions undertaken by city planners. In the areas adjacent to Stinson Municipal Airport, the future land use plan simplifies zoning by aggregating large swaths of land into single land uses, thereby eliminating the patchwork zoning currently in place. The plan notes the following for consideration: "As the airport operations continue to expand, an attenuation overlay district may be warranted in the future. Notations on plats, restrictive covenants, and property acquisition can also protect airport operations. In addition, a corridor overlay district could enhance the area's urban design through additional development and design standards." Additionally, the plan makes the following action recommendations yet to be implemented: "Consider adoption of land use compatibility standards through a zoning overlay to prohibit certain hazardous and incompatible uses within the noise contours in accordance with Federal and State regulations. Encourage all owners /agents of property within noise contours to provide a public notification statement to all prospective purchasers through a written disclosure statement. Make the noise contours and airport hazard overlay zone available for public inspection through the City's Zoning Map application and other public venues. Consider adoption of a zoning ordinance that provides noise attenuation standards for properties with DNLs of 65 decibels or greater that requires acoustical treatments to reduce noise to acceptable levels within the airport noise contours. Investigate incentives to assist owners of properties within noise contours to attenuate homes and buildings for noise, including fee waivers, potential grants, etc." With the exception of the incentives investigation, all other recommendations were assigned a short -mid timeframe for implementation; the associated timeframes are one to two years for short -term implementation and three to five years for mid -term implementation. June 2015 Page 4 -17 The IH 10 East Perimeter Plan notes that JBSA -R has been and continues to be a major economic contributor to the cities of "Schertz, Seguin, San Antonio, and New Braunfels" and that the City of Schertz "enjoys a close relationship" with the base. Unfortunately, the mention of JBSA -R is limited to these two instances. The perimeter plan includes a future land use plan for areas under COSA jurisdiction. The future land uses noted have been implemented and are discussed in the preceding section on zoning. The IH 10 Perimeter Plan could be strengthened by including more information about JBSA -R, its associated aviation operations, and planning recommendations for the COSA corporate areas in the vicinity of JBSA -R. Zoning The last copyrighted edition of the COSA zoning ordinance is dated 2006, but several updates have been adopted since. The COSA zoning ordinance is complex and wide - ranging and includes Base Zoning Districts, which regulate standard residential, commercial, and industrial uses among others; Overlay Districts, which regulate / protect special land use types such as airports, historic districts, recharge zones, and outdoor lighting near military bases; Special Districts, which regulate special /unique uses such as transit - oriented development, golf courses, quarries, manufactured housing, and arts and entertainment; and Flex Zoning Districts, which regulate unique development areas or patterns to preserve a certain character or enhance efficiency within the area and includes areas ranging from farm and ranch uses to heavy industrial. The properties surrounding Stinson Municipal Airport include Residential, Commercial, and Light Industrial base zoning districts. The properties near JBSA -R include Residential, Office, and Commercial base zoning districts. All of these areas are further regulated by an Airport Hazard Overlay District (AHOD). The AHOD implements additional restrictions above those regulated by base zoning districts. Accordingly, the AHOD is comprised of a series of standards to protect aviation activities and land uses and land -based activities. Specific standards include: • Development Standards; • Height- Limiting Imaginary Surfaces, International and Stinson; • Height Restrictions; • Use Restrictions; • Nonconforming Uses; • Administrative Agency (inside City limits); • Board of Adjustment; • Appeals; • Judicial Review (inside City limits); • Conflicting Regulations; and • Imaginary Surfaces (Kelly and Randolph Air Force Bases). These standards are comprehensive in their design and regulation and include prohibitions on existing and future uses, nonconforming structures, natural growths, and land uses and requirements for variances, Federal Aviation Administration (FAA) notification and marking and lighting. The AHOD provides height - limiting restrictions in accordance with imaginary surfaces that regulate civilian airports, applicable to Stinson Municipal Airport, and military airfields, applicable to JBSA -R. Note: imaginary surfaces for civilian and military airfields differ slightly as discussed in Chapter 3. The AHOD provides more stringent height restrictions than those regulated by imaginary surfaces alone by regulating structures and growth that results "in the alteration of any flight procedure established by federal aviation authorities" and, where one or more imaginary surface exists in the same area, the more stringent prevails. Use restrictions address electrical and visual interference, competition with airport lights, glare and visibility near the airport, airspace penetration by temporary objects like balloons, alterations to private flying fields, bird strike hazards, and general safety of aviation operations. While the AHOD is comprehensive, it does not reference specific restrictions for development in the Runway Protection Zone (RPZ). The RPZ is similar to the military CZ (more information about RPZs is provided in Chapter 3). The RPZs for runway 9/27 extend outside the airfield boundaries. To the west, runway 9's RPZ extends over an existing residential area comprising Multi- Family Residential (MF -33) and Single - Family Residential (R -4) zoning Districts. The MF -33 District allows a density of up to 33 dwelling units per acre; R -4 allows a density of up to 10 dwelling units per acre and allows nursery, public, and private school uses, with a one -acre minimum area. To the east, runway 27's RPZ also extends outside the airfield's boundaries. Commercial (C -3) and Single - Family Residential (R -6) Districts appear to be within the RPZ. The Commercial (C -3) District allows intensive commercial uses including regional shopping centers and multi- screen movie theaters. The Residential (R -6) District allows a density of up to seven dwelling units per acre and nursery, public, and private school uses, with a one -acre minimum area. The single - family residential and commercial uses are limited to 35 feet in height and the multi - family residential is limited to 45 feet. It is not known if these heights are a compatibility concern, since imaginary surface information was not available for Stinson Municipal Airport. Density is a compatibility concern as explained below. FAA recommendations restrict the RPZ "to such land uses as agricultural, golf course, and similar uses that do not involve congregations of people or construction of buildings or other improvements that may be obstructions." The FAA Airport Improvement Program Page 4 -15 -lure 201 notes, "Land uses prohibited from the RPZ are: residences and places of public assembly. (Churches, schools, hospitals, office buildings, shopping centers, and other uses with similar concentrations of persons typify places of public assembly.) In cases where the land is already developed and it would be too expensive to acquire the existing development, this policy is a recommendation." The land uses in the runway 9/27 RPZs must be pre- existing and are regulated within the AHOD as nonconforming uses. The property near JBSA -R is zoned Neighborhood Preservation (NP -10), Residential (R -5 and R -6), Multi- Family Residential (MF -33), Manufactured Housing (MH), Office (0 -1), and Commercial (C -2 and C -3) Districts. With the exception of the Neighborhood Preservation (NP -10) District, all other districts are located outside of the JBSA -R safety zones and limited to heights of 25 to 45 feet. With the exception of the Neighborhood Preservation (NP -10) District, the densities and building heights do not present a compatibility concern. Neighborhood Preservation (NP -10) District is a special zoning district established by Section 35 -340 and is "designed to protect existing platted subdivisions which are substantially developed with single - family detached dwelling units ". The Neighborhood Preservation (NP -10) District requires a 10,000 square foot minimum lot size, equivalent to four dwelling units per acre. A portion of the zoned area is within the APZ I and II for JBSA -R with the larger amount located in APZ I. This zoning density exceeds the recommendation for APZ I, where residential uses are not recommended. In APZ II, it is twice the number of recommended dwelling units per acre. The height is restricted to 35 feet or 2 1/2 stories and may pose a compatibility concern based on the specific location of the residential unit relative to the transitional surface imaginary surface layer. Otherwise, the height does not appear to conflict with the approach - departure clearance surface height recommendations. Aside from the land use concerns noted for both Stinson Municipal Airport and JBSA -R, the AHOD zoning would preclude future development of incompatible land uses and limit the height of new structures. Densities are not regulated within the AHOD and current base zoning districts allow densities greater than those recommended by the FAA and DOD. Outdoor Lighting On December 11, 2008, COSA amended Chapter 35 of the zoning code by adding Section 35- 339.04 "Military Lighting Overlay Districts" to Article II, Division 4 "Overlay Districts" and adding Section 35- 498 "Violations of Military Lighting Overlay Districts Regulations" to Article IV, Division 11 "Enforcement, Violations and Penalties." The purpose is to establish regulations for outdoor lighting impacting military operations within five miles of the perimeter of Camp Bullis / Camp Stanley, JBSA -R, and ]BSA Lackland. The intent of these amendments is to reduce glare and the potential distraction by off - installation activities upon the night time training exercises and to balance the needs of the military, COSA, and property owners regarding responsible development and appropriate outdoor lighting. In addition to designating the area within five miles of military installations perimeters, the ordinance also states: "...if a Joint Land Use Study determines that lighting regulations are required in a smaller area than those required in a designated district, the City may initiate a rezoning to remove properties from a military lighting overlay district. If a Joint Land Use Study determines that different regulations are required or recommended, the City may modify the district regulations accordingly." This ordinance regulates outdoor lighting for COSA corporate areas within five (5) miles of JBSA -R. Its purpose is to protect military night training activities from the encroachment of new development. For the areas surrounding Stinson Municipal Airport, the zoning code includes regulations applicable to signs, parking areas, and other purposes. This code includes the following restrictions: Lighting facilities used to light signs, parking areas, or for other purposes shall be so arranged that the source of light is concealed from adjacent residential properties and does not interfere with traffic; Lights illuminating off - street parking or loading areas shall comply with the following standards as a protection against excessive glare and light spilling over to adjacent properties; When a light source has elements such as shields, reflectors, or refractor panels which direct and cut off the light at a cutoff angle that is less than ninety degrees, the maximum permitted height shall be thirty feet; When a light source has a cutoff angle of ninety degrees or greater, the maximum permitted height shall be fifteen feet. Moreover, the Airport Hazard Overlay District (AHOD) regulates lighting surrounding Stinson Municipal Airport and COSA corporate areas near JBSA -R Airfield through use restrictions. Uses are regulated so as not to: o "Make it difficult for flyers to distinguish between airport lights and others; o Result in glare in the eyes of flyers using the airport; [and] o Impair visibility in the vicinity of the airport." In this instance, lighting is regulated by controlling the light- producing use. The AHOD regulations could be improved through the addition of specific regulations that address the lighting source. June 2015 Fags 4 -1 Airport Zoning / Compatibility The Stinson Airport Vicinity Land Use plan notes that both an Airport Hazard Zoning District and an Airport Awareness Zone have been implemented to promote compatibility with surrounding uses and sustainment of airport operations. The Airport Hazard Overlay District limits the height of structures or natural growth that obstruct airspace required for takeoff, landing and flight of aircraft (FAA Regulation 14 CFR Part 77). The Airport Awareness Zone was established through a resolution in 2001 to ensure compatible uses around the airport, and requires consultation with Aviation Department staff for zoning change requests within the zone." The Airport Awareness Zone is the controlled compatible land use area for Stinson Municipal Airport. The COSA regulates corporate areas near JBSA -R through the AHOD. The COSA also has the authority to enact an Airport Awareness Zone in the corporate areas near JBSA -R, since corporate property is in the controlled compatible land use area, but has not done so. The COSA has the authority to enact a Military Airport Overlay Zone (MAOZ) in the corporate areas near JBSA -R. The MAOZ is intended to ensure compatibility between military airports and surrounding communities The MAOZ is intended to: "Guide, control, and regulate future growth and development. Promote orderly and appropriate use of land. Protect the character and stability of existing land uses. Enhance the quality of living in the areas affected. Protect the general economic welfare by restricting incompatible land uses. Prevent the establishment of any land use which would endanger aircraft operations and the continued use of military airports." Subdivision Regulations Although the COSA enforces subdivision regulations through their Unified Development Code, the properties surrounding Stinson Municipal Airport and properties adjacent to JBSA -R Airfield would be more stringently regulated under the AHOD. The AHOD states, "no material change in the use of land ... shall be... established... unless a permit therefor shall have been applied for and granted. Applications for permits shall be made to the department of development services upon a form supplied for this purpose, and by submitting a map of sufficient accuracy and detail to allow an accurate determination of compliance with this [AHOD] division." Building Code Within Chapter 10 of the Municipal Code, COSA adopted the 2012 editions of the International Building Code, International Existing Building Code, and International Residential Code and the 2000 and 2001 supplement to the International Energy Conservation Code. Although the International Residential Code includes language requiring "air -borne sound insulation for walls, and both air -borne and impact sound insulation for floor - ceiling assemblies ", the COSA code makes no specific reference to attenuating sound or noise, despite the residentially -zoned land uses within the Stinson Municipal Airport noise contours. As noted in the Comprehensive Plan section, the Stinson Airport Vicinity Land Use Plan recommends five actions to address noise near the airport. The most important of which is "adoption of a zoning ordinance that provides noise attenuation standards for properties with DNLs of 65 decibels or greater that requires acoustical treatments to reduce noise to acceptable levels within the airport noise contours." Despite the use of Stinson Municipal Airport for military aviation activities, a Military Sound Attenuation Overlay District has not been implemented by COSA. The regulation states "To be designated as a military sound attenuation overlay district, the area must be identified by the United States military, joint land use study or adopted master plan as being situated within a noise military influence area." The COSA jurisdictional property near JBSA -R Airfield is not within or affected by existing noise contours. Extraterritorial Jurisdiction With a 2012 estimated population of 1.38 million, the COSA ETJ extends five miles past the municipal boundary. This is the largest extent available for an ETJ area, available to municipalities surpassing a popuilation of 100,000 pursuant to Texas Local Government Code Chapter 42. Annexation The property surrounding Stinson Municipal Airport is within the COSA city limits and was annexed in the years between 1940 and 1959. The City extended their municipal reach into an area near the southwest corner of JBSA -R in the years between 1960 and 1979. The corporate limits generally extend along Interstate -10 (I -10) with part spreading north along Loop 1604. The property along Loop 1604 is bounded to the north by the City of Converse, to the east by the City of Schertz, and to the south and west by COSA ETJ area. The City has the authority to annex other property located in the ETJ, but will have little effect on JBSA -R. The annexation of City South property is still unfolding and effects, if any, on Stinson Municipal Airport cannot be fully determined. It is important to note that this area is within the Airport Hazard Overlay District, which is described under Zoning. Fargo 4 -20 -lure 2015 City of Schertz area to the southern end of JBSA -R and acknowledges The City of Schertz is located within the San Antonio MSA and portions of the City are also located within the Accident Potential Zones (APZ). The City is home to approximately 32,000 people. The City has adopted a Comprehensive Plan, Downtown Revitalization Plan, Zoning Ordinance, Subdivision Regulations and Building Codes to ensure orderly development within the City of Schertz and its ET]. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Schertz along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan The City of Schertz adopted a Comprehensive Plan in 2002 to develop a community vision, guide future land uses and transportation, provide for public facilities, parks and recreation, community enhancement, and to assess growth capacity. The Schertz Comprehensive Land Plan designates a 20 -year horizon that applies within its corporate limits and surrounding one -mile ETJ. The key element of the Comprehensive Plan is the Land Use Plan, which provides guidance for future growth in Schertz. The Land Use Plan considers, in depth, compatible land uses for the areas adjacent to JBSA -R, especially those within the AICUZ. The plan proposes implementing the land use recommendations from the AICUZ study to ensure future growth is compatible with JBAS- Randolph operations. The Schertz Comprehensive Land Plan also prescribes continuing agricultural land use and limiting residential construction within the APZ I or APZ II zones as well as amending the UDC to reflect a more appropriate use of development tools to preserve large scale open space in the AICUZ study area. Goals and Objectives associated with compatibility of land uses with JBSA -R are: Goal 2, Objective E, Action 2: Amend the UDC and zoning map as appropriate to promote the use of cluster development and large scale preservation of open space in accordance with conservation subdivision techniques, particularly in the area encompassed in the AICUZ study. Goal 6, Objective A: Determine uses that are appropriate and in accordance with the AICUZ study, meet the goals and objectives of the community, and provide a positive impact on the community. Goal 6, Objective B: Develop policies, restrictions, and incentives to ensure that the land uses deemed appropriate by the community within the AICUZ study are promoted. Information regarding the AICUZ study and the Goals and Objectives included within the Comprehensive Plan is beneficial for compatibility. The plan limits the AICUZ compatibility with "severe" noise contours. DOWNTOWN REVITALIZATION PLANNING REPORT Published in January, 2010, the Schertz Downtown Revitalization Planning Report addresses Downtown Schertz, located to the northeast of ]BSA-R; a small portion of which is located within APZ I. The conceptual Master Plan provided within the Downtown Revitalization Planning Report describes the study area as a gateway into Schertz from JBSA -R and calls for the modification of existing zoning in the study area. The report recommends modifying existing height regulations in the zoning code but does not provide specific guidance. Zoning The zoning ordinance for the City of Schertz, Article 5 of the Unified Development Code (UDC), was adopted by Ordinance Number 10 -S -06 on April 13, 2010. Titled Zoning Districts, it establishes standards and general purposes for zoning districts within the City of Schertz; height, density, and other regulations are also included. Telecommunication antennas, towers, and monopoles are regulated in Article 8 of the UDC - Special Uses and General Regulations. A key strength of Schertz's zoning ordinance is that it includes Section 21.5.9, titled, Special Districts. The first of the two districts covered in this section is the Air Installation Compatible Use Zone (AICUZ) District. This District calls specific attention to the military airfield associated with JBSA -R (or Randolph Air Force Base as it was formerly known). The District also references issues associated with a military airfield - "subject to high frequency of noise from aircraft and is at high risk to potential aircraft accidents." The ordinance relies on the latest AICUZ study to prescribe allowable uses within the District, but doesn't specifically mention an applicable area other than to state the "AICUZ." Upon reviewing the AICUZ study, the area that Schertz may be referencing is known as the "area of influence." The AICUZ study defines the area of influence as "the area within the DNL 65 dB and greater noise exposure area and the area within the CZs and APIs." A lack of referring nomenclature or cross reference of proper nouns / distinct terms could be confusing. The current zoning map, dated September 2012, includes outlined areas depicting the clear zone (CZ) and the accident potential zones (APZ). The zoning map, though, does not include the DNL 65 dB noise contour. The zoning ordinance requires more information about AICUZ to preclude the cross - referencing between the ordinance and AICUZ study to interpret the regulations. All other district zoning information contained in Article 5 indicates that, all residential districts have a maximum building height of 35 feet above grade. Both General Business (GB and GB -2) Districts and the Manufacturing (M -1 and M -2) Districts allow for a building height of 120 feet above grade. In some of the areas outside of the CZ and APZ areas, but adjacent to the eastern June 2015 Page 4 -21 perimeter of ]BSA -R, some of these building heights could present a concern for aviation operations, particularly near the northeast and southeast corners of the airfield and east of runway 14L/32R. A key advantage for Schertz is that the ordinance, in Table 21.5.7B: Dimensional Requirements Non - Residential Zoning Districts, notes that uses within the General Business (GB and GB -2) Districts and Manufacturing (M -1 and M -2) Districts may require a Specific Use Permit and that the "City of Schertz will follow the guidelines outlined in the Air Installation Compatible Use Zone (AICUZ) study for Randolph Air Force Base." Table 21.5.7.A: Dimensional Requirements Residential Zoning Districts carries no such caveat, which may be a concern depending on the property location. The height restrictions for telecommunication antennas, towers, and monopoles in Article 8 are likely acceptable in most areas for compatibility with JBSA -R operations. Near the eastern perimeter of the installation, but outside of the CZ and APZ there may be some concern regarding height due to the imaginary surface overlays, particularly in the areas zoned General Business (GB and GB -2) and Manufacturing (M -1 and M -2). Outdoor Lighting Outdoor lighting is regulated by Section 21.9.11 of the UDC titled, "Lighting and Glare Standards ". The inclusion of a section specifically regulating light and glare is a positive compatibility consideration with JBSA -R. The regulations require the hooding and shielding of lighting, the direction of lighting in a downward manner "at least a forty -five degree angle," and for illumination to remain within a property. Some beneficial restrictions include: "Any bright light shining onto an adjacent property or street that would result in a safety hazard is not permitted." "Light trespass. ..above the horizontal plane shall be considered non - compliant." These regulations are not applicable within the ETJ or areas subject to development agreements, do not apply to sports field lighting and only have limited applicability for manufactured home and RV park street lighting, where only a minimum illumination level is specified. Airport Zoning / Compatibility The City of Schertz has not enacted any airport zoning regulations, but has the authority to implement Airport Hazard Area Zoning regulations and Airport Compatible Land Use Zoning regulations pursuant to Texas Local Government Code Chapter 241, particularly since the city jurisdiction extends into the controlled compatible land use area. Subdivision Regulations Article 12 of the Schertz Unified Develop Code addresses Subdivisions and references applicability to all other UDC provisions; specifically stating that subdivided land "shall comply in full with the requirements of this UDC'. Information from the AICUZ study is incorporated in UDC Section 21.5.9 and applicable to the subdivision of property. The subdivision regulations could be strengthened by implementing the goals, objectives, actions listed in the comprehensive to incentivize desired development near military installations. CITY OF SCHERTz NOME RULE CHARTER Section 2.02 of the Schertz Home Rule Charter, Intergovernmental Relations, allows the City of Schertz to enter into intergovernmental agreements or inter -local agreement with agencies of the federal government, state governments, other local jurisdictions, and the surrounding counties. The City of Schertz can enforce its platting regulations through Development Agreements with surrounding Bexar, Comal, and Guadalupe Counties. Building Code To identify standards and guidelines and provide for administration and enforcement of the City of Schertz's building codes; the City has adopted the 2006 version of the International Building Code, the International Fire Code, the International Residential Code, and the International Energy Code. These current building codes provide basic construction standards for structures and systems. Incorporation of applicable code provisions, i.e. International Building Code Section 1207 sound transmission and Section 1301 energy efficiency, into the UDC could address noise attenuation. Extraterritorial Jurisdiction The City of Schertz has a large designated ETJ area. The two predominate ETJ areas are located along the northeast and southeast boundaries of the City's corporate area, but several small areas are pocketed adjacent to other City areas. Both larger ETJ areas are interspersed with properties regulated through development agreements. Based on the current popuilation of the City, the ETJ could include an area within two miles of the City's boundaries pursuant to Chapter 42 of the Texas Local Government Code. Based on the Schertz Municipal and Extraterritorial Jurisdiction Boundaries map (August 2011), the ETJ extends the full two miles where possible. Even with projected popuilation growth, it is unlikely that Schertz's ETJ area will expand due to existing boundaries with corporate and / or ETJ areas associated with the cities of Cibolo, Converse, Garden Ridge, New Braunfels, San Antonio, Santa Clara, Selma, and Universal City. Annexation As a home -rule charter municipality, the City of Schertz is enabled by Texas Local Government Code Chapter 43 to annex area adjacent to the municipality as well as exchange area with other municipalities. The City charter specifies the process for annexation in Article 1. Annexation by ordinance can be undertaken by the City Council to annex territory adjacent to the City, with or without consent of the owners or residents and all Page 4-22 dune 20 1 annexations shall be limited and controlled by the applicable annexation laws of the State. In Schertz, all annexed property is initially zoned Pre - Development (PRE) and subject to Schertz's Unified Development Code. On the 184th day following annexation, Schertz may initiate a change in zoning for the property. Rezoning may only occur after receipt of appropriate approvals from the City Council. The one exception to annexation zoning and many of the other municipal requirements that are enforceable upon annexed property is agricultural- assessed property that is subject to a development agreement. In the case of the agricultural- assessed property: no zoning applies; rezoning does not occur; requirements of the Unified Development Code do not apply when stipulated in the approved development agreement; no city taxes apply; and the property owner has no rights to voting in Schertz elections. City of Selma The City of Selma is part of the San Antonio MSA and located north and east of Universal City and west of Schertz. The City straddles intersecting boundaries of Bexar, Comal, and Guadalupe Counties and has corporate area in all three counties. The City is home to approximately 5,500 residents as of the 2010 Census. The southeast end of Selma is located within JBSA -R APZ II. The City of Selma has adopted a Comprehensive Plan, Building Codes, a Zoning Ordinance, and Subdivision Regulations to ensure orderly development within the City. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Selma along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan The City of Selma maintains the 2005 -2020 Comprehensive Development Plan, which is divided into two volumes. Volume 1 addresses issues of residential land uses, zoning, population growth, future land use, and public property. Volume 2 addresses the street system, water system, waste water system, and storm drainage system for the city. Within Volume 1, Chapter 2, the City's Comprehensive Development Plan identifies certain property within the Kensington Ranch Unit 1 Planned Unit Development (PUD) as located within the APZ II. The description does not include additional information about the APZ or include any reference to implementing restrictions in the PUD (zoning) District. Chapter 4 includes information regarding existing and future land use. The JBSA -R AICUZ study is included as a man -made development constraint, but states that this feature has not slowed the City's commercial or residential growth. The land use map included in the plan is consistent with planning activity as of 2005. This is a concern since a small area, located east of FM 1518 and south of Weiderstein Drive, is shown as un- platted and undeveloped. This area currently comprises the Kensington Ranch development which is accurately depicted on the future land use map. The APZ referenced in the zoning regulations is not shown on either of the land use maps. The plan does not address compatibility issues with JBSA -R and does not provide goals for working with the area affected by the AICUZ study. Zoning The City of Selma adopted a zoning regulation as a part of their Code of Ordinances in 2002 including Article 7, Division 3: Air Installation Compatible Use Zone (AICUZ) Special Overlay District. The AICUZ Overlay District includes the following key items: • Identifies the AICUZ District as areas within the accident potential zone and those areas subject to high levels of noise from aircraft; • Any development in the AICUZ District requires a special use permit; • Selma's Planning and Zoning Commission will only consider requests for land uses identified in the JBSA -R AICUZ study; • Development in the APZ will be low intensity only; and • Noise level reduction standards will be implemented for any areas affected by noise contours. The city allows a maximum height of 30 feet in the Single Family (R -1) Zoning District and 45 feet maximum in Multi - Family (MF -2 and MF -3) Districts. In Office Professional (OP), Commercial (C -1 and C -2), Light Industrial (LI) Districts, there are no height restrictions. The lack of height restrictions for uses in these districts in the eastern third of the city is a concern for compatibility with JBSA -R since this area is located within the Approach - Departure Clearance Surface. Outdoor Lighting The City of Selma addresses outdoor lighting only as it applies to parking areas. There are no lighting regulations for other uses or street rights -of way. Regulations for parking areas specify: June 2015 Page 4 -23 • Arranging lighting so as to reflect the light away Other from adjacent residential property; REAL ESTATE DISCLOSURE • Lights with no cutoff -type luminaries shall be no The City of Selma's zoning regulation, specifically the higher than 10 feet and shall have a maximum AICUZ Special Overlay District, requires all developments illumination measured at the lot line at ground in the AICUZ District, "which will be inhabited will be fully level of 0.20 candlepower; aware of the noise level of the area." Unique to the City of Selma, the City requires: Lights with cutoff -type luminaries shall be no higher than 20 feet with a maximum illumination measured at the lot line at ground level of 0.30 candlepower; and Lights with cutoff -type luminaries of less than 90 degrees shall be no higher than 20 feet with a maximum illumination measured at the lot line at ground level of 0.50 candlepower. Airport Zoning / Compatibility The City of Selma has not enacted any airport zoning regulations, but has the authority to implement both Airport Hazard Area Zoning regulations and Airport Compatible Land Use Zoning regulations pursuant to Texas Local Government Code Chapter 241, since part of the City extends into the controlled compatible land use area. Subdivision Regulations The City of Selma adopted subdivision regulations in 1992 in Chapter 78 of their Code of Ordinances. The majority of the city is located outside of the JBSA -R safety zones; the limited municipal area that is located in the APZ II is regulated by the AICUZ Overlay District. Building Code The City of Selma adopted the 2006 International Building Code, 2006 International Residential Code, and the International Fire Code. These codes provide basic development standards for structures and systems. Incorporation of applicable code provisions, i.e. International Building Code Section 1207 sound transmission and Section 1301 energy efficiency, into the AICUZ Overlay District could address noise attenuation. Extraterritorial Jurisdiction The City of Selma does not have any ETJ area. Annexation As a Type A general -law municipality, the City of Selma is enabled by Texas Local Government Code Chapter 43.023 to annex land contiguous to the municipality limited to one mile in width. Property owners subject to annexation may petition the municipality to order an election in the affected area and decide whether to become part of the City of Selma. Annexation is improbable based on a lack of available ETJ area and the proximity of adjoining municipalities' corporate limits. The city's building official to prepare a statement indicating "the noise zone in which the structure will be located;" The city's building official to prepare the noise statement for both "structures on individual lots" and "developments in the area;" The builder to sign the building official's statement noting awareness "of the noise zone level and the insulation requirement to meet minimum noise reduction level;" and The builder to sign a statement that the builder "will inform the buyer of the home of the area noise level and whether the home meets the minimum noise reduction level." City of Universal City The City of Universal City is part of the San Antonio MSA and located north and west of ]BSA -R. A substantial portion of the City is located within APZ I and APZ II, and a small portion of the City is located within JBSA -R's Clear Zone. The portion of the city within the Clear Zone has a recorded perpetual easement granted to the federal government for operations related to the installation. The City is home to approximately 18,500 people. Universal City has adopted a Comprehensive Plan, Zoning Ordinance, Subdivision Regulations, and Building Codes to ensure orderly development. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Universal City along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan The Universal City 2008 -2013 Comprehensive Plan is maintained on a five -year planning cycle. The plan focuses on economic development, community development, resource management, public safety, cultural resources, and infrastructure and includes a recommendation to develop a light infiltration ordinance. Zoning Universal City adopted a zoning regulation as a part of their Code of Ordinances in 2007. A critical component of the City's zoning regulations is Section 4: Special District regulations, which includes both an Aviation Overlay District and Randolph Compatible Use Zone Overlay regulations. The unrecorded official zoning map only references the Aviation Overlay District and does not reference or delineate the extent of the area where the Page 4-24 dune 20 1 Randolph Compatible Use Zone Overlay regulations apply. The map does not delineate and allows development within the CZ, but does delineate both APZ I and II. The Aviation Overlay District regulations include the following provisions: The district "specifies Clear Zones, in which no land use activity may take place, APZ I Zones, which enable limited industrial, commercial, recreation and open space use, and APZ II Zones, which permit all uses except Public /Quasi Public;" The overlay district "is intended to provide for the redevelopment of the area" and to "preserve the scale, dimension and proportion of the existing development;" and Single- family residential, duplex residential, townhouse residential, and condominium residential permitted up to 12 units per acre. The density of 12 units per acre exceeds the recommended density in the AICUZ study of 1 -2 dwelling units per acre. The Randolph Compatible Use Zone Overlay regulations reference the CZ, and both APZs, and include limited information about the types of development allowable in each. One deficiency is that the regulations incorporate the AICUZ study by reference only and additional information must be obtained directly from the AICUZ study. The zoning regulations could be improved by including more information about AICUZ to preclude the cross - referencing between the ordinance and AICUZ study to interpret the regulations. The regulations note that "interpretation and determination of permitted uses shall be made on a case -by -case basis by the Director of Development Services" with final determination "subject to review by the Air Force ". These statements: May place too much reliance on the AICUZ study, but Provide the Director of Development Services sufficient flexibility to make determinations outside of Air Force review. Universal City's zoning ordinance restricts the height of buildings in all districts. Residential uses are generally restricted to a height limit of 35 feet, except for multi - family residential (R5) and Old Town Residential (R -OT), which are permitted up to 45 feet. Commercial uses generally conform to the same height provisions - structures up to 45 feet are permitted in Commercial districts (C4 and C5). The ordinance includes restrictions for commercial communication and other towers and antenna, and specifically lists restrictions concerning the towers as an "aircraft hazard." As potential aircraft hazards, the ordinance stipulates that commercial communication towers: Shall not encroach into or through any established public or private airport approach as established by the Federal Aviation Administration," and "Authorization by Randolph Air Force Base, Texas, for the proposed location of any commercial tower shall be submitted with application for a conditional use permit." Antennae primarily used for "amateur and citizens' band radio" are permitted up to 65 feet and excluded from restrictions applying to other towers. This potentially presents a concern with respect to JBSA -R flight operations and a deficiency in the regulations. Outdoor lighting The City's zoning regulations include performance standards for outdoor lighting and glare: use or operation shall be located or conducted so as to not produce intense glare or direct illumination across the bounding property line from a visible source of illumination; and nor shall any such light be of such intensity as to create a nuisance or detract from the use and enjoyment of adjacent property. Airport Zoning / Compatibility Universal City has not enacted any airport zoning regulations, but has the authority to implement Airport Hazard Area Zoning regulations and Airport Compatible Land Use Zoning regulations pursuant to Texas Local Government Code Chapter 241, since part of the City extends into the controlled compatible land use area. Subdivision Regulations Universal City enforces their subdivision regulations through Chapter 4 of the City's Code of Ordinances. The subdivision ordinance was last updated in 2003. The ordinance could be improved by including information about the JBSA -R Airfield and incentives to proactively locate desired development types - those that are not noise - sensitive, near the airfield due to the noise levels associated with the aviation operations. Building Code The City of Universal City adopted the 2012 version of the International Building Code, International Residential Code, International Existing Buildings Code, International Fire Code, and the International Energy Conservation Code. These building codes provide basic development standards for structures and systems. Incorporation of applicable code provisions, i.e. International Building Code Section 1207 sound transmission and Section 1301 energy efficiency, into the zoning regulations could address noise attenuation and would be appropriate since the regulations include performance standards. June 2015 Page 4 -2 Extraterritorial Jurisdiction The City of Universal City has limited ETJ area located along the eastern boundary of the city's corporate limits Additional ETJ areas are not available to Universal City given the borders with the Cities of Selma, to the north, and Schertz to the east corporate, ETJ areas of the adjoining Cities of Converse and Live Oak, and the location of JBSA -R. Annexation As a home -rule charter municipality, the City of Universal City is enabled by Texas LGC Chapter 43 to annex area adjacent to the municipality as well as exchange area with other municipalities. The City charter specifies the process for annexation in Article 1. Annexation by ordinance can be undertaken by the City Council to annex territory adjacent to the City, with or without consent of the owners or residents and all annexations shall be limited and controlled by the applicable annexation laws of the State. Guadalupe County Guadalupe County has a total estimated population of almost 144,000 for 2013. Regulatory tools for planning and zoning are generally limited for counties in the State of Texas; although, Guadalupe County does have some limited authorities. The following is a review of existing planning tools (policies, plans, and programs) utilized by Guadalupe County along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan Guadalupe County does not traditional land use authority and therefore, does not have a comprehensive plan. Zoning Guadalupe County cannot exercise zoning authority per state law. Outdoor Lighting Guadalupe County does not meet the applicability criteria set forth in Subchapter B of Chapter 240, Texas Local Government Code, to regulate outdoor lighting in unincorporated areas within five miles of a military installation. Applicability requires an adjacency "within five miles of a United States Army installation, base, or camp" (emphasis added) and JBSA- Seguin (JBSA -S) Auxiliary Airfield and JBSA -R, while within five miles of Guadalupe County's boundaries, are both under the direction of the U.S. Air Force. Airport Zoning /Compatibility Texas Local Government Code Chapter 241, Municipal and County Zoning Authority Around Airports, authorizes counties and municipalities to implement zoning regulations in unincorporated and EJT areas surrounding airports provided the jurisdictional population is greater than 45,000. Guadalupe County has not implemented zoning authority around JBSA -S Auxiliary Airfield, but could implement both Airport Hazard Area Zoning regulations and Airport Compatible Land Use Zoning regulations since the area surrounding JBSA -S is unincorporated area and within the controlled compatible land use area. Subdivision Regulations Guadalupe County regulates the subdivision of land into two or more parcels through their Subdivision Rule Book, revised by the Commissioners Court in 2011 and pursuant to Texas Local Government Code Chapter 232. Minimum standards are stipulated for the provision of potable water and wastewater disposal and setback lines / building setbacks along public roads and major thoroughfares. The Subdivision Rule Book also regulates development in floodplains, drainage areas and residential and non - residential airparks. Regulations for airpark development include requirements relating to building locations / obstructions near runways and clear zones. The language is applicable to smaller private use airfields and not be fully applicable to the areas surrounding JBSA -S Auxiliary Airfield since the areas are within the City of Seguin's ETJ. Building Codes Texas Local Government Code Chapter 233, County Regulation of Housing and Other Structures, provides counties the authority to regulate residential building codes in unincorporated areas within the county. The authority is restricted to new residential construction or additions comprising more than 50 percent of the original structure, occurring after September 1, 2009, and does not apply to modular home construction. Guadalupe Commissioner's Court has adopted the International Fire Code, 2006 edition but do not specify whether they have adopted the International Building Code, version 2008 or the International Building Code, version 2009 (as adopted by the County seat of Seguin) per Texas Local Government Code Chapter 233. With regard to Guadalupe County, this authority may be useful for new construction occurring in unincorporated areas under approach and closed pattern flight tracks associated with JBSA -S Auxiliary Airfield. The unincorporated areas that exist under these flight tracks would include areas east and southeast of the City of Seguin's ETJ area. Other SOLID WASTE DISPOSAL ACT The Texas Health and Safety Code Chapter 361, Solid Waste Disposal Act, provides counties the authority to designate unincorporated land areas for solid waste disposal facilities. Conversely, the chapter effectively provides counties the authority to restrict the locations of solid waste disposal authority. This is important with respect to airport zoning because landfills and other solid waste facilities attracts birds and other wildlife resulting in hazards to flight activities. Page 4 -25 _dune 2015 r r By the authority provided in Chapter 16 of the Water Code, Provisions Generally Applicable to Water Development, counties can regulate and restrict development within flood prone areas. This authority may not be useful with respect to the JBSA -S Auxiliary Airfield since the flood plain area associated with Geronimo Creek, located west of JBSA -S may not include the airfield. REAL ESTATE DISCLOSURE Guadalupe County does not participate in actions pertaining to real estate disclosures, but the preliminary checklist that must accompany each preliminary plat request, per the County's Subdivision Rule Book, requires information about the location of the proposed subdivision in relation to "the clear zone or noise abatement [area] of an airfield ". City of Cibolo The City of Cibolo is part of the Greater San Antonio area with a population of approximately 17,000. The City has adopted a UDC, Master Development Plan, and Building Codes to ensure orderly development within the City and its ETJ. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Cibolo along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan The 2005 City of Cibolo Master Plan update, completed in January 2005, guides the future development of the City and addresses economic development, future land use, and community facilities. The Master Plan makes reference to JBSA -R, then known as Randolph Air Force Base, several times, noting that the installation "provides a significant number of job opportunities within very close proximity to Cibolo" and has been a major economic influence on Cibolo. Zoning The City of Cibolo adopted a UDC in February, 2013, which consolidates its zoning regulations, subdivision standards and regulations, flood control, transportation standards, and a variety of other regulatory tools. The UDC does not address compatibility factors with JBSA -R, although the location of the city and its ETJ (both separated from JBSA -R by the City of Schertz) is such that vertical obstructions might be the only concern relative to zoning. Cibolo's UDC does not currently include restrictions on wireless transmission facility (towers / monopoles) heights, but has reserved an article, Article 11, for inclusion at a future date. Outdoor lighting Article 7 of the Cibolo UDC addresses light and glare performance standards. Specifically mentioned in Section 7.2.3, all sources of light are required to be controlled and fully shielded. Airport Zoning / Compatibility The City of Cibolo has not enacted any airport zoning regulations, but has the ability to implement Airport Hazard Area Zoning regulations pursuant to Texas Local Government Code Chapter 241. The City does not have authority to implement Airport Compatible Land Use Zoning regulations, since jurisdictional boundaries do not extend into the controlled compatible land use area. Subdivision Regulations The City of Cibolo (UDC) adopted subdivision regulations as a part of their UDC in 2013. The city is located outside of the JBSA -R Airfield safety zones; the subdivision of land and density of development have limited bearing on compatibility with JBSA -R aviation operations. The City has not entered into an intergovernmental agreement with Guadalupe County regarding the regulation of subdivisions in its ETJ. Building Code The City of Cibolo adopted the 2012 International Building Code, 2012 International Energy Code, 2012 International Existing Building Code, 2012 International Fire Code, and 2012 International Residential Code. These building codes provide basic development standards for structures and systems. Since the City is located outside JBSA -R noise contours, existing building codes have limited bearing on noise compatibility with JBSA -R aviation operations. Extraterritorial Jurisdiction The City of Cibolo has a large and fragmented ETJ area. The ETJ areas are interspersed with properties that have been annexed into the city. Based on the current popuilation, the ETJ can include an area within one mile of the city's boundaries as provided for in Chapter 42 of the Texas Local Government Code. With future population growth eclipsing 25,000, Cibolo's ETJ area could expand to two miles as provided for in Chapter 42. While some additional areas could be added to the ETJ, the areas available for ETJ are limited due to the existing boundaries with corporate and / or ETJ areas associated with the cities of Marion, San Antonio, Santa Clara, and Schertz. Additionally, Cibolo's ETJ is regulated only by the Subdivision Regulations per the City's UDC. Properties within the ETJ are not subject to zoning regulations and the City has only limited jurisdiction to enforce land use restrictions established in its UDC. June 2015 Page 4 -27 Annexation As a home -rule charter municipality, the City of Cibolo is enabled by Texas LGC Chapter 43 to annex area adjacent to the municipality as well as exchange area with other municipalities. The City charter specifies the process for annexation in Article 1. Annexation by ordinance can be undertaken by the City Council to annex territory adjacent to the City, with or without consent of the owners or residents and all annexations shall be limited and controlled by the applicable annexation laws of the State. City of Seguin The City of Seguin is located within the San Antonio MSA and is the county seat for Guadalupe County. The City's population is slightly higher than 25,000. The City has adopted a Comprehensive Plan, Zoning Ordinance, Subdivision Regulations, Building Codes, and an inter -local cooperation agreement with Guadalupe County to ensure orderly development within the City of Seguin and its ETJ. The following is a review of existing planning tools (policies, plans, and programs) utilized by the City of Seguin along with a brief analysis identifying their efficiency or deficiency in addressing land use and military compatibility and where potential improvements can be made. Comprehensive Plan The City maintains the 2008 Seguin Comprehensive Master Plan to guide the future development of the City, assess economic issues, city form, and physical and natural systems. Of particular importance is the Plan's attention to the JBSA -S Auxiliary Airfield. The Comprehensive Master Plan addresses the "Randolph District" as the area west of the city and inclusive of the JBSA -S Auxiliary Airfield. The Plan states that "future eastward expansion of local residential development is limited by the presence of the base air strip" and that the existence of the base air strip presents a land use challenge for the District. The Comprehensive Master Plan also states that "future plans for the Randolph Air Force Auxiliary [JBSA -S Auxiliary Airfield] should consider the potential that the Randolph airstrip could be decommissioned and this facility become available to the economic development initiatives of the City of Seguin." The Plan views the airstrip as a constraint on development, and does not address issues of compatible land uses. Zoning The City of Seguin adopted their Zoning Ordinance (No. 884) in April 1989. The ordinance has since undergone several revisions with the last set occurring in June 2012. JBSA -S Auxiliary Airfield and the area surrounding it is located within the City's ETJ; the City cannot enforce zoning ordinances proximate to the airfield. The City may enforce zoning in incorporated areas subject to JBSA -S Auxiliary Airfield safety areas; however, it is unclear whether safety zones overlay incorporated areas and if enhanced zoning in these areas should be adopted to restrict land uses or limit density. Section 37 of the zoning code restricts commercial communications towers from encroaching into or through any established public or private airport approach as established by the Federal Aviation Administration. Outdoor Lighting The JBSA- Auxiliary Airfield is located with the city's ETJ area where zoning regulations are unenforceable. Airport Zoning / Compatibility The City of Seguin does not have the authority to enact airport zoning regulations within the city's ETJ area, since the city lacks the requisite population (45,000) to implement such authority. The City has the authority to enact Airport Hazard Area Zoning regulations within the corporate area pursuant to Texas Local Government Code Chapter 241, but has not done so. Subdivision Regulations According to the interlocal agreement entered into in May 2008 between the City of Seguin and Guadalupe County: "The City shall require the preparation of a subdivision plat for the division of property into 5 -acre tracts or less, and in accordance with Ch. 212.004, Texas Local Government Code "; and Any subdivision plat calling for the division of property into tracts greater than five acres shall by subject solely to the subdivision regulations of Guadalupe County, Texas. Building Code The City of Seguin's adopted the 2009 version of the International Building Code, the International Existing Building Code, the International Fire Code, the International Residential Code, and the International Energy Code. The City's building codes are not applicable within the ETJ area surrounding JBSA -S Auxiliary Airfield. Extraterritorial Jurisdiction The City of Seguin has a large designated ETJ located around the entire periphery of the City. Based on the 2010 U.S. Census population data, the City of Seguin surpassed 25,000 and qualifies for an ETJ area within two miles of the city's boundaries pursuant to Chapter 42 of the Texas Local Government Code. To further expand the ETJ, the City population would have to surpass 50,000. This does not seem likely in the short -term future given the rate of growth over the preceding years. Barring growth of the City of San Marco ETJ and a longer -term future population growth exceeding 50,000, Seguin could expand its ETJ to a width of 31/2 miles from municipal boundaries to the east, southeast, and south. Page 4 -28 dune 2015 The City entered into an inter -local cooperation agreement with Guadalupe County to ensure orderly development within the City of Seguin and its ETJ. Annexation As a home -rule charter municipality, the City of Seguin is enabled by Texas LGC Chapter 43 to annex area adjacent to the municipality as well as exchange area with other municipalities. The City charter specifies the process for annexation in Article 1. Annexation by ordinance can be undertaken by the City Council to annex territory adjacent to the City, with or without consent of the owners or residents and all annexations shall be limited and controlled by the applicable annexation laws of the State. Other RESOLUTION NO. 2012R-134 In November, 2012, the City of Seguin's City Council voted on a resolution to investigate the feasibility of developing an "enhanced use lease" with JBSA -R for the development of aerospace and aviation facilities that would benefit both the Air Force and the City. This "enhanced use lease" would be a public - private partnership enabling development of long -term leases for the property surrounding the JBSA -S Auxiliary Airfield for the purpose of attracting aviation and aerospace- oriented businesses. Other Resources In the interest of land use compatibility between the military and the local community, the DOD Office of Economic Adjustment (OEA) and other public interest groups, such as the National Association of Counties (NACo), have prepared educational documents and videos that educate and inform the public about encroachment issues and methods that can be used to address existing or future compatibility concerns. Five resources published to inform the public on land use compatibility are: Guides The Practical Guide to Compatible Civilian Development Near Military Installations (July 2007), OEA This guide offers general information on community development and civilian encroachment issues. The guide can be found at: http: / /www.oea.gov /. Joint Land Use Study Program Guidance Manual (November 2006) This manual provides guidance on the JLUS program, process, and efforts to support compatible development. This manual can be obtained on the OEA internet site at the following address: http: / /www.oea.gov /. Encouraging Compatible Land Use Between Local Governments and Military Installations: A Best Practices Guide (April 2007), NACO This guidebook presents case studies of best practices between the military and communities through communication, regulatory approaches, and Joint Land Use Studies. The guide can be accessed on the NACo internet site at the following address: http://www.naco.org/. Videos The Base Next Door: Community Planning and The Joint Land Use Study Program, OEA This informative video discusses the issue of encroachment near military installations as urban development occurs within the vicinity. This video can be accessed on the official OEA YouTube channel at: http://www.youtube.com/watch?v=6UiyWDgLe]M Managing Growth, Communities Respond, OEA This video highlights the lessons learned from three communities (Kitsap Naval Base in Bangor, Washington; Fort Drum in Jefferson County, New York; and Fort Leonard Wood in Pulaski County, Missouri) that have successful programs for managing growth near their respective military installations. This video can be accessed on the official OEA YouTube channel at: http://www.youtube.com/watch?v=rea6d3bDp3c June 2015 Page 4 -2 Please see the next page. Page 4-30 dune 2015 Introduction Compatibility, in relation to military readiness, can be defined as the balance or compromise between community needs and interests and military needs and interests. The goal of compatibility planning is to promote an environment where both community and military entities communicate, coordinate, and implement mutually supportive actions that allow both to achieve their respective objectives. A number of factors assist in determining whether community and military plans, programs, and activities are compatible or in conflict with joint land uses such as community activities and military installations. For this Joint Land Use Study (JLUS), 24 compatibility factors were reviewed to identify, determine, and establish a set of key study area issues. These compatibility factors, as listed below. The factors in gray were not relevant for the Joint Base San Antonio - Randolph (JBSA -R) JLUS. • Air Quality • Alternative Energy Development • Anti - Terrorism / Force Protection • Biological Resources • Communication / Coordination • Cultural Resources • Dust, Smoke, Steam • Frequency Spectrum Capacity • Frequency SpectrUM Interference i Impedance • Housing Availability • Infrastructure Extensions • Land, Air, and Sea Space Competition • Land Use • Legislative Initiatives • Light and Glare • MarinFr Environments • Noise and Vibration • f Ublic Trespassing • Roadway Capacity • Safety Zones • Scarce Natural Resources • Vertical Obstruction • Water Quality / Quantity An action undertaken by either the military or community that minimizes, hinders or presents an obstacle to the action of the other is characterized as an issue. Issues arising on the part of either or both the military and community are grouped according to the relevant factor and listed in this section. An overview is provided regarding the cause or source of the issue. IMM The methodology for the JBSA -R JLUS consisted of a comprehensive and inclusive discovery process to identify key stakeholder issues associated with the compatibility factors. At the initial Executive Committee (EC) and Advisory Committee (AC) workshops and public meetings, stakeholders were asked to identify the location and type of issue in conjunction with compatibility factors they thought existed today or could occur in the future. As a part of the evaluation phase, the EC, AC, and the public examined and prioritized the extent of existing and potential future compatibility issues that could impact land within or near the study area. Other factors and associated issues were analyzed based on available information and similarity with other community JLUS experiences around the country. June 2015 Page 5-1 Following the sorting and grouping of issues within each factor, the comprehensive list of all issues was presented to the EC, the AC, and the public. This provided another opportunity for further stakeholder review to determine if the issue, as captured, was truly relevant and also to characterize or clarify the issue, where additional information was needed. Additionally, a prioritization of all issues was performed by the committees and the public. This prioritization is not reflected in this section; instead, the prioritization is included with the section on recommendations and strategies. It is important to note that the assigned priorities are intended to determine the timeframe for implementing or initiating specific recommendations and strategies to resolve the issues. When reviewing the information in this section, it is important to note the following: This section provides a technical background on the identified factors and issues based on available information. The intent is to provide an adequate context for awareness, education, and development of JLUS recommendations. It is not designed or intended to be utilized as an exhaustive technical evaluation of existing or future conditions within the study area. Of the 24 compatibility factors, eight factors were determined to be inapplicable to this JLUS: Air Quality; Biological Resources; Cultural Resources; Frequency Spectrum Capacity; Frequency Spectrum Impedance / Interference; Marine Environments; Public Trespassing; and Scarce Natural Resources. Similar issues were consolidated into single compatibility factors. For example, the Noise and Vibration issues were consolidated into one factor since the impacts associated with each of these are typically very similar. Fags 5-2 dune 2015 Alternative Energy Development Development of energy sources, including alternative energy sources (such as solar, wind, or geothermal) could pose compatibility issues related to glare (solar energy), vertical obstruction (wind generation), or water quality / quantity. Construction and use of alternative energy facilities can have unintended consequences on military operations. The moving blades of a wind turbine create a Doppler effect that can interfere with radio transmissions between air traffic controllers and aircraft and other types of communications, such as radar. Wind turbines can reach heights of up to 500 feet and create a vertical obstruction. Glare produced by sunlight reflected from untreated solar photovoltaic panels can cause blinding conditions and other secondary visual problems like temporary after -image or retinal burn. Steam plumes from geothermal energy production can affect visibility. Many of the communities surrounding JBSA -R do not regulate the siting and use of alternative energy equipment as shown in Table 5 -1.1. Table 5-1.1 Ordinances Regulating Energy City of Converse No City of Live Oak No City of Schertz No City of Selma No City of San Antonio Unified Development Code Section 35 -398 of the UDC regulates Renewable Energy Systems in the City of San Antonio. The policy regulates wind energy and solar farms. Both topics include site development standards that dictate location, height, signage, noise, and other elements. Wind Energy policy is more compliant with military aviation from ]BSA -R. Wind Energy includes a section on compliance with other regulations including coordination with the FAA. Coordination with the FAA is required for a tower over 200 feet tall or within three and three - quarter miles (3 -3/4) miles of a commercial runway regardless of height. By requiring the FAA to be involved in the approval of wind energy systems, the likelihood for incompatibility with aviation is lessened. JBSA -R is protected by the Airport Hazard Overlay District (AHOD). This overlay district requires notice to the FAA for any objects affecting navigable airspace as follows: Any construction or alteration of more than 200 feet in height above the ground level at its site. Any construction or alteration of greater height than an imaginary surface extending upward and outward at any one (1) of the following slopes: (b) for military airports, a slope of 50 to 1 (50:1) for a horizontal distance of ten thousand (10,000) feet from the nearest point of the nearest runway. Solar farm policy is not as compliant. There is no language that ensures anti -glare technology is used on solar panels. However, because of the AHOD, use restrictions are placed on any land use that: Result in glare in the eyes of flyers using the airport; Impair visibility in the vicinity of the airport. City of Schertz Unified Development Code The City of Schertz has an Air Installation Compatible Use Zone District that is described in section 21.5.9 of the UDC. Subsection A.2 states that a request for development that is not a permitted use by the AICUZ study requires written notification to JBSA -R. According to the AICUZ study, utilities are a recommended use provided transmission lines are below grade in APZ I. Utilities are not called out as a permitted use in the UDC, but new and unlisted uses are allowed by special use permit. Specific use permit findings do not call for compatibility with JBSA -R. This could potentially lead to the development of incompatible energy facility development within proximity of the base. Line 2015 Page 5, 1 -1 City of Seguin Zoning Ordinance Section 37.1 of the Seguin Zoning Ordinance regulates Small Wind Energy Systems (SWES). While heights are capped at 80 feet, taller structures may be granted by way of a specific use permit. However, specific use permit findings for the City do not require compliance with military operations. There is also no mention of communication with ]BSA -R. By not requiring military compatibility or communication with the base, oversight could lead to adverse impacts on mission - critical activities. City of Selma Land Development Regulations The City of Selma Land Development Code Division 3 includes information on the Air Installation Compatible Use Zone (AICUZ) Special Overlay District. Any land development within the AICUZ Overlay District is referred to the Planning and Zoning Commission as part of a specific use permit. The Commission will recommend approval or denial of the permit to the City Council based on Division 2, Article III of the Land Development Regulations. Project review by appointed and elected bodies based on AICUZ compatibility is a proactive process that ensures any projects, including utility systems, will be assessed for adverse impacts on military missions. City of Universal City Zoning Ordinance Section 4 -5 -43 of the Universal City Zoning Ordinance includes a Randolph Air Installation Compatible Use Zone (AICUZ) Overlay District in which all development is subject to the requirements of the AICUZ study. As with the City of Schertz, the AICUZ study recommends utilities within the APZ. Universal City allows major utility facilities by way of a conditional use permit. Findings required for a conditional use permit through Universal City do not specifically require compatibility with military missions. This could lead to a utility system being installed in an area that would cause adverse impacts on ]BSA -R. Page ,1 -2 dune 2015 Anti-Terrorism Protection Antiterrorism force protection (AT / FP) relates to the safety of personnel, facilities, and information on an installation from outside threats. Security breaches and trespassing are immediate compatibility concerns for installations. Due to current world conditions and recent events, military installations are required to implement more restrictive standards and protocols to address AT /FP concerns. These measures include increased security checks at installation gates and physical changes (such as new gate / entry designs). The Department of Defense (DOD) AT / FP standards require all DOD components to adhere to design /planning criteria and minimum construction standards to mitigate vulnerabilities and threats to an installation and its occupants. Important aspects of these criteria and standards include minimum standoff distances or required separation between buildings and roadways and parking lots and buildings and trash enclosures. Security engineering criteria for entry facilities include: minimum spacing for areas within an entry facility including the approach area where vehicles queue, vehicle and ID check area and response area should a threat bypass an ID check; and minimum sight distances, lighting, and barriers to prevent unauthorized access. The East Gate at JBSA -R is classified as a secondary entry control facility for non - commercial vehicles entering the installation from Farm -to- Market 78 (Gordon A. Blake Highway). Historically this entry gate has provided limited access - inbound during morning rush hour and outbound during afternoon rush hour only. The functionality of this gate is dependent on three factors: design and operational constraints inside the base and intersection design immediately outside the base. The East Gate is not fully compliant with DOD AT / FP and security engineering requirements since the required distances for each entry area and associated components are inadequate or missing. The area primarily impacting the outside community is the approach zone where inbound traffic queues prior to ID check and minimum sight distances. This area is insufficiently separated from the intersection and coupled with the limited number of inbound lanes and inspection lanes can cause traffic stacking outside the installation on Farm -to- Market 78. This Entry Gate lacks an adequate rejection area for unauthorized vehicles to exit before entering the base and hacks the necessary denial barrier to intercept an incoming threat, though barriers have been tested for effectiveness and installation at the East Gate. New security protocols also affect the volume of traffic throughput since vehicle and ID inspections can be more thorough and the East Gate has a limited number of inspection lanes contributing to traffic stacking on Farm -to- Market 78. Traffic impacts outside the base are typically associated with inbound traffic which must queue prior to an ID and vehicle inspection. Outbound traffic typically does not create localized traffic congestion because vehicles must yield to existing traffic and enter the flow once only safe and practical to do so. The intersection configuration at Farm -to- Market 78 provides only limited turn lanes for traffic stacking - there is no dedicated turn lane for traffic entering from the west and only limited stacking area in the turn lane for traffic entering from the east. These conditions make the base both more vulnerable at the East Gate and contribute to local traffic congestion outside the base. Though these issues can be mitigated through redesign both inside and outside the fence line, they require collaboration and coordination, which can be land intensive (inside the fence line), and costly to implement. Unified Facilities Criteria 4- 022 -01, Security Engineering: Entry Control Facilities / Access Control Points DOD instruction Unified Facilities Criteria 4- 022 -01, Security Engineering: Entry Control Facilities / Access Control Points, specifies requirements for entry gate design compliant with AT / FP standards and security measures. This instruction includes considerations for modifying existing entry facilities for compliance: 4 -2.2 ECF spatial requirements vary depending on the type, the traffic demand, and the security measures necessary. The installation should have a corridor (tract of land for the ECF) at least 140 feet (43 m) wide for collector streets (2,000 to 8,000 vehicles per day) and 180 feet (55 m) wide for arterial streets (8,000 - 25,000 vehicles per day). These corridors should have a dedicated right -of -way protected from encroachment by buildings, trees, and other objects. This will provide a safe, clear roadway and accommodate future expansion. Space must also be available for the other ECF elements. The amount of space required depends on the layout selected in accordance with this UFC and should include space for parking, buffer and Page 5.2-1 transitional space between ECF elements, and surrounding land use. 4 -2.3 Future Development Plans Carefully evaluate future development plans for the installation and the surrounding community when selecting a site for a new ECF or modifying existing facilities. All ECF development plans should accommodate future modifications necessitated by increased demand or revised security measures. 5 -1.1.2 Size of the Approach Zone The length of the Approach Zone is based on available land, distance required for queuing and performing traffic sorting, and the space required to create additional lanes of traffic without queuing excessively onto adjacent public highways (Securing U.S. Army Site Access Points). The design should also support measures that may be needed during higher FPCON levels, the use of RAMS at lower FPCON levels, and the temporary placement of traffic barriers as specified in the Installation AT Plan to constrain and slow traffic. Space may also be required to support traffic calming techniques to mitigate high -speed threats. 6 -2.1 Layout Guidelines for the Approach Zone Design the approach to the installation to accommodate peak traffic demand without impeding traffic flow in the surrounding road network. 6 -7 TRAFFIC CONSIDERATIONS The effect of an entry control facility design on the surrounding roadways and intersections is of paramount concern. If congestion occurs, and there is inadequate stacking distance, the queues may extend into adjacent intersections or cause congestion on feeder roads. Additionally, the stopped vehicles become a target of opportunity themselves. The design of a modification or renovation of an existing ECF should improve the throughput of the ECF, and as a minimum not reduce the throughput. 6 -7.2 Adequate Lanes The number of lanes planned for an entry control point should be sufficient to handle the expected volume of traffic, especially during times of peak demand such as morning rush hour. If necessary and possible, increase the number of lanes to increase the throughput of the entry control point. Source: DOD UFC 4- 022 -01, Security Engineering: Entry Control Facilities /Access Control Points; DOD UFC 4- 010 -01 DOD Minimum Antiterrorism Standards for Buildings. Page 5,2 -2 Tune 2015 5.3 Communication / Coordination Communication /coordination relates to the level of interaction on compatibility issues among military installations, jurisdictions, land and resource management agencies, and conservation authorities. It is a foundational compatibility factor that must be recognized to ensure successful balance and / or compromise between community and military needs and interests. specific questions, complaints or coordination eff There is an unclear process for communication between community and military leaders. While the cities and the base have assigned liaisons, points of contact (POC), and public affairs officers to lead various communication efforts, the communication process is affected by various factors such as changes in personnel either through military reorganization or staff turnover, where different military or civilian personnel may rotate based on new missions, promotion, or career changes. These scenarios can create situations where the previous POC is no longer charged with a particular operational or functional element in the communication process at JBSA -R (JBSA -R). Due to this personnel movement, the information and knowledge about a particular operation or function may not transfer wholly to the next individual. This results in a breakdown in the communication process for JBSA -R, the communities, and public. The breakdown in communication results in confusion for the public regarding whom the appropriate contact is which affects the overall relationship between JBSA -R and surrounding communities. If a community representative is unable to identify an appropriate POC within JBSA -R for review of a potential development activity, then that jurisdiction's approval process could be delayed by the military's review of development impacts on the military mission. In some cases and due to statutory mandated review timeframes, the jurisdiction may approve the development activity without input from the military. This lack of coordinated and timely response from the military to surrounding communities can result in incompatible development with the JBSA -R military mission. 111 t ,i -i JBSA Website The JBSA website provides extensive information for all the missions and tenants for three bases and its sub - installation at Camp Bullis. However, the website includes limited direction for the public to comment on activities and other matters concerning the public. The website also provides all the leadership information for each mission and major command but no specific contact information for the major command nor information about each major command's responsibilities to assist the public with questions. While the website provides each base's public affairs office contact information and address, there is no name associated with the position or estimated response time to questions or concerns. The website does provide a listing of frequently called numbers for each base; however, these lists are not consistently in the same location on each webpage - in the middle of the homepage or the bottom right corner of the Contact Us webpage. 12th Flying Training Wing Community Engagement Office The 12th Flying Training Wing (FTW) has recently established a Community Engagement Office that acts as a central point of contact to manage questions, complaints, and coordination efforts. PC %WhCn There is a need for JBSA-R to enhance their coordination and notification with the local , in military training activities that are outside typical training At certain times, missions, operations, and special events at JBSA -R may require temporary constraints placed on surrounding communities. For example, in the event of the annual airshow, there is a requirement for extended clear zones in adjacent cities, since the aircraft fly outside their traditional flight patterns. This type of event could create temporary inconveniences for the public and landowners if the requirements are not communicated to the affected stakeholders on a regular, consistent basis each year or before each occurrence. The lack of consistent notification about such events and other changes in training can result in increased numbers of complaints and lead to future failed communication efforts. An overall failure in communication can result in incompatible planning and coordination of activities that could impact mission training delays or create increased June 2015 Page ..J- inconveniences for the general public and ultimately jeopardize the overall JBSA -R mission and economic stability the base provides to the surrounding communities. Complementing the efforts of the 12`h FTW Community Engagement Office mentioned in the previous issue discussion existing tools section, the following additional tools assist in addressing this issue. Federal Aviation Administration Advisory Circular 91 -45C Pursuant to Federal Aviation Administration (FAA) Advisory Circular (AC) 91 -45C - Waivers: Aviation Events, minimum horizontal distances must be established to "isolate spectators from flight areas, active runways, run -up areas, and other active areas such as emergency or police helipads, parachute landing areas, etc." Horizontal distances are established by delineating showlines for aerobatic and spectator use and also include passive spectator areas outside showlines. JBSA -R complies with the AC by establishing showlines and an aerobatic box surrounding Runway 14R/32 during the annual airshow to protect the general public. The aerobatic box is primarily located on JBSA -R property, but a portion extends into the cities of Converse and Schertz. An evaluation of existing land uses within the aerobatic box located off - installation is shown on Figure 5.3 -1. Agriculture land uses are typically compatible with airshow activities and other aviation operations. In the event of airshows, single - family residential and other such buildings including farmhouses must be vacated during the event. If persons re -enter the buildings, then efforts to vacate them must occur. Although the land in Converse is currently used for agriculture, it is zoned as commercial / retail and single family residential. The City is concerned about the temporary restrictions employed during airshows due to potential impact on future business and overall land desirability. An evaluation of zoning for the land located in the aerobatic box off - installation is shown on Figure 5.3 -2. While there would be temporary restrictions for future business, residents, and / or base development that locate in this area, restrictions would be minimal and temporary. Sources: Federal Aviation Administration Advisory Circular 91 -45C - Waivers: Aviation Events, 1990 JBSA -R Facebook Page The JBSA -R Facebook Page provides various updates including information about changes in training and operations that could impact the public and persons on -base. This source provides valuable information to those persons who "like" and "follow" the page regularly for updates. The JBSA -R Facebook page is located at https: / /www.facebook.com /JBSARandolph; there are currently 7,366 likes for this page. The following notifications about changes in training or operations were posted on the JBSA -R Facebook page this year. Posted on January 10, 2014: We're going to be testing out the Giant Voice on Tuesday between 10 a.m. and noon to make sure you can hear us loud and clear during mass notifications. Let us know if you can hear us! Posted on January 8, 2014: Heads up! The 12th Flying Training Wing will be conducting after hour engine runs during the rest of January, from 1Op. m. - 6: a.m., in order to meet student production requirements. Please pardon the noise. OLMA-Randolph wan ary u t, Heads up! The 12th Flying Training Wing will be conducting after hour engine runs during the rest of January, from 10 p.m. — 6: a.m., in order to meet student production requirements. Please pardon the noise. This is a good example of public notification as it provides the information, allows for comment, and gives the persons who like the page the opportunity to share this information with others. However, there are two limitations: the notification only reaches the persons who have a Facebook account and follow this page regularly, potentially limiting the audience that can learn about this information and the post does not contain guidance for retrieving more information about this training change. No contact information or direction for more information about this operational change is provided in this post. Pare 5,3 -2 dune 201 June 2015 Page 5,3-3 Page 5,3-4 ]une 2013 JBSA -R Newspapers and Other Periodicals In addition, the base publishes notifications of changes in training missions and activities in the base newspapers to inform the base population. This is also a good platform for communicating with the base and the visitors of the base. B and 'o ,;: 7 ing regard proposed development ,r; chiev compatible military mission <s economic brings impact the military There are several organizations that advocate for the continued protection and preservation of JBSA -R in the surrounding communities such as the Northeast Partnership and the Randolph Metrocom Chamber of Commerce. These organizations have common goals in protecting the installation and encouraging similar compatible business growth in the area. The jurisdictions surrounding JBSA -R are encouraged to consult with the base for proposed development projects and rezonings especially if the location of the proposed development or rezoning is located within the accident potential zones (APZs) of the airfield. This action is important for the purposes of preserving the military mission and protecting the welfare of the general public. Military reviews allow the installation to evaluate the impact and consider potential future impacts the proposed development or zoning change could have on the JBSA -R training mission. This evaluation can result in a determination that the proposed development is an encroachment and presents a potential incompatibility with JBSA -R's aviation training mission which can potentially jeopardize the future military mission at JBSA-R. Perpetual Clear Zone Easement The perpetual clear zone (CZ) easement established a requirement for the City of Universal City to notify the military within 60 days of any proposed development actions within a 188.712 acre area north Runway 14R. In addition to the 60 -day notification, the City had to certify that the proposed land uses were consistent with the current AICUZ Report for Randolph AFB. While this is a good formalized tool for coordination of a specific area, this tool's authority is confined to the parcel of land and it does not define a response timeframe for the military to review the said development actions. Universal City Coordination Letter with JBSA -R The City of Universal City develops a form letter addressed to the JBSA Commander informing the commander of proposed development actions in the areas near the base. This letter describes the following items: Proposed land uses, The size and location of the proposed uses are provided, Detailed information about the number of persons using the proposed land use, Hours of operations, and An assessment of the proposed use's compatibility as recommended by the 2007 Randolph AFB AICUZ guidelines. This letter also allows for a 60 -day review of the proposed development and copies are provided to the JBSA -R community planner, the JBSA community planner, and the project manager for the project or developer. This coordination letter is a good tool for improving communication and coordination between the city and the base but lacks the response window - if a response is not received by the city within the 60 -day timeframe, then the project will be considered compatible based on the information provided in the letter and a permit will be approved and issued. City of Schertz Unified Development Code, Section 21.5.9, Special Districts The City of Schertz Unified Development Code (UDC), Section 21.5.9, Special Districts establishes formal communication and coordination protocol with the base for proposed development actions that occur within the city's jurisdiction and proposed for locations within the APZs. The City's UDC clearly states that formal notification identifying the specifics of the development must be provided to JBSA -R. The following regulations are required in the city of Schertz: Section 21.5.9.2. A request for development that is not a permitted use by the AICUZ Study, as adopted by the City, or a request for zoning change for property located within the AICUZ requires written notification to Randolph Air Force Base (RAFB) of the proposed development, type occupancy, occupant load, hours of operation, and any special conditions of the project that may include noise, dust, smoke emissions, etc., and any proposed request for a zone change within the AICUZ, with applicable reference the Standard Land Use Code Manual June 2015 Page 5.3 -5 (SLUCM) as adopted in the AICUZ Study. An acknowledgment from RAFB will be requested on the proposed development within sixty (60) days. RAFB may conclude that the proposed development or zoning change should be permitted. Unless RAFB affirmatively recommends to the City that the proposed development or zoning change in the AICUZ be permitted, the development or zoning change will not be approved by the City. Failure on the part of RAFB to respond within sixty (60) days will be deemed to be disapproval. While this regulation establishes certain controls for the land located in the city's jurisdiction and in the APZs, this regulation does not require a response by JBSA -R and states that if no response is received from the base, then the development request will be denied. This action may not consider factors within the proposed development that could be changed or mitigated to ensure compatibility with the military mission in these areas. Other communities have established development review timeframes for development actions. Table 5 -3.1 illustrates the subdivision and rezoning review periods for property affected by the AICUZ organized by jurisdiction. San Antonio (subdivision) 10 to 50 days* 30 days N/A N/A Schertz (subdivision) N/A 30 days 30 days N/A Seguin (subdivision) N/A 30 days N/A N/A Selma ( subdivision) N/A 20 days 30 days N/A Universal City (subdivision) N/A 30 days N/A N/A *depending on number of lots +within Military Airport Overlay Zone only ^includes 30 day allowance for San Antonio - required U.S. Air Force review N/A process does not exist for this jurisdiction or there is no specified review period There is no defined A for reviewing proposed development actions within application. the Universal City Perpetual Clear Zone Easement Area. This impacts the length of time D takes to process a development In 1988, JBSA -R was granted a perpetual easement on land in Universal City located at the north end of Runway 14R/32L as shown on Figure 5 -3.3. Any proposed development actions that are slated for this area must be coordinated with JBSA -R as prescribed by the easement. However, there are no provisions in the easement that require a base or military response. This presents an issue for the City as they are required by law to notify the development applicant of any concerns or issues with a proposed development action in a timely manner. This lack of defined response time from the base not only presents a potential legal issue for the City, but can also mean decreased development opportunities for the City and host tax revenue. This delay on the part of JBSA -R can exacerbate an already challenging communication effort and diminish collaborative, interagency relationships. e Perpetual Clear Zone Easement The perpetual clear zone easement states the following regarding response timeframes. 6. The right to prohibit new construction or alteration of any structure which is inconsistent with the then applicable Air Installation Compatible Use Zone (AICUZ) study for Randolph Air Force Base (AFB), Texas. No new construction or alteration of any structure may be started without providing sixty (60) days' advance notice and Grantee certification to the Base Commander of Randolph AFB, Texas, that the construction is consistent with the AICUZ study. Page 3,3 -5 dune 201 June 201 5 Page 5.3-7 7. The right to prohibit new activity unless it is consistent with the current Randolph AFB, TX AICUZ study recommendations. No new activity may be started without providing sixty (60) days' notice and certification to the Base Commander of Randolph AFB, TX, that the activity is consistent with the AICUZ recommendations. This time requirement is applicable only to the City. The easement does not obligate ]BSA -R to provide a time - specific reply or any reply to the City for these reviews. Source: Perpetual Easement 1989 between Randolph and United Financial Corporation Universal City Development Review Process Per the City's Development Review Process, the City stipulates time for staff review of certain development projects. Specifically, the City allows for five to seven days for a Residential Plan Review and 10 to 45 days for a Commercial Plan Review. These timeframes are inconsistent with the 60 -day required review as prescribed by the easement. Additionally, the City's development review process does not acknowledge the 60 -day notification requirement within the perpetual clear zone easement area to encourage transparency and notification to prospective developers. The City's listing of cooperative agencies in its development review process does not include ]BSA -R. homes There is a lack of notification or accurate notification to potential buyers looking to purchase property / within Accident Potential ,, , or Clear Zones. property the or o , Accident Potential Zone or Clear Zone Area. The disclosure to prospective home buyers within CZs and APZ I is not comprehensive. While construction of homes in these areas may have been approved by the base and buyers are required to sign an acknowledgement recognizing the property's location in the CZs or the APZ, the Department of Housing and Urban Development (HUD) prescribes policies that deny financial assistance and insurance to homebuyers if the property is located within these zones. This miscommunication can create unnecessary safety risks for the military mission and frustrate homebuyers in the area. �� � Department of Housing and Urban Development 4150.1 REV -1 HUD's policy for insuring homes with a high degree of risk reflects the agency's desire to restrict loans and insurance for this type of development in critical flight locations. The following excerpt illustrates HUD's position regarding developments within the CZ and APZ I areas. C. Airport Hazards. 1) HUD will not accept proposed construction cases and existing dwellings less than one year old if the property is located within Runway Clear Zones at Civil Airports or Clear Zones or Accident Potential Zone I at Military Airfields. 2) Existing dwellings more than one year old are acceptable provided the prospective purchaser acknowledges awareness that the property is located in a Runway Clear Zone /Clear Zone. This acknowledgment "Notice to Prospective Buyers of Properties Located in Runway Clear, Zones and Military Airport Clear Zones" must be used in every instance where applicable and should be used without change. A signed acknowledgment must accompany the application for firm commitment. This policy also provides an example of typical language that should be communicated to homebuyers and incorporated into a disclosure affidavit that homebuyers sign indicating they understand the risks associated with the property or home location. Veteran Administration Pamphlet 26 -7: Lenders Handbook The Veteran Administration (VA) also addresses loan guaranty and credit underwriting. Section 10 - Property Eligibility and Appraisal Requests notes that a "Property is not eligible for appraisal if the improvements are or will be located in an airport Noise Zone 3" and references Section 11.12. Section 11.12 defines appraisal requirements for properties near airports and notes the following: The appraisal report must identify any airport noise zone or safety - related zone in which the property is located. » Clear zones are areas of highest accident risk located immediately beyond the ends of a runway. Accident potential zones are beyond the clear zones but still have significant potential for accidents. Only military airports identify them. Pace ,3-8 lune 2015 • No existing property will be rejected because of airport influence if that property is already the security for an outstanding VA loan. Depending on the type of construction and the airport noise or safety - related zone involved, the following requirements also apply with regard to the appraisal and /or VA Notice of Value (NOV): A Noise Noise Noise Accident Type Zone Zone Zone Clear Potential Construction One Two Three Zone Zone Proposed A A, B, E F A, C, H, being purchased is located in an area near an C, D airport, and that aircraft noise may affect I New /Existing A A, D A, D A, C, A, C, I noise zone three contours were changed to include it. In that situation, the requirements G for proposed construction in noise zone two A The fee appraiser's market data analysis must include a consideration of the effect on value, if any, of the property being located near an airport. B Sound attenuation features must be built into the dwelling to bring the interior DNL of the living unit to 45 decibels or less. C Available comparable sales must indicate market acceptance of the subdivision in which the property is located. D The veteran must sign a statement which indicates his /her awareness that the property being purchased is located in an area near an airport, and that aircraft noise may affect livability, value, and marketability of the property. E Not acceptable as the security for a VA loan unless the project was accepted by VA before noise zone three contours were changed to include it. In that situation, the requirements for proposed construction in noise zone two must be met. F Not acceptable as the security for a VA loan. G The veteran must sign a statement which indicates his /her awareness that the property being purchased is located near the end of an airport runway, and that this may have an effect upon livability, safety, value, and marketability of the property. H The project in which the properties are located must be consistent with the recommendations found in the airport's Air Installation Compatible Use Zone (AICUZ) report. I The veteran must sign a statement which indicates his /her awareness that the property being purchased is located in an accident potential zone and that this may have an effect upon livability, safety, value, and marketability of the property. " Although it is not unlawful to develop property without following the AICUZ study recommendations, doing so comes with associated financial risks for communities, potential buyers, and residential builders. Sources: HUD 1450.1 REV -1; VA Pamphlet 26 -7 buyers that a military installation is located within the area which may generate noise, vibration or other military training missions. This is a major issue for tential home buyers who are Disclosure and notification to potential homebuyers who are new to the area is not comprehensive relative to impacts from the JBSA -R operations. Noise, overflight, vibrations, and other impacts are likely to affect properties in the vicinity and this awareness is not necessarily directly communicated at the point of sale. There is a perception that communicating the military impacts to the potential homebuyers could have an adverse impact on desirability of the property, which could result in property devaluation. Conversely, this lack of adequate notification could lead to future complaints to the base resulting in issues for the base as the installation is evaluated in the future by the DOD for possible mission realignments. Realignment of missions can mean loss of economic activity and revenue for the surrounding area. While the issue is primarily focused on prospective homebuyers, there is a general concern about notification to current residents. The base performs operations daily and noise from aircraft is heard throughout the communities during the day. However, there is minimal to no noise at night associated with flying operations. Notifications are made to the public through various communication methods for any operations that occur outside the normal training schedule. Texas Association of Realtors Form 1506: Notice to Buyers The Texas Association of Realtors (TAR) Form 1506: Notice to Buyers is a form used by Texas realtors to inform sellers about a property of interest. The information disclosed to sellers includes topics such as: Lead -Based Paint, Mold, and Noise. Jane 2015 Page 5.3-9 This form provides a disclosure that noise associated with certain types of adjacent uses to the subject property can impact the property. The following statement on the TAR Form 1506 provides a notification disclosure to buyers of property located near an airport. Noise. Properties around the property you may buy are used for a variety of purposes. Some of the uses cause noise (for example, airports, railways, highways, restaurants, bars, schools, arenas and construction). You are encouraged to drive and review the area around any property in which you are interested at various times and days. While this statement partially addresses disclosure of noise in the area around JBSA -R, neither this statement or TAR 1506 form disclose any other information about other potential impacts associated with military training operations. Regional Right -of -Way Notification Signage Jurisdictions within the study area have designed, developed, and placed signage in the community road rights -of -way to increase visibility and awareness of JBSA- Randolph. The signage acknowledges the presence of JBSA- Randolph, the proud heritage of the installation within the community, and notice that the communities may be impacted by overflight and noise. Sample notification signage designed for placement in road rights -of -way Multiple agencies advocate for the preservation of military mission and local economic development and have similar overarchinIn goals, but s coordination potential for maximization of resource use and shared benefits. This fragmented among similar agencies can reduce efficiencies. Given the similar missions of various organizations in the JBSA -R area, there are many opportunities for coordination and collaboration to address common goals and realize shared benefits. There is concern that these organizations are not coordinating effectively and some of these goals and benefits are not being realized. A lack of coordination can also result in a duplication of efforts and ineffective use of resources within the region. This can create inefficiencies which could result in lost potential opportunities and affect success in achieving common goals to the detriment of future development and growth. Alamo Area Council of Governments The Alamo Area Council of Governments ( AACOG) is a regional planning organization that covers 13 Texas counties, including Bexar and Guadalupe. It provides technical assistance to member governments with their planning functions, preparation of applications, and the administration of area -wide programs. The programs and functions AACOG provides include regional transit; air quality and natural resource monitoring and regulation; resource recovery; workforce services, such as job seeking services; a center for regional data; and senior care services. While there are no directly related programs associated with the JBSA -R mission, the AACOG's regional transit program and other programs benefit the personnel who are employed at JBSA -R. Military Transformation Task Force The Military Transformation Task Force (MTTF) was developed by an initiative of the City of San Antonio, Bexar County, and Greater San Antonio Chamber of Commerce to share information and work with the military to enhance mission readiness through a Community - Military Partnership; advocate for the military at a local, state, and national level; and address any impacts that the military may have on the community. There are several committees responsible for different areas of interest, such as infrastructure and transportation, communication and legislative affairs, and military enhancement and readiness. JBSA is a key military- member of this organization. Page 53-10 -lone 201 Northeast Partnership The Northeast Partnership for Economic Development (NEP) is a non - profit corporation that promotes economic growth and quality of life in member cities, including Cibolo, Converse, Garden Ridge, Live Oak, Schertz, Selma, and Universal City. Their mission is to enhance the region's identity, broaden job opportunities, promote businesses, and identify sources of investment. They have an explicit goal of promoting and enhancing the local civilian / military partnership with JBSA -R through the Randolph Air Power Community Council whose members work with JBSA -R leadership to support community efforts of mutual concern for military and civilian populations. Randolph Metrocom Chamber of Commerce The Randolph Metrocom Chamber of Commerce is an organization representing 10 communities surrounding JBSA -R. This organization promotes business opportunities and networking in the area. It has a strong connection to the base and promotes synergistic opportunities with JBSA -R. The Chamber's goal is to encourage business growth and prosperity. Sources: Alamo Area Council of Governments website; Northeast Partnership for Economic Development website; City of San Antonio, Military Transformation Task Force; Randolph Metrocom Chamber of Commerce website Geographic Information Systems (GIS) is an interactive platform to collect, review, and assess similar and / or disparate data concurrently, which is critical to planning. GIS organizes and employs geographic spatial data, such as zoning and land use designations, property information, and utility and infrastructure data, and allows a user to select and review discrete pieces of information to evaluate a specific planning project or proposal for informed decision- making. Without GIS, planners have to rely on static maps and sketches to view and interpret the interrelationship of multiple data sets. GIS is only as valuable as the data is available. Lack of available GIS data from the military can make development decisions including future infrastructure siting difficult for communities. The communities expressed challenges with long -range planning relating to military compatibility due to the lack of a comprehensive set of GIS layers. Properly siting satellite, telecommunications, and water towers is critical due to the imaginary surfaces associated with ]BSA -R, ]BSA- Seguin Auxiliary Airfield (]BSA -S), and Stinson Municipal Airport and their associated approach and departure corridors and flight paths. The siting of towers within navigable airspace can present a threat to mission readiness, the safety of the public and military personnel, and the infrastructure investment. Siting of towers at their highest acceptable point is often a goal for telecommunications, satellite, and water towers because obtaining a clear line -of -sight signal to the communities or a sufficient pressure for gravity - based systems is necessary for optimum operation. Though it is imperative for communities to site infrastructure towers in a location that will best serve their citizens, placement at a high elevation relative to JBSA -R, JBSA -S, or Stinson Municipal Airport can cause impacts on flight and flight training operations. Continued coordination between JBSA-Randolph and San . . . safety of the pilots and the public located beneath the airspace. Due to the volume of air traffic and the location of flight patterns at San Antonio International Airport (SAT) and ]BSA-R, there is some overlap in airspace and a need for high levels of coordination to prevent safety issues. It is understood that SAT does not always issue air traffic advisories to JBSA -R training aircraft since SAT may assume that the military aircraft onboard radar systems are sophisticated enough to render the advisories unnecessary. The military aircraft need to be informed of these advisories and, in most cases, JBSA -R relies on SAT radar. Continued communication needs to be consistent to maintain a safe flight environment for both military aircraft and other commercial and general aviation aircraft in the vicinity. June 2015 Page 5.3-.11 Air traffic volumes are predicted to increase at both SAT and JBSA -R in the future. An increase in regional population over the next 20 to 30 years will likely result in an increased demand for commercial and private flights at SAT. There is also potential for an expansion of flight operations JBSA -R through an increased number of missions or introduction of missions that require additional airspace. The San Antonio Tower (SAT) and JBSA -R have a letter of agreement (LOA) stipulating the use of the San Antonio Tower to assist JBSA -R training pilots considering the regional airspace is used for private, commercial, and military training air traffic. The current LOA became effective in July 2009 and delineates operations and responsibilities of both SAT and Randolph Tower (RND). This LOA defines applicability standards: 8. APPLICATION. Procedures contained in this agreement may be altered when deemed necessary in the interest of safety or expediting traffic flow and after coordination between all appropriate agencies. This agreement is not applicable when SAT radar /STARS is out of service. SAT will not provide service to training missions during radar /STARS outages. In operations that involve departures, the following rules apply which also stipulate when and which tower releases advisories: c. Departures. (1) When Randolph ceiling /visibility are reported at or above 300013 mission departures shall maintain VMC conditions until radio and radar contact are established with SAT. If the above conditions are not met within 10 NM, the aircraft shall maintain VFR and return to Randolph. (2) Interval Departure. When weather conditions preclude normal formation departures, pilots shall file individual flight plans for each element of the flight. RND shall request 'INTERVAL" departure release from SAT. Traffic permitting, SAT shall provide an interval as follows: T -6 90 second /3 NM; T -38 1 minute /5 NM; BE40 1 minute 14 NM; SAT understands that join -up is desired as soon as possible after departure and shall assume that the pilot has so requested. Pi lots are expected to fly normal speeds and climb rates on departure. When the last element of a flight reports lead in sight, SAT considers the join -up complete. Join -up shall be accomplished in the MOA if conditions preclude doing so on departure. (3) 20 Second Trail Departure. 20 Second Trail Departure procedures shall be conducted as follows: (a) Departure procedures are strictly at the discretion of SAT TRACON and will only be allowed as traffic and workload permits. When conditions do not allow 20 Second Trail Departures formations shall utilize 'Interval Departure" procedures. (b) 20 Second Trail Departure procedures shall be conducted under Military Assumes Responsibility for Separation (MARSA). These departures are authorized only for T -38 aircraft, are limited to 2 elements of one or two aircraft, and shall only be requested/ approved when weather conditions prohibit normal formation departure procedures and spacing. In the instances of other conditions that affect flight and aviation operations, the LOA stipulates responsibilities for both RND and SAT: k. Weather Recall. (1) RND shall provide SAT with as much advance notice as possible of a weather recall. SAT shall broadcast an advisory on all appropriate ATC frequencies. Repeat this broadcast approximately 2 minutes after initial broadcast. The LOA prescribes responsibilities for both RND and SAT governing other operations such as alternative patterns or pattern status and / or change of airports: 1. Pattern Status /Alternate Airport. (1) RND shall be responsible for advising SAT of the pattern status, any pattern restrictions due to birds, and alternate airport(s). (2) As soon as practical after receiving any change in pattern status or alternate airport information, SAT will broadcast an advisory on appropriate ATC frequencies. Repeat this broadcast approximately two minutes after initial broadcast. This LOA prescribes the operating procedures and responsibilities of the towers and the pilots when training and using the airspace in the JLUS study area. There are several other LOAs between JBSA -R and other smaller area airports to ensure training operations are executed in an effective and safe manner. It is imperative that the rules as established for communicating operations in the airspace are followed and executed by all stakeholders to ensure a safe and navigable airspace for all airspace users. Source: Letter of Agreement between San Antonio International Airport and Randolph AFB, July 2009. Page 5,3-12 tune 201 Despite ! Houston Traffic Control enter Military Operating Areas where military aircraft are conducting high performance nontraditi,tnil flight air collision. There are FAA and military regulations for special use airspace (SUA) that surround JBSA installations. Some of these SUA include the designation of military operating areas (MOAs) where military aircraft are allowed to practice non - traditional flight maneuvers like spins, aerobatics, stalls, and formation flying at higher than normal airspeeds. All of these factors make it difficult to see and avoid both for the military aircraft involved in the training and for general aviation who may be attempting to fly through the MOA. SUA by definition is advisory in nature and does not preclude general aviation aircraft from flying into it utilizing Visual Flight Rules (VFR). Under VFR the pilot of the aircraft is responsible for maintaining visual separation from all other aircraft in the vicinity including military aircraft in the MOA. The concern with general aviation activities occurring in SUA, even by negligence, is that these incursions can create safety risks for both pilots —the military training or instructor pilot and the general aviator. The high speed of the jet trainer along with the unusual maneuvering makes it nearly impossible for pilots to see the general aviation aircraft until it is potentially too late to avoid a collision. Additionally, these incursions can cause delays in training activities from slowing or stopping the training mission. JBSA Mid -Air Collision Avoidance Program JBSA implemented a Mid -Air Collision Avoidance (MACA) program to inform general aviators of these designated MOAs and to provide recommended operational procedures within them. The purpose of the MACA program is to reduce the potential of a mid -air collision through a process of education and distribution of information to pilots. The memorandum outlines procedures and responsibilities to inform general aviation pilots of MACA and is a cooperative effort undertaken by JBSA -R and JBSA- Lackland. The MACA memorandum lists it airports where JBSA -R has LOAs with to ensure military training operations are executed for the JBSA -R mission. This memorandum establishes provisions for the education of general aviators in the areas: JBSA will conduct visits to provide presentations, Supply /update published MACA material, and /or Discuss any major changes to flight activities. The memorandum does not specify how often these airports are visited or how information will be distributed, although the outlets identified for dissemination are extensive and include: • Hard copy handouts, • Web -based information, • In- person presentations, and • Participation in monthly meetings held by the San Antonio General Aviation Pilots Association. Despite these efforts and notification by Houston Air Route Traffic Control Center, general aviation aircraft have been entering MOAs. Sources: Department of the Air Force Air Education and Training Command memorandum, Cooperative Mid -Air Collision Avoidance (MACA) Program, 2013; 12 'h Flying Training Wing MACA Program presentation, 2012. Federal Aviation Administration Advisory Circular 90 -66A The Federal Aviation Administration (FAA) Advisory Circular (AC) 90 -66A is an advisory to pilots and other aviation stakeholders about the recommended standard traffic patterns and practices for aeronautical operations at airports without operating control towers. This tool establishes the authority for the State of Texas Rule 5 -16 and its model ordinance described in the following tool. However, this tool also establishes provisions for each pilot to be familiar with the traffic patterns at both the departure and arrival airports so as to follow appropriate and standard protocols. The following excerpt from AC 90 -66A states that pilots are responsible for familiarizing themselves with the air operations in the area for which they are departing and arriving. c. As part of the preflight familiarization with all available information concerning a flight, each pilot should review all appropriate publications (AFD, AIM, Notices to Airmen (NOTAM), etc.), for pertinent information on current traffic patterns at the departure and arrival airports. Source: Federal Aviation Administration AC 90 -66A, "Recommended Standard Traffic Patterns and Practices for Aeronautical Operations at Airports without Operating Control Towers" Jane 2015 Page 5.3-13 Texas Department of Transportation Model Airport Rules and Regulations for General Aviation Airports without Control Towers The Texas Department of Transportation has model ordinances / orders available on their website that assist local governments to establish regulations for general aviation airports and aircraft operations. The general rule of thumb for general aviation operations operating without the use of a control tower is to give other aircraft the right of way and to see and avoid other aircraft. Additionally, general aviation aircraft operating in the area without control towers are also recommended to follow the standard traffic pattern. The standard traffic pattern for lighter and smaller aircraft is recommended at altitudes at 1,000 feet above ground level (AGL). The standard traffic pattern for heavier, larger aircraft is 1,500 feet AGL. The following is an excerpt from the Texas Model Ordinance for General Aviation Airports and Aircraft. Rule 5 -10. Standard Traffic Pattern and Altitude, Non Towered Airports - All flight activity will adhere to FAA Advisory Circular 90 -66 (latest change) "Recommended Standard Traffic Patterns and Practices for Aeronautical Operations at Airports without Operating Control Towers ", also depicted in the Aeronautical Information Manual. Recommended traffic pattern altitudes are 1000 feet Above Ground Level (AGL) for piston powered airplanes and 1500 feet AGL for turbine powered airplanes. Helicopters will operate as to not obstruct the normal traffic pattern. The use of standard traffic patterns does not alter the responsibility of each pilot to see and avoid other aircraft. Source: Texas Department of Transportation, Airport Rules and Standards. Model Airport Rules and Regulations, http: / /www. dot. state, tx. us /business /governments /airport _rules. htm exclusion may result in a lack of roadway capacity. Membership of the Metropolitan Planning Organization Board is representative of the government structure in the region and includes a 25- member board that participates in regional planning. The membership on this board does not include a representative from JBSA -R in either an official or advisory / technical capacity. The following is a list of members involved in the San Antonio -Bexar Metropolitan Planning Organization: • City of San Antonio, District 6 (Chair) • Bexar County, Precinct 3 (Vice Chair) • Advanced Transportation District • Alamo Regional Mobility Authority • Bexar County, Precinct 1 • Bexar County, Precinct 4 • Bexar County Public Works • City of Boerne • City of New Braunfels • City of San Antonio, District 1 • City of San Antonio, District 5 • City of San Antonio, District 8 • City of San Antonio, Public Works • City of San Antonio, Community Development • City of Seguin • Comal County • Greater Bexar County Council of Cities • Guadalupe County • Northeast Partnership • Texas Department of Transportation • VIA Metropolitan Transit Ex- Officio Members are: Federal Highway Administration Texas Department of Transportation VIA Metropolitan Transit San Antonio Mobility Coalition Non - Governmental Representative This exclusion can result in a lack of coordination on roadway improvement or capacity issues, especially from a large regional trip generator such as ]BSA -R. JBSA -R is a major contributor to traffic impacts in the region and, without representation; changes at JBSA -R could result in adverse impacts on the regional roadway system. Pipe 53-14 dune 2015 � Kneupper Road Concept The Kneupper Road Concept is one proposed alignment alternative for exiting traffic from Loop 1604, a major highway perpendicular to Farm -to- Market - 78 (FM -78) as part of the intersection improvement for the northeast segment of Loop 1604, extending from Interstate -35 (I -35) North to Interstate -10 (I -10) East. The project under current consideration involves the expansion of Loop 1604 to a four and six lane expressway with managed toll lanes. JBSA -R representatives have expressed safety concerns with the Kneupper Road concept alignment, since it will transfer automobile queuing from a roadway with a 45 mile per hour (mph) speed limit to a roadway with a 65 mph speed limit immediately outside the JBSA -R perimeter. Lack r r; crane MWIMMIM r` # flight and a safety hazard to Construction cranes can cause temporary vertical obstructions that can impact navigable airspace in the JLUS study area. These cranes can reach heights upwards of 100 feet, and depending on their location can penetrate the imaginary surfaces of the active military airfield at JBSA -R. This penetration of navigable airspace near the airfield can increase the risk of safety for pilots and the general public as well as for the aircraft and the heavy equipment. City of San Antonio Crane and /or Temporary Construction Equipment Procedures in and around Airports Building Permit Form The City of San Antonio requires a temporary construction and crane operation permit, which provides advance notice to the city and requires the permit holder to coordinate with FAA. However, the contact information for the FAA is outdated, which can lead to delays when seeking approval from the FAA and cause further delays for the construction company. Source: COSA Crane and Temporary Construction Permit, http://www.sanantonio.govldsdlpdflAviation.pdf City of Schertz, Unified Development Code, Section 21.8.7 - Temporary Structures The City of Schertz regulates the use of temporary structures for storage and construction purposes. The UDC does not specifically identify temporary construction cranes as a use within this section. The following is the excerpt from the city's UDC regarding temporary construction buildings. B. Temporary Construction Buildings: Temporary building and material storage areas to be used for construction purposes may be permitted for a specified period of time in accordance with a permit issued by the Director of Development Services or his /her designee for cause shown. Upon completion or abandonment of construction or expiration of permit, such field offices and buildings shall be removed at the direction of the Director of Development Services or his /her designee. Source: Schertz Unified Development Code, Section 21.8.7 Temporary Construction Structures, 2010. City of Universal City Zoning Ordinance, Section 4 -5 -68. - Temporary Uses The City of Universal City has controls for temporary uses if a temporary use permit is obtained from the City Manager or his / her designee. The permit specifies the type of use, the duration of use, and any special conditions that may be associated with the issuing of the permit. The ordinance does not identify temporary construction cranes as a use in this section of the code. The following excerpt from the zoning ordinance identifies the types of uses associated with construction permitted by a temporary use permit in the city. 3 (c) Business offices, construction offices or sales facilities where construction of a permanent facility is being diligently completed, provided that the structure is in compliance with all other applicable codes and ordinances. Source: Universal City Zoning Ordinance, Section 4 -5 -68 - Temporary Uses, 2007, City of Converse Zoning Ordinance While the City of Converse does not issue temporary use permits, it does have limited regulations for temporary construction buildings as permitted uses in three zoning districts: R -1 Single Family Dwelling District R -5 Mobile Home / Manufactured Home District R -6 Single Family Small Lot Dwelling District Jane 2015 Page 5.3 -.1 These zoning districts allow for the construction or placement of temporary construction buildings provided the structures are removed upon completion of the construction. The following is from the City's Zoning Ordinance regarding these temporary buildings. Temporary buildings to be used for construction purposes only, which shall be removed upon completion or abandonment of construction work, and field offices for the sale of real estate, which shall be removed upon request of the building inspector. Source: Converse Zoning Ordinance, Division 2, 2006. Page 5,3-16 lune 2015 5.4 Dust,, Smoke, and Steam Dust results from the suspension of particulate matter in the air. Dust and smoke can be created by fire from controlled burns, agricultural burning, and artillery exercises; ground disturbance from agricultural activities, military operations, and grading; and industrial activities or other similar processes. Dust, smoke, and steam are compatibility issues if sufficient in quantity to impact military and / or flight operations including reduced visibility and equipment damage, or if military activities cause dust, smoke, or steam that interferes with civilian uses or quality of life. hazard for pilots. The refining facility owned and operated by Calumet Specialty Products Partners, L.P. is San Antonio's only petroleum refinery and serves the U.S. Air Force with their handling of jet fuel and diesel. It is located on the southeast side of San Antonio less than two miles from Stinson Municipal Airport. The refinery processes 14,500 barrels per day and 0.72 million tons of oil annually. Emissions from the plant can include smoke and particulates like volatile organic compounds, nitrogen oxides, and hazardous air pollutants. The Stinson Airport has Class D airspace extending from the airport surface upwards to 3,100 feet MSL. Emissions from the refinery at a certain volume and under dense weather conditions will linger within this airspace. Dense air pollutants can cause visibility issues for pilots who may be navigating in the area resulting in greater risks to the community, the pilots, and the aircraft. New Technology Implementation Grants Program To maintain the State's attainment status for air pollution, the State established various programs to encourage the reduction of air pollution. The New Technology Implementation Grants (NTIG) Program provides resources to companies who strive to reduce air pollutants emissions from facilities and other stationary sources in Texas. The last NTIG application period ended in November 2010; however, there is contact information about this program and information about the Texas Emissions Reduction Plan Program online at the following website: http://www.tceq.texas.gov/airquaIity/terp/ntig.htm1. Texas Commission on Environmental Quality Permitting The Texas Commission on Environmental Quality (TCEQ) is the organization responsible for monitoring air pollutants in the State of Texas. Currently, their policies require any person or company who plans to construct new facilities or renovate an existing facility that will emit air contaminants into the atmosphere to obtain authorization from the TCEQ prior to commencement of construction. Source: Stinson airport map notes, article- Refinery near Stinson; Stinson Master Plan 2013 Section 4.2.1, http: / /abarrelfull. wikidot. com /age- refining- san- antonio- refinery, article - NuStar invests millions, article NuStar finalizes sale; Texas Commission on Environmental Quality, http : //www. tceq.state. tx. us/. /Line 2015 Page .4 -1 Please see the next page. Page 5,4-2 dune 2015 5.5 Local Housing Availability Local housing availability addresses the supply and demand for housing in the region, the competition for housing that may result from changes in quantity of military personnel, and the supply of military family housing provided by the installation. housing to support the needs of military personnel may be limited. All of the communities surrounding JBSA -R are growing at steady rates. As these growth rates continue, new housing options will be needed to support increased populations. Competition between military personnel searching for housing options off -base and civilian residents may increase the demand for new housing options in the region. In 2010, the City of Schertz had a population of 31,465, an increase of 68.3 percent from 2000. Schertz has been continually growing, both in population and economic activity, creating an increased demand for both residential and commercial /industrial land uses. The constraints on future growth include the amount of available land, restrictive floodplain areas, and development regulations on properties near JBSA -R. In the Schertz Comprehensive Plan, a comparison of the 2002 land use inventory map and future land use map indicates a large scale conversion of rural and low- density residential land into industrial and commercial land. Part of this conversion is in accordance with recommendations for areas within an AICUZ, where residential uses are not considered compatible within the clear zone and APZ I. These constraints and anticipated changes from low- density and rural residential uses to industrial and commercial uses may reduce the amount of land available for residential development relative to current availability and drive the demand for increased housing. The population of the City of Cibolo increased by 406 percent between 2000 and 2010, with a 2010 population of more than 15,000, and is continuing to grow at a rapid pace. Cibolo has significant future development plans to accommodate the boom in population and commercial development. A comparison of current and the future land use maps for Cibolo reveals a striking increase in the area of the city with extended development far beyond Interstate -10 (I -10). South of I -10, there is currently minimal or no development in localized areas. Along with this geographic expansion is an increase in land zoned for residential uses, primarily single - family. This provides limited housing options for single people, non - traditional families, or families who may not be able to afford traditional single - family homes. A lack of diverse housing options and limited investment in multi - family and high density housing will be a challenge for Cibolo, since it may not provide an adequate supply of housing to meet market demand. The cities of Live Oak, Converse, and Universal City on the north and western side of JBSA -R are also growing at steady rates, but have experienced a smaller percentage of growth between 2000 and 2010 than Schertz and Cibolo. These communities are in close proximity to JBSA -R and may be sought by military personnel at JBSA -R as desirable places in which to reside. A potential future change in mission that increases military personnel at JBSA -R could create a higher demand for housing by military families in these communities. City of Cibolo - Update to the Master Plan, January 2005 The Cibolo Master Plan was most recently updated in 2005. It includes a Housing Element that provides an overview of the housing market and availability in the city at the time. The plan mentions a need for the city to plan for its future population by providing more housing options including rental properties. The plan identifies a lack of diversity in housing options citing a 2000 Census trend of 83 percent owner - occupied homes and a poor market for single members of the workforce, students, or employees at JBSA -R looking for rental housing. This plan is now outdated and the housing information needs to be revised to reflect current conditions and the approach to accommodating growth. City of Live Oak Comprehensive Plan 2022 The Live Oak Comprehensive Plan 2022 identifies housing as an important factor to consider as the community grows in the future. One of the goals in the plan is to provide for housing diversity in neighborhoods throughout the city since single - family units account for nearly 79 percent of the city's housing stock. City of Schertz Comprehensive Land Plan The Schertz Comprehensive Land Plan does not include a separate housing element, but does identify a priority to ensure adequate acreage in appropriate locations for a range of housing types. The plan does not address specific housing needs or current housing stock, and the plan does not factor housing needs associated with JBSA -R. Jane 2015 Page 5.5_ J Universal City Comprehensive Plan, 2008 -2013 The current Universal City Comprehensive Plan does not include a housing element, but does recognize the need for an increased number of apartment units to support a military population due to a reduction in housing available at JBSA -R. 1604 Commercial Corridor Study The City of Converse commissioned a study of the 1604 corridor within their city limits. The intent was to master plan the areas along Loop 1604 to encourage economic development and quality living and working spaces for residents of the city and newcomers that may settle in the city. In the study, there are residential uses planned for the corridor area; however, the residential uses are proposed for an area where the uses would be subject to noise, overflight, and safety hazards associated with the JBSA -R runways. Additionally, the study did not specify a density associated with the residential uses. According to AICUZ recommendations, residential uses are not compatible with the activities of runways when they are located within the CZs and APZ I. Residential uses may be located in APZ II at a maximum density of two dwelling units per acre. Sources: City of Schertz comprehensive plan- figure 4.1 (Land Use Inventory map) and Figure 4.2 (Future Land Use Plan map); Schertz Sector plan final p. 6; City of Cibolo future land use map, City of Cibolo Zoning map, 2013; City of Cibolo UDC -DCM, 2013; 1604 Commercial Corridor Study, 2013. There is a limited supply of housing rent properties available near JBSA-Randol l support the military personnel There may be an increased demand for rental housing in communities surrounding JBSA -R due to military personnel who reside off -base. In 2011, the median monthly rent ranged from $858 in Universal City to $991 in Converse, both of which were slightly higher than the median for Bexar County ($791) and Guadalupe County ($799). The higher median rentals in the cities near JBSA -R may be one indicator of demand for rental housing. According to the 2010 Census, the rental vacancy rates in communities immediately surrounding JBSA -R, including the cities of Converse and Universal City, are 7.0 and 7.9 percent respectively, below the 9.7 percent in San Antonio. These low vacancy rates may be indicative of limited rental housing supply in the area, which could further limit the availability of affordable rental properties for JBSA -R personnel. Military personnel who enter the rental market receive a basic allowance for housing (BAH), a stipend provided to military personnel who choose to live off base or who cannot be accommodated in housing on -base. This allowance is an equitable housing compensation for rental housing based on local housing markets and dependent on the geographic duty station, pay grade, and dependency status. For JBSA -R, this stipend ranges from $972 for a recently enlisted soldier up to $1,590 for the highest ranking officer. When compared with median rental rates, the BAN provides personnel with adequate funds to rent housing near the base. This may cause an issue in the rental housing markets if the military personnel out - compete civilians for rental housing. Non - military citizens may face a situation where affordable and /or high - quality rental housing is not available or it may increase commutes. There may be demand for rental housing by non - military local residents who cannot afford or do not want a traditional single - family home or who may be residing in the area on a temporary basis. This demand could create a deficiency in rental housing units for military personnel. It may also lead to a general undersupply of rental housing where there are not enough suitable units to satisfy both military and non - military demand. In this instance, both non - military citizens and military personnel may be forced to rent less desirable housing, housing which does not meet their family size needs, or housing further away from the workplace resulting in a longer commute. ,y. � Randolph Housing Websites There are several websites available that provide housing relocation information for personnel and families stationed at JBSA -R. The websites provides helpful links to rental properties in the area, BAH information, local area real estate agents, and information on the local communities. Some examples of websites available are: • www.housing.af.mil /jbsa- randolph (operated by the Air Force) • www.randolphhousing.com (an independently -run website) IN www.randolphfamilyhousing.com (operated by the privatized housing company at JBSA -R) Page 5„5-2 dune 201 5.6 Infrastructure Extensions This factor covers the extension or provision of infrastructure, e.g., roads, sewer, water, etc. Infrastructure plays an important, but varied role in land use compatibility. Infrastructure can enhance the operations of an installation and community by providing needed services, such as sanitary sewer treatment capacity and transportation systems. Infrastructure can also become an encroachment issue if enhanced or expanded without consideration for development impacts. The extension or expansion of community infrastructure to a military installation or areas proximate to an installation have the potential to encourage growth, potentially leading to incompatible uses and conflicts between military mission and civilian communities. Through careful planning, the extension of infrastructure can serve as a mechanism to guide development into appropriate areas, protect sensitive land uses, and improve compatibility of land uses and military mission, infrastructure improvements in surrounding communities could encourage incompatible Infrastructure improvements are necessary to accommodate future growth without discouraging development. Municipalities surrounding JBSA -R have proposed infrastructure improvements to facilitate growth and development. If not properly managed, this growth may be incompatible with JBSA- Randolph flight operations. Two cities have defined development plans with potential compatibility implications. The City of Schertz favors a development approach that positions the city as an emerging destination within the metropolitan region. The city recognizes that infrastructure provision is key to growth and has programmed additional sewer capacity improvements with other planning initiatives to achieve development goals. The City of Schertz's sewer system currently comprises a network of sewer lines located within various subdivisions that discharge into a collector system owned and operated by the Cibolo Creek Municipal Authority (CCMA). The collector system distributes the wastewater to a regional treatment plant adjacent to Cibolo Creek. Plans for the construction of a regional treatment plant at the southern end of Schertz have been proposed by the City to CCMA, the agency responsible for construction. Because infrastructure extensions are proposed in the southern part of Schertz, including Town Creek Sewer, Woman Hollering Creek Sewer Treatment Plant, and the South Schertz Trunk Lines and Lift Stations, development near these sewer lines will be favored. The City of Schertz estimates that more than 5,000 new residential units will be required to recoup capital costs of proposed sewer improvements through impact fees. Though they do not anticipate this magnitude of development over the Capital Improvements Program 10 -year planning horizon, additional infrastructure will likely increase densities and continued growth. The City of Converse projects additional residential growth equating to 2,000 new connections over the next 10 years on 1,300 acres of vacant and redeveloped land with build -out of 6,394 additional living unit equivalents (LUEs) in 30 years. New sanitary construction is proposed at various locations, construction of local and regional lift stations, and new pumps on the Autumn Run Lift Station. The city proposes a new 750 gallon water interconnect, interconnect pumps east of Farm -to- Market Loop 1604 at Lower Seguin Road, and new distribution lines to support future development water demands. The interconnects and new distribution lines along Farm -to- Market Loop 1604 and Lower Seguin Road are of particular concern since they are adjacent to JBSA -R and will facilitate development of vacant land in this area. Source: City of Schertz Water and Sanitary Sewer System Capital Improvements Program and Impact Fee Analysis Year 2011; City of Converse Water and Wastewater Capital Improvements Plan 2012 City of Schertz Water and Sanitary Sewer System Capital Improvements Program The City of Schertz updates their Water and Sanitary Sewer System Capital Improvements Program every five years. While the primary purpose of the program is to reassess impact fees, the program is based on a rational nexus of projected populations and facilities improvements and / or expansions to meet future development needs. lone 2015 Page 5,5.1 The Capital Improvements Plan in the Capital Improvements Program outlines the nature of water and sanitary systems improvements specific to the City of Schertz. The Capital Improvements Program does not address coordination or impacts on adjacent areas or jurisdictions. Source: City of Schertz Water and Sanitary Sewer System Capital Improvements Program and Impact Fee Analysis Year 2011 City of Schertz Economic Development Plan The City of Schertz Economic Development Plan outlines the city's position on future development and growth and underscores the vision of Schertz as an emerging business destination within the metro region. The plan includes development recommendations: Town center development. Establishing a town center to create a mixed -use district combing civic, commercial, and entertainment functions. Farm -to- Market 78 corridor. Redevelopment of Farm -to- Market 78 as a high priority given its strategic linkage between the community and IBSA -R and serving as one of Schertz's primary gateways. Infrastructure improvements, including the intersection of Farm -to- Market 78 and Schertz Parkway, are a key component. Recreational /entertainment destination. Expanding recreational and entertainment options to position the community as a regional destination including the encouragement of mixed -use development. Conference /convention center. Exploring the feasibility of establishing a conference /convention center. Higher education facility. Establishing a college campus in the community. Rail station development. Continuing to pursue development of a rail station in conjunction with the eventual establishment of a commuter rail corridor. The plan goals recommend infrastructure improvements as part of the overall approach to growth: Goal 2. Ensure adequate sites and infrastructure is in place to attract new businesses. While each of these projects was chosen for its ability to leverage a distinct opportunity, they were also intentionally chosen for their ability to support Schertz's greater economic development needs, including diversification, talent attraction, and innovation development. The City should, however, remain mindful that it cannot operate within a vacuum and expect success. Consequently, an internal awareness campaign should be initiated to communicate the goals and strategies in this plan and solicit support from area allies. Leaders should recognize that policies supporting a strong business climate cannot be implemented within isolation. Instead, policies and program activities should be considered within the overall context of the variety of factors that can influence Schertz's long -term economic development prospects. Source: Economic Development Plan Update for the Schertz Economic Development Corporation, 2010 City of Converse Water and Wastewater Capital Improvements Plan The City of Converse Water and Wastewater Capital Improvement Plan outlines the public water and sanitary sewer systems or infrastructure projects through 2022. This plan provides a framework to identify required system improvements to maintain reliable water and sanitary sewer service to existing customers, provides a framework for future growth, and is utilized for budgetary purposes. The Capital Improvements Plan outlines the nature of water and wastewater systems improvements specific to the City of Converse and does not address coordination or impacts on adjacent areas or jurisdictions. Source: City of Converse Water and Wastewater Capital Improvements Plan 2012 ]BSA-Randolph currently does not have a AWTIMIMMILMI UIM�A Mw -1 The function of the water supply system is to provide adequate supply and storage of potable water to meet duration, flow rate, and pressure requirements of industrial and domestic consumption and fire protection. A redundant water supply system is critical to ensure security of the water supply. Potable water for the base is supplied by five groundwater wells screened in the Edwards Aquifer and recently completed mains supplying municipally available supply from San Antonio Water Systems and the Schertz District. The new line provides needed redundancy in supply. The groundwater wells, continuously monitored through an energy management control system, are located on the northwest side of the base and have a pumping capability of 329,000 gallons per hour. Page 5,6-2 dune 2015 There are two water storage tanks at JBSA -R: Building 100 with a capacity of 500,000 gallons and Facility 864 with a capacity of 550,000 gallons. Storage tank 51 holds water for the hangar fire protection system. The potable water delivery system consists of 74 miles of cast iron water mains. The system's original equipment is about 55 years old. To ensure onsite system redundancy, closed looped systems are preferred to prevent point failures from compromising the integrity of the remaining delivery system. The JBSA -R water system requires major repair, upgrades, or replacement since the majority of components associated with the system are original. The infrastructure system requires extensive improvements to meet the current and expanded mission objectives. Source: ]BSA-Randolph General Plan 2011 W „ JBSA- Randolph General Plan The JBSA -R General Plan discusses the state of the on -site installation water supply system. Projects are both planned and underway to address the aging system and build redundancy into the water supply system. As of 2011, approximately 25 percent of the water distribution system is new and within the last 9 years, cast iron has been replaced with polyvinyl chloride (PVC) pipe which is corrosion resistant. Projects are also being completed that will close the system loops but continued upgrades to the infrastructure system are required. New water towers may be needed for future mission expansion and firefighting. Because JBSA -R is currently implementing water distribution system improvements that address redundancy and aging infrastructure, this issue has been addressed and no further study is required. Source: ]BSA-Randolph General Plan 2011 Jane 2015 Page 5,6-3 Please see the next page. Page 5,6-4 dune 2015 5.7 Land Competition The military manages or uses land and airspace to conduct testing, training, and operational missions. These resources must be available and of a sufficient size, cohesiveness, and quality to accommodate effective training and testing. The demands of extended operational reach, both in breadth and depth, make the military installation, training area, and airspace of the region more important as requirements and capabilities of weapons and command and control systems continue to improve. Military and civilian air operations can compete for limited airspace, especially when the airfields are in close proximity. Use of this shared resource can impact future growth in operations for all users. The land and airspaces used by the military may be owned by the DOD, designated for DOD use by a federal or state agency, provided through easements or other agreements with public or private entities, or maintained as a historic usage right. Public and private requests to share or take over some of these resources may have an impact on military training, test objectives, and future missions. International Airport runway improvements. With the presence of many military, public, and private airports in the San Antonio region, there is constant competition for airspace and frequent issues regarding overlapping flight paths. Figure 5 -7.1 shows the proximity of air facilities competing for regional airspace. With the growth in population, the associated increased demand for commercial and private air travel and the possibility of military reorganization, this competition is likely to intensify. There are a few noted areas where potential growth in flight activity is possible. JBSA -R could acquire additional flight missions in the future due to its available capacity, which could generate more air traffic around JBSA -R and JBSA- Seguin. Additional missions could include training with unmanned aerial systems, which require significant airspace and clear zones for safety. San Antonio International Airport (SAT) is experiencing an increased frequency of flights and the need to accommodate larger aircraft. This is reflected in the Vision 2050 San Antonio International Airport Master Plan, which includes short -, intermediate -, and long -term plans to widen, extend, and relocate runways to accommodate increased demand (Runway 3 -21 has been installed with an Instrument Landing System in 2013) and installation of advanced navigational aids to improve air operations capacity and safety. More flights anticipated in and out of SAT and the potential for additional or changing missions requiring more airspace at JBSA -R will result in greater competition for existing airspace and further overlapping of flight patterns. These may require re- routing of flight patterns, which may cause subsequent communication and noise issues and the potential for increased safety hazards and delays due to highly- trafficked airspace. In anticipation of future growth, San Antonio International Airport, responsible for handling all local air traffic (San Antonio Approach), has programmed long -term improvements between years 2021 and 2023 as part of the 2050 Vision Master Plan including radio navigation (RNAV) for Runway 12 -30 and other next generation air transportation system navigational aids for runways. Sources: SAT runway extension EA 2007; Vision 2050 San Antonio International Airport Master Plan Next Generation Air Transportation System The Next Generation Air Transportation System (NextGen) is a multi- faceted federal initiative to combine the capabilities of satellite -based and other emerging technologies with the need to accommodate increasing levels of air traffic, especially aircraft operating in constrained airspace and at congested airports. The NextGen program seeks to implement safer and more efficient departure, en route, and arrival procedures to improve the overall capacity of the nation's airport /airspace system. Benefits indicated by the implementation of NextGen technology and procedures include: Direct Flight Operations. Pilots will have the ability and authority to select specific flight paths, rather than being required to follow existing airways defined by ground based navigational aids. To do this safely, each aircraft will communicate precise location, altitude, direction, airspeed and other data to other aircraft and to air traffic managers, to avoid conflicts, and enable sequencing when required. Collaborative Air Traffic Management. Imbalances created by uneven demand on existing airport and airspace capacity can be managed through stronger collaborative efforts among air traffic managers and aircraft operators. Increases in the scope, volume and distribution of available data provided by NextGen will serve to improve the quality of participation in decision- making processes. Jura 2015 Page 5.7 -1 Page _;.7 -2 June 2015 Reduced Weather Impacts. NextGen will reduce the impact of weather on air traffic flows by improving the decision - making process through better information sharing. New technologies will be employed to sense existing and impending inclement weather, improve weather forecasting, and to integrate weather data into the data dissemination process. Improved Airfield Capacity. NextGen will provide the capability of providing more efficient procedures to improve airport surface movements and reduce air traffic spacing and separation requirements. Doing so will allow better management of the flows into and out of the constrained airspace of major metropolitan areas to enable the maximum use of high- demand airports. The continuing implementation of NextGen programs include a move away from ground -based surveillance and navigation equipment and procedures based on this technology and places a greater reliance on the capabilities and flexibilities of the new and more dynamic GPS procedures. Some of the NextGen programs include: System Wide Information Management (SWIM) is an advanced technology program designed to facilitate greater sharing of Air Traffic Management (ATM) system information, such as airport operational status, weather information, flight data, status of special use airspace, and National Air Space (NAS) restrictions. SWIM will support current and future NAS programs by providing flexible and secure information management architecture for sharing NAS information. From an airspace standpoint, NextGen will allow pilots the ability to specify direct routes for their flight rather than fly established routes along with up -to -date, accurate information about other pilots in the immediate area and weather. This data transferred electronically through the NextGen system will reduce the volume of communication and information required to be processed through ATC, increasing the traffic volume that they can handle. It is also expected that the system will significantly reduce flight delays due to operational and system inefficiencies. NextGen will serve to expand the capacity of the national air transportation system by encouraging the use of underutilized airport and terminal facilities. By providing the same capabilities available to the larger airports, a broader definition of "reliever airport" can expand the ability of congested regions to handle increasing activity without requiring extensive capital improvements. The implementation of NextGen will help to ensure that there will continue to be adequate room to accommodate future traffic and the development of new approach and departure procedures for each of the region's airports. ..� � Area Navigation (RNAV) allows pilots to fly directly from one pre- assigned point (or waypoint) to another, rather than having to depart using vectors or assignments from ATC, thus resulting in better traffic flow in the terminal airspace. RNAV significantly reduces the dispersion of flight operations by condensing the flight tracks to specific corridors. Automatic ependent Surveillance. Broadcast (ADS -B) is one of the newest technologies to be utilized by ATC as part of the FAA's NextGen. ADS -B allows for pilots and controllers to monitor and control aircraft with more precision over a larger area. The name is derived from the fact that the system is always operating, is dependent on accurate GPS signals, provides surveillance services, and continuously broadcasts the data to other pilots and ATC via ground equipment. Unlike receiving broadcast aircraft position reports, the accuracy does not degrade with range, atmospheric conditions, or altitude. This accuracy has the potential for allowing pilots to fly at reduce separation distances, reducing the risk of mid -air collisions and weather related incidents, improving situational awareness, and providing efficient routes in adverse weather conditions. Aside from the obvious safety benefit, ADS -B will increase the capacity of the system to accommodate additional traffic. Source: Regional Airspace Report, A review of the current airspace system of North Central Texas, May 2010 Mid -Air Collision Avoidance Program 7BSA -R manages a cooperative program to avoid mid -air collisions through education and information sharing. This program, through the use and distribution of a handlbook, informs civilian aircraft operators of: • Specific aircraft used by the military; • Airfield locations used by the military; • Daily airfield operations estimates; • Flight patterns flown in and around the military airfield locations; • Local air traffic control services; • Military training and operations, including military operating areas; • Actions to avoid midair collisions; and • Potential areas of conflict in airspace near municipal airports. /Line 2015 Page 5. 3 -3 Z_Tai rrr_ rrr: a In—Ir aTM The Air National Guard also maintains the SeeandAvoid.org web portal offering a centralized, credible website that provides civilian and military pilots with reciprocal information and education on airspace, visual identification, aircraft performance, and mutual hazards to safe flight; with the ultimate goal of eliminating midair collisions and reducing the close calls Originally created by the Air National Guard Aviation Safety Division, this portal is funded by the Defense Safety Oversight Council and includes all military services. The goal is to eliminate midair collisions and reduce close calls through continuous flight safety and proper flight planning. By promoting information exchange between civilian pilots and the military flight safety community, the site provides a one -stop shop allowing users to find and link all existing military Mid -Air Collision Avoidance (MACA) programs in a single web site. This portal targets both general aviation pilots and military safety officers at all military bases and integrates and links with related sites such as FAA Special Use Airspace, AOPA's Air Safety Foundation, and the new FAA MADE (military airspace deconfliction) program. Source: http : / /www.seeandavoid.org New Braunfels Regional Airport and Stinson Municipal Airport civilian flight training operations occur in the same airspace used by JBSA-Randolph military Concerns exist that the probability mid-air collision may increase. Civilian flight training operations occur at several area airports but primarily at New Braunfels Regional and Stinson Municipal Airports. Analyses completed by the DOD concluded that areas along the approach and departure flight paths have the greatest potential for aircraft accidents, and civilian flight training within these zones creates a safety issue for both civilian and military aircraft pilots / passengers. Correctly approaching a runway in preparation for landing is an important step to ensuring a safe landing and requires concentration and precision. If runway approach corridors are congested with other aircraft, then the landing execution may be more cumbersome creating a more vulnerable flight environment. Since some civilian aircraft are operated by trainees who may lack necessary experience needed to navigate through military airspace, the risk of interfering with landing at JBSA -R may be amplified. Source: Randolph AICUZ 2008 In addition to the NextGen Air Transportation System improvements proposed for San Antonio Approach, Mid -Air Collision Avoidance Program and See and Avoid web portal, there are formally executed agreements between JBSA -R which outline flight procedures around regional airports New Braunfels Regional and Stinson Municipal Airports, and FAA publications which identify local conditions through aeronautical charts, airport remarks, and up -to -date notices for pilots. Formal Agreements JBSA -R maintains formalized Letters of Agreement (LOA) with New Braunfels Regional and Stinson Municipal Airports which include procedures and responsibilities for flight operations, maneuvering airspace requirements, and emergency landing patterns. FAA Publications The FAA publishes aeronautical charts and data for each airport and frequently publishes airport- specific advisories known as Notices to Airmen (NOTAMs) accessible to general aviation pilots and the general public. Aeronautical charts define MOA and restricted airspace boundaries. Airport data includes location, airport operations and communications, navigation aids, runway information, instrument approaches, and additional remarks. Source: https://pilotweb.nas.faa.gov There are three public use airports in the area surrounding JBSA- Seguin. These include Geronimo Airfield, located 5 miles northwest of JBSA- Seguin; New Braunfels Municipal Airport, located 11 miles northwest of JBSA- Seguin; and Beicker Airport, located 7 miles southeast of JBSA- Seguin. In the area surrounding ]BSA-R, SAT is 16 miles west, Zuehl Airfield is 8 miles southeast, Cibolo Sea -Willo Airpark is 11 miles southeast, and Kitty Hawk Flying Field is 7 miles to the north. The location and proximity of these airports result in overlapping flight patterns and corridors. JBSA - Seguin's northern runway approach encroaches into New Braunfels airspace by 1/10 mile and Zuehl Airfield lies on the edge of the JBSA -R military operating zone Fags 5,7 -4 dune 2015 with its departure path right underneath the JBSA -R runway approach to the south - aeronautical sectional maps identify Zuehl Airfield as "objectionable" due to conflicts with military flight operations. Source: Seguin ACIUZ 2000; Randolph AICUZ 2008 In addition to the NextGen Air Transportation System improvements proposed for San Antonio Approach, Mid -Air Collision Avoidance Program and See and Avoid web portal, there are formally executed agreements between JBSA -R which outline flight procedures around regional airports New Braunfels Regional and Stinson Municipal Airports, and FAA publications which identify local conditions through aeronautical charts, airport remarks, and up -to -date notices for pilots. Formal Agreements JBSA -R maintains formalized Letters of Agreement (LOA) with local civilian airports including New Braunfels and Stinson Municipal Airports which define procedures and responsibilities for conduct of flight operations, maneuvering airspace requirements, and emergency landing patterns. FAA Publications The FAA publishes aeronautical charts and data for each airport and frequently publishes airport- specific advisories known as Notices to Airmen (NOTAMs) accessible to general aviation pilots and the general public. Aeronautical charts define MOA and restricted airspace boundaries. Airport data includes location, airport operations and communications, navigation aids, runway information, instrument approaches, and additional remarks. In the case of New Braunfels Regional Airport, additional remarks note, "HIGH PERFORMANCE MILITARY ACFT OPERATING AT RANDOLPH AFB AUX (SEGUIN) AIRFIELD" to alert general aviation pilots to military flight operations in the area. Source: https.Ilpilotweb.nas.faa.gov Line 2015 Page 5. 2 -5 Please see the next page Page 5,7-6 dune 2015 5.8 Land Use The basis of land use planning relates to the government's role in protecting public health, safety, and welfare. County and local jurisdictions' growth policy / general plans and zoning ordinances are effective tools for preventing or resolving land use compatibility issues. These tools ensure the separation of land uses that differ significantly in character and apply to properties where one use may impact another. For instance, industrial uses are often separated from residential uses to avoid impacts related to noise, odors, lighting, etc. Land use planning proximate to military installations is similarly used to evaluate land use compatibility, as is the case when local jurisdictions consider compatibility factors such as noise when locating residential developments near commercial or industrial areas. contours are located within the airfield safety zones or noise the AICUZ recommendations. The cities of Converse, San Antonio, Schertz, Seguin, Selma, and Universal City contain municipal areas affected by safety zones and / or noise zones, as shown by noise contour modeling associated with JBSA -R Airfield or ]BSA-Seguin operations. A summary of which comprehensive plans / sector plans and zoning ordinances reference Air Installation Compatible Use Zone (AICUZ) study information is shown in Table 5 -8.1. AICUZ Table 5-8.1 Plans and Ordinances Referenci San Antonio No Yes Schertz + Yes Yes Seguin No No Universal City No Yes Comprehensive plans and / or sector plans that do not reference the AICUZ study or areas affected by the AICUZ result in a lack of awareness regarding special conditions that potentially adversely impact portions of communities. The lack of AICUZ reference also limits the ability of communities to proactively consider future development compatible with nearby military missions. P Y City of Schertz Air Installation Compatible Use Zone District, Section 21.5.9.A. The City of Schertz established the AICUZ District to incorporate the recommendations from the most recent Randolph AFB AICUZ study. The recommendations include densities and sound attenuation measures for safety and noise sensitive land uses. The following is from the City's AICUZ District. 1. Established to provide control on encroachment around a military airfield, encroachment that could destroy the harmonious relationship existing between the local community and a military airfield. This could eventually lead to the removal of the airfield, which would affect the economy of the area. Restrictions established in accordance with suggested guidelines and studies published by the military will control the development, construction and density of the area. The area is subject to high frequency of noise from aircraft and is at high risk to potential aircraft accidents. All uses and regulations contained within the AICUZ shall be in accordance with the AICUZ study and regulations published by Randolph Air Force Base. 2. A request for development that is not a permitted use by the AICUZ Study, as adopted by the City, or a request for zoning change for property located within the AICUZ requires written notification to Randolph Air Force Base (RAFB) of the proposed development, type occupancy, occupant load, hours of operation, and any special conditions of the project that may include noise, dust, smoke emissions, etc., and any proposed request for a zone change within the AICUZ, with applicable reference the .Standard Land Use Code Manual (SLUCM) as adopted in the AICUZ Study. An acknowledgment from RAFB will be requested on the proposed development within sixty (60) days. RAFB may conclude that the proposed development or zoning change should be permitted. Unless RAFB affirmatively recommends to the City that the proposed development or zoning change in the AICUZ be permitted, the development or zoning change will not be approved by the City. Failure on the part of RAFB to respond within sixty (60) days will be deemed to be disapproval. A concern with this language is that there is no map within the UDC that identifies the area covered by the AICUZ special district and there is no table specifying the various land uses that are compatible and incompatible Line 2015 Page F. S_1 with the safety zones and noise contours of the JBSA -R (2) Noise zone (NZ). The noise level reduction airfield. standards established by the Randolph Air Force Base AICUZ study are guidelines which will apply City of Selma, Division 3. Air Installation to any area this overlay is imposed upon. All Compatible Use Zone Special Overlay developments in the area which will be inhabited District will be fully aware of the noise level of the area. The City of Selma has incorporated by reference the AICUZ guidelines in its municipal code. These recommendations are implemented by the city to protect the general welfare of the public and preserve the military training mission at JBSA -R. The following excerpts from City's Municipal Code reference the area, but do not include a map indicating the area the regulation applies to. Additionally, these excerpts reference a table of land uses that have been designated as compatible, compatible with conditions, or incompatible which is also not in the code. Sec. 82 -871. - Location. Areas identified by Randolph Air Force Base Air Installation Compatible Use Zone's most recent study published and distributed by Randolph Air Force Base Flight Operations Branch identify areas within the accident potential zone and those areas subject to high levels of noise from aircraft. Sec. 82 -873. - Specific use permit required. (a) Any development of land within the AICUZ district will be referenced to the planning and zoning commission for consideration of a specific use permit in accordance with division 2, article III of this chapter, special use permits. The planning and zoning commission will deny the permit or recommend its approval to the city council. (b) In considering land uses within an AICUZ overlay district, the planning and zoning commission will consider only written requests for land uses identified in the Air Force Base Air Installation Compatible Use Zone most recent study, published and distributed by Randolph Air Force Base Operations. Any land use requested not included in Table IV -1 "Land Use Compatibility Guidelines" of the AICUZ study will be placed within one of the compatible land use categories by the planning and zoning commission and considered accordingly. (c) Land use restrictions are as follows: (1) Accident potential zone (APZ). Authorized use within the accident potential zone will be restricted to those uses having a low intensity of population during the training mission of Randolph Air Force Base and will be restricted to those identified in the AICUZ study. a. A statement will be prepared by the building official indicating the noise zone in which the structure will be located. b. Structures on individual lots. The statement prepared by the building official indicating the noise zone in which the structure will be located. c. Developers /builders of subdivisions. The above statement prepared by the building official will be completed and signed, at the time construction plans are approved. The builder of residential dwellings will not only sign the statement that he is aware of the noise zone level and the insulation requirement to meet minimum noise reduction level, the statement will include a statement that he will inform the buyer of the home of the area noise level and whether the home meets the minimum noise reduction level. Source: City of Selma Municipal Code, Division 3, Air Installation Compatible Use Zone Special Overlay District, 2002. http :/ /library. municode. com /index. aspx ?clientlD= 13626 &sta telD =43 &statename =Texas City of Universal City Zoning Ordinance, Section 4 -5 -64.5. Randolph Compatible Use Zone Overlay Regulations The City of Universal City Zoning Ordinance, Section 4 -5 -64.5 references the AICUZ recommendations. However, there is no map referring to the specific area located within the overlay area. There are no tables that incorporate the AICUZ recommended guidelines for compatible use in this overlay. The individual or developer must refer to another document to obtain the information needed to perform a general assessment of compatibility with the identified areas and proposed land uses. The following excerpt is from the City's Zoning Ordinance establishing the regulations by reference to the AICUZ. (5) Randolph Compatible Use Zone Overlay Regulations. Properties located within the Randolph Compatible Use Zone Overlay are subject to the requirements of the Air Installation Compatible Use Zone for Randolph Air Force Base. This requirement specifies Clear Zones, in which no land use activity may take place, APZ I Zones, which enable limited industrial, commercial, recreation and open space use, and APZ II Zones, which permit all uses except Public /Quasi Public. Page 5,8-2 lure 2015 Specific restrictions pertaining to the AICUZ are found with the Randolph AFB Public Affairs Office and are incorporated by reference to this chapter. Interpretation and determination of permitted uses shall be made on a case -by -case basis by the Director of Development Services. Final determination is subject to review by the Air Force AICUZ Administrator. Source: City of Universal City Zoning Ordinance, Section 4 -5 -64.5, Randolph Compatible Use Zone Overlay Regulations, 2007. City of San Antonio Unified Development Code, Section 35 -334, Military Airport Overlay Zones The City of San Antonio established Military Airport Overlay Zones (MOAZ) to regulate land uses that are located or could be located in these areas. The City has developed two overlay zones, MOAZ I and II. The areas are defined below, but generally, the MOAZ I corresponds to the area defined in the AICUZ as accident potential zone I (APZ I). The area referred to as the MOAZ II corresponds to the area identified in the AICUZ as APZ II. Military Airport Overlay Zone 1 (MAOZ -1): The area that extends approximately five thousand (5,000) feet in length and three thousand (3,000) feet in width beyond the clear zone. Military Airport Overlay Zone 2 (MAOZ -2). The area that extends approximately seven thousand (7,000) feet in length and three thousand (3,000) feet in width beyond district 1. The City has incorporated the tables from the AICUZ into the UDC and identified what uses are permitted and permitted with conditions in the two zones. The City has identified the MOAZs on the official zoning map which can be reviewed at the Development Center Office. These districts assist in regulating for the factors that can impact land uses situated near a military airport including noise, heights of structures, and densities and intensities of land uses. The following is an example of the regulations found in this section as it pertains to future development in the MOAZ II. Section 35 -334 (d) 3. (3) Unplatted Property. Unplatted properties zoned for single - family residential may be platted and used for single - residences in the "MAOZ -2 ", providing they conform to all other applicable requirements of this district. Such lots may not exceed a density of one (1) single - family residence per acre. These overlay districts also regulate other factors that may impact the military's mission such as smoke, steam, dust, and bird attractants: Section 35 -334 (e) Visual and Electrical Interference. Notwithstanding any other provisions of these regulations, no use shall be made of land within the military airport overlay zones in such a manner to: (1) Release into the air any substance which would impair visibility or otherwise interfere with the operation of aircraft; e.g., steam, dust, smoke, etc.; (2) Produce light emissions, either direct or indirect (reflective) which would interfere with pilot vision; (3) Produce electrical emissions which would interfere with aircraft communications systems or navigational equipment; or (4) Attract birds or waterfowl, or in any other manner constitute an airport hazard. This is a good example of implementing the AICUZ guidelines from the various military installations within the City. Source: City of San Antonio UDC, Section 35 -334, Military Airport Overlay Zones, 2008. few of t7he Foc jurisdictions r ordinances are not clear and may create an interpretation The cities surrounding JBSA -R have incorporated the AICUZ guidelines in their UDCs and zoning ordinances to varying degrees. When the nomenclature differs from that found in the AICUZ study, it can be difficult to clearly evaluate a proposed development action. This lack of clarity can cause delays not only for the communities during the development review process, but also from JBSA -R when military personnel are evaluating a proposed development action. This can result in frustration on the part of all stakeholders involved in the development review process and potentially result in lost economic development opportunities for communities surrounding JBSA -R. Based on the issue discussion under LU -1, no further assessment of this issue is required. ]Line 2015 Page 5.8- 3 DOD Instructions Floor to Area Ratio recommendation. The Floor to Area ratio is part of the instructions. The floor to area ratio (FAR) information is provided to communities to guide compatible future development and land uses with military activity. The FAR is the ratio for a building's total floor area (gross floor area) to the size of the piece of land upon which it is built. For example, a use may be permitted a FAR of 0.50 which means the use may occupy 50 percent of a property. When the use is constrained by other requirements such as parking and open space, the footprint may decrease but the number of floors may increase up to the maximum permitted height. In the case above, a use with 0.50 FAR may be a one -story building occupying 50 percent of a property or a five -story building occupying 10 percent of a property The FAR is relevant to most types of development including residential, commercial and industrial and is useful for both the communities and military in determining compatibility with active military aviation operations. Some AICUZ guidelines include FAR in the compatibility land use guidelines. However, the Department of Defense (DOD) has an instruction document that provides the information about FAR relative to certain 'y . F:.r 11 Household Units 11.12 Single units; semidetached 11.21 Two units; side -by -side 11.31 Apartments; walk -up 12 Group quarters 14 Mobile home parks or courts 16 Other residential 21 Food & kindred products; manufacturing types of land uses in association with military mission critical areas such as airfield safety zones and noise contours. JBSA -R Air Installation Compatible Use Zone Report The AICUZ report is a tool designed to assist local land use planning agencies to plan compatibly next to active military airfields. This report provides information about the base's airfields and components such as the runway length and the length and width of the APZs. Table 5 -8.2 lists the recommended compatible land uses associated with the JBSA -R airfield. DOD Instruction 4165.57 - Air Installation Compatible Use Zones The DOD Instruction 4165.57 identifies the CZs and APZs for both fixed and rotary -wing aircraft. In addition, this DODI discusses the differences in the CZs and APZs relative to the Navy. In this DODI, the table for recommended land use in these areas is clearly incorporated for use by communities when planning land uses for these high risk areas. Table 5 -8.2 contains the information from the DODI 4165.57 including the Standard Land Use Code Manual ([SLUCM] which defines the land use type and the recommended FAR (densities /intensities) for certain land uses in these areas. The blank boxes for density and intensity simply mean that density and intensity were not specified in the DOD instruction. Maximum FAR 0.56 in APZ II Page 5,8-4 dune 2015 23 Apparel and other finished products made from fabrics, leather, 42 and similar materials; manufacturing 24 Lumber and wood products (except furniture); manufacturing 25 Furniture and fixtures; manufacturing 26 Paper & allied products; manufacturing 27 Printing, publishing, and allied industries 28 Chemicals and allied products; manufacturing 29 Petroleum refining and related industries 30 Manufacturing 31 Rubber and misc. plastic products, manufacturing 32 Stone, clay and glass products manufacturing 33 Primary metal industries 34 Fabricated metal products; manufacturing 35 Professional, scientific, and controlling instruments; photographic and optical goods; watches and clocks 54 manufacturing 41 Railroad, rapid rail transit and street railroad transportation 42 Motor vehicle transportation 43 Aircraft transportation 44 Marine craft transportation 45 Highway & street right -of -way 46 Automobile parking 47 Communications 48 Utilities 49 Other transportation communications and utilities 50 'trade 51 Wholesale trade 52 Retail trade - building materials, hardware and farm equipment 53 Retail trade - general merchandise including shopping centers, discount clubs, home improvement stores, electronics superstores, etc. 54 Retail trade -food 55 Retail trade - automotive, marine craft, aircraft and accessories 56 Retail trade - apparel and accessories 57 Retail trade - furniture, home furnishings and equipment 58 Retail trade- eating and drinking establishments 59 Other retail trade 60 Services 61 Finance, insurance and real estate services 62 Personal services 62.4 Cemeteries 63 Business services 63.7 Warehousing and storage services' 64 Repair services 65 Professional services 65.1 Hospitals nursing homes 65.1 Other medical facilities 66 Contract construction services 67 Governmental services Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ 11 Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ II Maximum FAR of 0.28 in APZ I & 0.56 in APZ IT See Note 2 below Maximum FAR of 0.28 in APZ I & 0.56 in APZ II See note 3 below Maximum FAR of 0.16 in APZ II Maximum FAR of 0.14 in APZ I & 0.28 in APZ II Maximum FAR of 0.28 in APZ II Maximum FAR of 0.28 in APZ II Maximum FAR of 0.16 in APZ II Maximum FAR of 0.22 in APZ II Maximum FAR of 1.0 in APZ I; 2.0 in APZ II Maximum FAR of 0.11 APZ 1; 0.22 in APZ lI Maximum FAR of 0.22 in APZ II Maximum FAR of 0.24 in APZ II Page 5.x`3 -5 69 Miscellaneous services Maximum FAR of 0.22 in APZ II 70 Cultural, Entertainment and Recreational 71 Cultural activities (including churches) 71.2 Nature exhibits 72 Public assembly 72.1 Auditoriums, concert halls 72.11 Outdoor music shell, amphitheaters 72.2 Outdoor sports arenas, spectator sports 73 Amusements 74 Recreational activities (including golf courses, riding stables, Maximum FAR of 0.11 in APZ I; 0.22 in APZ II Water recreation)' 75 Resorts and group camps 76 Parks Maximum FAR of 0.11 in APZ I; 0.22 in APZ II 79 Other cultural, entertainment and recreation Maximum FAR of 0.11 in APZ I; 0.22 in APZ II 80 Resources Production and Extraction 81 Agriculture (except livestock) 82 Agricultural related activities 84 Fishing activities and related services 89 Other resources production and extraction 91 Undeveloped land Maximum FAR of 0.28 in APZ I; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives Maximum FAR of 0.28 in APZ I; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives Maximum FAR of 0.28 in APZ I; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives Notes: 1. Within each, uses exist where further evaluation may be needed in each category as to whether it is clearly compatible, normally compatible, or not compatible due to the variation of densities of people and structures. In order to assist air installations and local governments, general suggestions as to FARs are provided as a guide to density in some categories. In general, land use restrictions that limit occupants, including employees, of commercial, service, or industrial buildings or structures to 25 an acre in APZ I and 50 an acre in APZ II are considered to be low density. Outside events should normally be limited to assemblies of not more than 25 people an acre in APZ I, and maximum assemblies of 50 people an acre in APZ II. Recommended FAR is calculated using standard parking generation rates for various land uses, vehicle occupancy rates, and desired density in APZ I and II. For APZ I, the formula is FAR = 25 people an acre /(Average Vehicle Occupancy x Average Parking Rate x [43560/1000]). The formula for APZ II is FAR = 50 /(Average Vehicle Occupancy x Average Parking Rate x [43560/1000]). 2. No above ground passenger terminals and no above ground power transmission or distribution lines. Prohibited power lines include high - voltage transmission lines and distribution lines that provide power to cities, towns, or regional power for unincorporated areas. 3. Within SLUCM Code 52, maximum FARs for lumberyards (SLUCM Code 521) are 0.20 in APZ -I and 0.40 in APZ -11. For hardware, paint, and farm equipment stores, SLUCM Code 525, the maximum FARs are 0.12 in APZ I and 0.24 in APZ II. 4. Big box home improvement stores are not included as part of this category. Source: DODI 4165.57 for Air Installation Compatible Use Zones, May 2011. Page 5,8-6 Tune 2015 The cities of Schertz, Selma, and Universal City use and refer to the AICUZ recommendations when assessing development actions proposed for areas within the APZs. However, the cities UDCs and zoning ordinances do not contain the tables from the AICUZ nor do they contain information regarding the maximum density or intensity recommended by the AICUZ report or DODI 4165.57. Many of the communities have established overlay districts where the AICUZ recommendations apply, but the recommendations are only incorporated by reference. The City of San Antonio is the only jurisdiction that has incorporated a land use compatibility table as a guiding framework for assessing land use compatibility. Sources: Randolph Air Force Base AICUZ, 2008; City of Schertz Amended and Restated Unified Development Code, Apr 2010; City of Selma Zoning Ordinance, Sep 2002; City of Universal City Zoning Ordinance, Jan 2007. occur in the southeast CZ after land ownership transact!,*ns r> The City of Schertz has been receiving calls and emails from a property owner that has property located between the 2,000 foot (ft) and 3,000 ft southeast CZ requesting a building permit to develop the land. This property is approximately 17 acres and currently has three owners — one of which is JBSA- Randolph. JBSA- Randolph purchased one tract of land in 1977. Currently, the property is subdivided into three tracts — one of which has one commercial structure in the front and one residential structure in the back. The owner of the tract has since subdivided this property into a typical flag lot, which contains the residential structure. The property owner is requesting a building permit to develop additional commercial uses on the tract containing the commercial structure. In order to do this and due to the way the land was purchased in the late 1970s, all property owners must sign the title before the City of Schertz can issue a building permit. However the property owner has had a challenging time trying to contact the right individual at ]BSA-Randolph to discuss this matter. The primary concern is of course, the CZ should remain free and clear of development, so additional commercial structures in this area would represent an encroachment risk and safety hazard to the aviators performing flying training operations and residents, visitors, or patrons of such structures. Additionally, the land ownership concern and the property owner not being able to contact the appropriate individual at JBSA- Randolph that can discuss this matter can potentially lead to issues with the property owner not being able to develop his land or at least, discuss options for his land. Air Installation Compatible Use Zone Report The AICUZ Report provides land use compatibility guidance to jurisdictions and property owners who possess land located within the airfield safety zones. The AICUZ recommends no development within the CZs due to this area being at high risk for aircraft accident potential. Development refers to all activities such as stacking hay bales, recreational activities, and typical buildings and structures. All these activities pose an increased risk to the pilot should an aircraft mishap occur, and vice versa — development in this area can pose a safety hazard for the public in this area should a mishap occur during a flying training operation. /Line 2015 Page 5.8 -7 Please see the next page. Page 5,8-8 dune 2015 Legislative xi t Initiatives Texas Association of Realtors General Legislative initiatives are federal, state, or local laws and regulations that may have a direct or indirect effect on a military installation's capability to conduct its current or future mission. Legislative initiatives, if passed into law, can also constrain development potential in areas surrounding an installation. 1� informing contain notice training military operations Property near military installations, especially airfields, are subject to non - standard conditions such as higher ambient noise and vibrations, potentially higher risks for aircraft hazards, or potentially increased sediment in the air due to kick -up from high speed aircraft. With studies and documents such as the Air Installation Compatible Use Study ( AICUZ) conducted by the Air Force, JBSA- Randolph does its best to inform adjacent communities of these conditions, provide recommendations, and occasionally opines on development for the safety of residents and military personnel. While the AICUZ study recommendations are developed for the safety and comfort of residents, businesses owners, and pilots, their implementation is at the discretion of each affected jurisdiction. This voluntary approach can lead to the development of incompatible uses surrounding the base and its associated impact zones, compromising the safety of residents and, potentially, the viability of military operations. The variation in implementation of study recommendations results in a lack of disclosure of potential impacts from military operations to potential property buyers through the use of standardized real estate disclosure forms. Non - disclosure of military operations is exacerbated because many other disclosures are required, which can mislead a prospective buyer into thinking that all disclosures affecting the property's value or desirability have been provided. Development within accident potential zones puts residents and pilots at higher risk of injury in the event of an aircraft accident and development within noise impact zones could create disturbances, disrupt quality of life, and result in noise complaints to the base. Information and Notice to a Buyer (TAR -1506) The Texas Association of Realtors (TAR) uses a general information form when signing over a home to a buyer. TAR 1506 does not contain language that informs buyers that their property is within proximity of a military base; however TAR 1506 specifies that properties around a buyer's property are used for a variety of purposes, including airports that could cause noise. It is important to note that the TAR 1506 is for use only by the voluntary members of the association. Not all individuals licensed by the Texas Real Estate Commission (TREC) are allowed to use this form. The form is a derivative of the promulgated form produced by TREC which is for use by all licensed real estate agents. The TREC form is the direct language required by the property code under section 5.008. So while the existing tool for Realtor members is the TAR form 1506, this is not necessarily available to all individuals who participate in the sale of real estate. Bexar and Guadalupe Counties have limited Unincorporated areas in Texas are governed by the County, yet the State grants limited zoning authority to County Commissions for regulating development in unincorporated areas including those surrounding ]BSA-R. Development that proliferates without the benefit of land use regulations can result in incompatible development that can jeopardize sustainable training at JBSA -R and ultimately affect current and future missions. Existing Texas Local Government Code Section 241 (Airport Zoning Act) The Airport Zoning Act grants local governments general zoning authority around military facilities under the authority of the Air Education and Training Command. The area subject to regulation is referred to as the controlled compatible land use area and includes an area extending five statute miles from the end of paved runway and 1.5 statute miles from the centerline of a paved runway. The controlled compatible land use areas surrounding JBSA -R and JBSA- Seguin are illustrated in Figures 5 -9.1 and 5 -9.2, respectively. Line 2015 Page 5.9_1 Page 5. 9-2 Aire 201 5 .)une 201 5 Page .9 ®2 The Airport Zoning Act authorizes the formation of a Joint Airport Zoning Board (JAZB) to permit counties the authority to regulate land use in the areas surrounding public airports. The potential extent of controlled compatible land use areas surrounding Stinson Municipal Airport is illustrated in Figure 5 -9.3. The primary goal of a JAZB is to reduce airport obstructions by regulating incompatible land uses. There is currently no JAZB in Bexar County or Guadalupe County or zoning regulations for unincorporated areas around JBSA -R. Page 5,9-4 dune 20 1 .June 2015 Page 5.9-5 Please see the next page. Page 5,9-6 dune 2015 5.10 Light and Glare City of San Antonio Unified Development Code Section 35- 339.04, Military Lighting This factor refers to man -made lighting, e.g., street lights, airfield lighting, and building lights, and glare, i.e., direct or reflected light, that disrupts vision or intrudes upon nighttime activities where darkness is essential. Light sources from commercial, industrial, recreational, and residential uses at night can cause excessive illumination, impacting the use of military night vision devices and air operations. Conversely, high intensity light sources generated from a military area, such as ramp lighting, may have a negative impact on the adjacent community. additional outdoor retail and commercial activities that require g: impact flight operations at JBSA-Randolph. Commercial and retail development occurs along many major thoroughfares in the communities surrounding ]BSA- R. Commercial and retail developments often require the most outdoor lighting of any urban land use due to the nature of the businesses and associated parking areas. The concern is commercial and retail development could cause unnecessary glare and affect vision of pilots. The two cities of particular concern are Converse and Universal City, whose boundaries are on the east and north of JBSA -R, respectively. Commercial and retail development along major thoroughfares in these cities produces light and glare. The glare from the aggregation of vehicles and outdoor parking lot lighting associated with proposed automobile dealerships in the City of Converse is a major concern. However, lighting from all cities in the JLUS Study Area can adversely impact JBSA -R aviation missions. City of Cibolo Unified Development Code Article 7.2.3 of the City of Cibolo UDC includes performance standards for Light & Glare. The purpose of the standards is: "to create criteria for outdoor lighting for non - residential uses which will provide for nighttime safety, security and utility while reducing light pollution, light trespass, and conserving energy." The standards primarily focus on nighttime light trespass and the shielding of light sources, not the mitigation of daytime glare impacts on pilots. Overlay District Section 35- 339.05 of the UCD is titled Military Lighting Overlay Districts (MLOD). This overlay district establishes lighting regulations for outdoor lighting that impact military training. The MLOD authorizes lighting regulations within five miles of a military installation including JBSA -R, ]BSA - Lackland, and Camp Bullis /Stanley. The purpose of the MLOD is to reduce glare and distractions that would impact nighttime training activities that occur in the area near the installations. Additionally, the MLOD establishes regulations for various land uses including: • Residential, • Commercial, • Gasoline filling stations, • Parking lot and parking structures, • Outdoor sign lighting, • Street lighting, and • Tower and structure lighting. The ordinance prescribes the various types of lighting fixtures —those that are unacceptable and acceptable — including fully shielded or cutoff. Additionally, lumens are specified and regulations relative to light trespassing a horizontal plane. E. Floodlight fixtures must be aimed so as to prevent direct radiation of light into the open sky at any angle above the horizontal plane as shown in Exhibit 4 and verified using a tool such as shown in Exhibit 5. Exhibit 4 and Exhibit 5 are shown in Figure 5.10 -1 for the purposes of this JLUS. U14-1W 4 0 Zoe EEE3 Level H.0-1a1 platta is parallel to the ground and the apical ar to the vertical line A Ifaodiot may not ba, so positioned as tp direct illumination 8t 9r above the 9W angle of the hohmnta! plane. Line 2015 Page 5.10 -1 This is an example of good compatibility planning as it relates to controlling lighting around military installations where nighttime training activities occur. City of Live Oak The City of Live Oak Zoning Regulations only reference glare as a development standard for a specific use permit. According to section 1.2 of Article XIX of the Zoning Regulations: In authorizing the location of any of the uses listed as specific use permits, the city council may impose such development standards and safeguards as the conditions and location indicate important to the welfare and protection of adjacent property from excessive noise vibration, dust, dirt, smoke, fumes, gas, odor, explosion, glare, offensive view or other undesirable or hazardous conditions. While this is appropriate compatibility language in zoning regulations, it only explicitly protects adjacent property. This creates the potential to disregard impacts on military airspace above the light source. City of Schertz Unified Development Code The only applicable provision of the City of Schertz UDC is as follows: Any bright light shining onto an adjacent property or street that would result in a safety hazard is not permitted. Light trespass beyond property boundaries or above the horizontal plane shall be considered non - compliant. The standards address the effects of nighttime lighting and subsequent effects on neighboring properties and the nighttime sky but do not address daytime glare impacts on pilots. Such regulations for daytime glare impacts include the mitigation of glare generated by some solar energy conversion units on rooftops and other land uses such as plastics used for covering greenhouses. These uses can produce daytime glare and affect the pilot's vision temporarily. City of Selma Land Development Regulations The City of Selma refers to glare in Section 74 -155 of the Land Development Regulations, specifically addressing the nature and quantity of lighting as a consideration for special permits. Special permits are used for signs such as banners, streamers, and pennants erected for a definite period of time. Devices which produce glare by reflected natural sunlight or artificial light are prohibited for special permits. This helps to reduce a multitude of smaller objects that could potentially harm aircraft operations from JBSA -R. However, there is no further mention of glare control in the Land Development Regulations that could prohibit larger, more permanent, and more adverse sources of glare. The cities of Converse, Garden Ridge, Seguin, and Universal City do not have any glare prevention policies or regulations that benefit JBSA -R aviation missions. Rooftop- or ground-mounted solar panels Solar photovoltaic (PV) panels affixed to rooftops or mounted to the ground or pole can reflect sunlight and cause glare. Glare can cause acute blinding conditions and other visual problems for pilots during training missions and during takeoff and landings. Glare produced by solar PV panels can also create a nuisance to adjacent or affected property owners. Solar panels with anti - reflective coating were uncommon for consumer use until 2012, though anti - reflective treatments were available. Ordinances regulating glare from PV solar panels are not in effect in any of the communities surrounding ]BSA-R. Any action taken to address glare from solar PV panels has typically been through a Home Owner's Association, which can lead to a "shotgun" pattern of enforcement and not fully address or resolve the issue. light Directed unconventional sources, e.g., laser sc. for pilots and a ,, , blinding. Unique sources of light, including laser scopes from paint ball ranges, can be hazardous to pilots and flight operations at ]BSA-R. The concentrated beam of light emitted from lasers can, at a minimum, be temporarily blinding or, in a worst case, cause retinal damage when directed into someone's eyes. The range of these effects can have serious impacts on pilots and the safety of aircraft operations. Page 5,.10 -2 dune 2015 City of San Antonio Unified Development Code The City of San Antonio UDC allows Outdoor Laser Hide and Seek Games by right in the Farm and Ranch (FR), Mixed Light Industrial (MI -1), and Light Industrial (L) Zoning Districts and the Edwards Recharge (ERZD) Overlay District. Outdoor Laser Hide and Seek uses are allowed with a Specific Use Permit in the C -3 (commercial) Zoning District. Permission by right to use laser- related entertainment outdoors could lead to incompatibility with mission - critical activities. However the Military Lighting Overlay District prohibits the use of laser sources of light or any similar high intensity light when projected above the horizontal plane. The Military Lighting Overlay District is limited to a five -mile radius surrounding JBSA -R. This means other locations within the JLUS Study Area could potentially impact flight operations. Section 35 -423 of the UDC describes the standards for a specific use permit. There is no reference to effects on military flight operations. Universal City Zoning Ordinance The Universal City Zoning Ordinance does not specifically address outdoor lighting for outdoor recreation uses. Outdoor sports and recreational uses are permitted by right in the Commercial Services (C -3) and Highway Commercial (C -5) Zoning Districts. Outdoor sports and recreation uses are allowed by conditional use permit in the C -1 and C -4 (commercial) Zoning Districts. Conditional use permit requirements do not specifically consider compatibility with JBSA -R operations which could lead to potential oversight when outdoor recreation facilities are permitted. City of Schertz Unified Development Code The City of Schertz allows "outdoor commercial amusement" uses by right within its General Business 2 (GB -2) and Light Manufacturing (M -1) Zoning Districts. Outdoor commercial amusement is allowed by specific use permit in the General Business (GB) district. No conditional use permit findings specifically call out the military compatibility of a project which could lead to potential oversight when outdoor recreation facilities are permitted. However, UDC Section 21.5.9 Special Districts, subsection A.2 requires that a development application for a use not expressly recommended by the AICUZ be forwarded to JBSA -R for review. Outdoor commercial amusement is best categorized as a recreational land use pursuant to the AICUZ. Recreational land uses are allowed in both APZs distinguished between APZ I and II only by intensity. Restricting the use of gathering areas is only recommended. Other cities near or adjacent to JBSA- Randolph do not explicitly allow outdoor recreation uses within their codes or prohibit any kind of unregulated and unconventional light source. flying in fzn unsuitable night training environment for operations. training While night operations performed at JBSA -R are insignificant, there is a concern about protecting the night skies, a dark training environment, to position JBSA -R for any potential future night missions. The City of San Antonio and Bexar County have adopted lighting ordinances to control lighting in the county. The regulations were adopted in 2009 as a result of the Camp Bullis JLUS due to the military mission requirements of dark skies to execute realistic, nighttime training in an environment similar to what is found in many combat theaters worldwide. When communities have differing requirements for lighting controls near and around the base, it makes it difficult to sustain a dark environment or a relatively low ambient light. The inconsistent regulations in lighting standards by the communities around JBSA -R can potentially cause unintended light trespass and light pollution in the area resulting in lost mission opportunities for the base. F i � City of Cibolo Unified Development Code The City of Cibolo has established light and glare regulations in effort to minimize glare and reduce light pollution and lighting trespass. The City's regulations for lighting are as follows: 3. General Standards a. General Standards for Lighting on Private Property 1. No flashing light shall be permitted. Flickering or intense sources of light shall be controlled or shielded so as not to cause a nuisance across lot lines. Line 2015 Page 5.10 -3 2. Lighting shall be designed to function as a Full Cutoff Luminaire. Lighting which projects light into the sky shall be prohibited. 3. Light sources or luminaries shall not be located within required buffer yards except along pedestrian walkways. 4. All luminaries shall be designed so that the light source (bulb or lamp) is completely shielded from direct view of an observer standing a point five feet above grade on the lot line abutting a transitional yard or at any location on residentially zoned property. The height of light standards in parking lots storage areas shall be limited to 35 -feet, as measured from existing grade to the height of the luminaire. This requirement shall not be applicable to those exempted uses described in this section below. Subject to Planning and Zoning Commission review and City Council approval, requests for taller light standards may be requested for uses that have special lighting needs or for a use where taller lights may be necessary for a public health or safety concern. This requirement shall not be applicable to light standards erected along public rights -of -way by any public agency or entity. 5. All luminaries shall be designed or positioned so that the maximum illumination at property lines will not exceed one (1.0) foot candle. 6. Lighting for canopies covering fueling stations at automobile service stations and drive -thru facilities shall not illuminate abutting properties and the luminaries shall be designed so that the light source (bulb or lamp) is completely shielded from direct view of an observer standing at the property line at a point five feet above grade. 7. Because of their unique requirement for nighttime visibility and their limited hours of operations, ball diamonds, playing fields and tennis courts are exempted from the general standards of this section. Lighting for these outdoor recreational uses shall be shielded to minimize light and glare from spilling over onto adjacent residential properties. 8. As part of the approval of a public project, the City Council may vary from the requirements of this section. 9. The illumination levels contained in the Lighting Handbook, Illuminating Engineering Society of North America, as amended from time to time, shall be used as a guide for providing adequate and safe illumination levels. This is a good example of lighting controls as it references the Illuminating Engineering Society of North America, the expert source on illumination and preservation of the night skies. City of San Antonio Unified Development Code The City of San Antonio UDC has a Military Lighting Overlay District that helps to protect pilots from outdoor lighting impacts. The regulations apply to all outdoor lighting within five (5) miles of the 7BSA -R perimeter. The specific purposes of the districts are as follows: To reduce glare and potential distractions to night time training exercises occurring within the area. To balance the needs of the military, the City of San Antonio, and property owners regarding responsible development including outdoor lighting within this area. The following regulations apply in the Lighting Overlay District: Any luminaire in a new development that is aimed, directed, or focused so as to cause direct light from the luminaire to be directed toward an adjacent military base, camp or installation is prohibited. Such luminaire must be redirected or its light output controlled to eliminate such conditions. For new development properties situated at or above one thousand two hundred (1,200) feet in elevation (above sea level), and which are situated within one (1) mile from the perimeter of the affected military installation, all lighting shall be fully screened from the affected military installation(s). Methods of screen can include, but are not limited to, fencing and landscaping. Specific regulations for commercial lighting include: All lighting fixtures installed on any commercial property and which include or exceed two foot - candles shall be fitted to render them full cutoff (no light output emitted above ninety (90) degrees at any lateral angle around the fixture.) For lighting horizontal tasks such as roadways, sidewalks, entrances and parking areas, fixtures must meet "full cutoff" criteria (no light output emitted above ninety (90) degrees at any lateral angle around the fixture). Page 5,.10 -4 June 201 • Intermittent lighting must be of the "motion sensor" type that stays on for a period of time not to exceed five (5) minutes and has a sensitivity setting that allows the luminaire to be activated only when motion is detected on the site. • All trespass lighting shall not exceed two and one -half (2%2) foot - candles measured at the property line, except that residential trespass lighting is regulated in subsection b(5)A • Floodlight fixtures must be aimed so as to prevent direct radiation of light into the open sky at any angle above the horizontal plane as shown in Exhibit 4 and verified using a tool such as shown in exhibit 5. • With the exception of lighting which is required for security and safety such as parking lot illumination, businesses must turn off outdoor lights emitting illumination levels exceeding two (2) foot - candles (fc) after 11:00 p.m. • Lighting installed to illuminate construction sites in order to secure or protect equipment at night shall meet the requirements of subsection b. (6)A. The ordinance also regulates gas filling stations, parking lot and parking structure lighting, outdoor sign lighting, street lighting, tower and structure lighting, and unmanned ATM lighting. The broad scope of outdoor lighting regulations adopted by San Antonio reduces potential light and glare issues that affect ]BSA-R. City of Schertz Unified Development Code The City of Schertz adopted an outdoor lighting ordinance to prevent light pollution and glare within the city. Applicable outdoor lighting regulations include the following: • Outdoor lighting shall be designed to provide the minimum lighting necessary to ensure adequate safety, night vision, and comfort, and not create or cause excessive glare onto adjacent properties and public street rights of way. • Outdoor lighting must be hooded, shielded, and /or aimed downward at at -least a forty -five (450) angle. • The hood or shield must mask the direct horizontal surface of the light source. The light must be aimed so as to ensure that the illumination is only pointing downward onto the ground surface or into the building. No illumination may spill onto adjacent property. • Any bright light shining onto an adjacent property or street that would result in a safety hazard is not permitted. Light trespass beyond property boundaries or above the horizontal plane shall be considered non - compliant. By requiring downward lighting, the City of Schertz protects JBSA -R pilots from adverse light and glare impacts. Applicants proposing new construction or development must submit lighting outdoor lighting fixture types for City review. This ensures that Schertz officials can inspect all new outdoor lighting and ensure compatibility with JBSA -R. It should be noted that these ordinances are unenforceable within the extraterritorial jurisdictions (ETJ), but that development within the ETJ will be small -scale until infrastructure is provided by the respective city. Once infrastructure is extended to an ETJ, it can be annexed into the incorporated city and outdoor lighting standards will apply. Other City Codes The cities of Converse, Garden Ridge, Live Oak, Seguin, Selma, and Universal City do not regulate outdoor lighting via a separate ordinance. Table 5 -10.1 provides the outdoor lighting requirements for all cities within the JLUS Study Area. Line 2015 Page 5.10 -5 Table 5-10.1. Comparison of Lighting Regulations Page 5,10-6 dune 201 5 City of Schertz IN Nonresidential use limited to 0.25 foot - candles measured at property line adjacent to residential area or at street ROW line when residential area is separated by a public street ROW • Hooded, shielded, and /or aimed downward at a 45 degree angle minimum • Light trespass beyond property boundaries or above the horizontal plane is restricted • Landscaping / foliage lighting limited to 150 watts output and shielded • Wall lighting shall be hooded or shielded to prevent light trespass beyond the property line ® 30 feet for shielded outdoor light at a cutoff angle that is less than 90 degrees * 15 feet for shielded outdoor light at a cutoff angle of 90 degrees or more • Street lights installed prior to UDC adoption • TxDOT lighting fixtures and requirements in TxDOT rights of way • UDC - conforming signs and associated lighting • Sports field lighting • Residential covered porch lighting provided that each external light fixture does not exceed 150 watts • Security lights of any output that are controlled by a motion sensor switch provided they do not exceed 0.25 foot - candle at the property line and do not remain illuminated for a duration exceeding 10 -12 minutes after activation Jane 2015 Page 5.10 -7 Streetlights authorized by the city for the health, safety and welfare of its citizens are exempt Sources: Cibolo UDC, 2013; Converse Code of Ordinances; Garden Ridge Zoning Ordinance, 2008; Live Oak Building Regulations Ordinance, 1985; San Antonio UDC, 2005; Schertz UDC, 2010; Seguin UDC, 1989; Selma Zoning Ordinance, 2002; Universal City Zoning Ordinance, 2007. Page 5,10-8 dune 2015 5.11 Noise and Vibration Sound that reaches unwanted levels is referred to as noise. The central issue with noise is the impact, or perceived impact, on people, animals (wild and domestic), and general land use compatibility. Exposure to high noise levels can have a significant impact on human activity, health, and safety. The dB scale is used to quantify sound intensity. To understand the relevance of decibels, a normal conversation often occurs at 60 dB, while an ambulance siren from 100 feet away is about 100 dB. Noise associated with military operations (arrival /departure of military aircraft, firing of weapons, etc.) may create noises in higher dB ranges. Vibration is an oscillation or motion that alternates in opposite directions and may occur as a result of an impact, explosion, noise, mechanical operation, or other change in the environment. Vibration may be caused by military and / or civilian activities. Airborne vibration can cause structural shaking and rattling of windows that can annoy or concern property owners, and in some cases cause structural damage. It is important to understand that there is no single perfect way of measuring sound, due to variations used by different entities when conducting sound studies or sound modeling. Sound is characterized by various parameters that include the oscillation rate of sound waves (frequency), the speed of propagation, and the pressure level or energy content (amplitude). The sound pressure level has become the most common descriptor used to characterize the loudness of an ambient sound level. The decibel (dB) scale is used to quantify sound intensity. Because sound pressure can vary by over one trillion times within the range of human hearing, a logarithmic loudness scale, i.e. the dB scale, is used to present sound intensity levels in a convenient format. The human ear is not equally sensitive to all frequencies within the entire spectrum, so noise measurements are weighted more heavily within those frequencies of maximum human sensitivity in a process called "A- weighting" written as dBA. The human ear can detect changes in sound levels of approximately 3 -dBA under normal conditions. Changes of 1 to 3 -dBA are typically noticeable under controlled conditions, while changes of less than 1dBA are only discernible under controlled, extremely quiet conditions. A change of 5 -dBA is typically noticeable to the average person in an outdoor environment. Figure 5 -11.1 summarizes typical A- weighted sound levels for a range of indoor and outdoor activities. Environmental noise fluctuates overtime. While some noise fluctuations are minor, others can be substantial. These fluctuations include regular and random patterns, how fast the noise fluctuates, and the amount of variation. Weather patterns can have a strong effect on how far sound travels and how loud it is. Certain weather events can change the consistency of the air and either cause sound to travel further and be louder or reduce the distance traveled and the level at which the sound can be heard. Temperature and wind velocity are prime examples of factors that can affect sound travel. Sound tends to travel further in cold temperatures. Specific combinations of temperature and wind direction can create atmospheric refraction. Atmospheric refraction occurs when atmospheric conditions bend and /or focus sound waves towards some areas and away from others. When describing noise impacts, it is common to look at the average noise levels over an entire average day. Vacuum Cleaner (3 !i Just s • w Civil Defense Siren (100 ft.) WHOM i M M-100 ZMEMOEMMEMEEM SHMMEM fim� •; IU17e 2015 Page 5.11-1 Noise contours for JBSA -R and JBSA- Sequin were modeled as part of the AICUZ study development for each installation. The noise contours at each installation were developed by analyzing the type and number of aircraft, flight patterns utilized, variations in altitude, power settings, and frequency of operations and inputting the data into the latest NOISEMAP modeling computer program. Noise contours for Stinson Municipal Airport were developed as part of the Stinson Municipal Airport Environmental Assessment. The noise contours for JBSA -R and JBSA- Seguin from their respective AICUZ studies were developed in Day -Night Average A- Weighted Sound Level (DNL) five dB increments, ranging from DNL 65 dB to DNL 80 dB. The Stinson Municipal Airport noise contours were also developed in DNL five dB increments, but range from DNL 60 dB to DNL 80+ dB. To minimize the impacts from military aircraft noise in communities surrounding the runways, the studies contain recommended land use compatibility guidelines for types of land uses considered incompatible within each noise contour based on the level of noise and how sensitive the land use is to noise. For example, residential development, churches, and schools are more sensitive to noise than industrial or commercial uses. At noise levels between DNL 65 -69 dB, the only incompatible land use is residential without noise level reduction (NLR) materials in the housing construction. Residential uses within the DNL 65 -69 dB contour are discouraged and residential uses within the DNL 70 -74 dB contour are strongly discouraged unless there is a demonstrated community need and no viable alternative location, and sound attenuation construction methods or materials are used. According to the 2008 AICUZ study for JBSA -R, there was an estimated population of 2,622 people living within noise contours ranging from DNL 65 dB to DNL 80+ dB outside the boundaries of the installation. Within the DNL 65 -69 dB contour, there was an estimated 2,385 people; within the DNL 70 -74 dB, there was an estimated 226 people, within the DNL 75 -79 dB, there was an estimated 11 people; and there were no people living within the DNL 80+ dB contour. Residential uses within the DNL 70+ dB contours are generally discouraged, but are compatible within the DNL 65 -69 dB contour when NLR measures are incorporated. Mobile homes are not compatible in any of the noise contours due to their construction design. The AICUZ study identified a breakdown of existing land uses within the DNL 65+ dB noise contours outside of JBSA -R's boundaries: 2,648 acres of open space / agricultural / low density, 285 acres of residential, 221 acres of industrial, 83 acres of commercial, 65 acres of recreational, and 17 acres of public / quasi - public. Each of these categories is defined as follows: Open space / agricultural / low density — includes undeveloped land areas, agricultural areas, grazing lands, and areas with residential activity at densities less than or equal to one dwelling unit per acre. Residential — includes all types of residential activity, such as single- and multi - family residences and mobile homes, at a density greater than one dwelling unit per acre. in Industriial — includes manufacturing, warehousing, and other similar uses. Commercial — includes offices, retail, restaurants and other types of commercial establishments. Recreational — includes land areas designated for recreational activity including parks, wilderness areas and reservations, conservation areas, and areas designated for trails, hikes, camping, etc. Public / quasi - public — includes publicly owned lands and /or land to which the public has access, including military reservations and training grounds, public buildings, schools, churches, cemeteries, and hospitals. It is !unlikely that the acreages of these land use categories has fluctuated much in the six years since the AICUZ study, but is anticipated that there has been some changes, so the current land uses may differ from those in the AICUZ study. Figure 5 -11.2 provides an evaluation of the existing land use within the JBSA -R noise contours. As the figure shows, most of the land is used for agriculture, though there are single family residences in the DNL 65 and 70 dB contours. The majority of the existing land uses would be compatible if they met certain conditions, i.e. NLR measures for residential units. An in depth assessment of individual properties would be needed to determine if appropriate NLR measures exist to make the development compatible within the respective noise contours. There is one small 0.2 -acre commercial / retail development on the south side of the eastern runway (Runway 141-eft / 32Right). Analysis of the future land uses for the communities surrounding JBSA -R identified a large amount of residential planned around the installation. While it is not recommended to have residential in the noise contours, it can be compatible if it is single - family residential and has appropriate NLR measures. Fags 5,.11-2 dune 20 lune 201 5 Page 5.11-3 Per the future land uses, there are 152.6 acres of planned unit development (PUD) and 8.3 acres of single - family residential within the DNL 75 dB contour in the City of Schertz that would be incompatible. Future land use within the noise contours is shown on Figure 5 -11.3. Figure 5 -11.4 provides an evaluation of zoning districts in the noise contours for the communities around JBSA -R. The largest zoning categories are for rural residential and planned unit development, which are conditionally compatible if appropriate NLR measures are incorporated. There are 85.9 acres of planned development and14 acres of rural residential in the DNL 75 dB contour, and a 0.4 -acre area of commercial / retail immediately south of the eastern runway. The AICUZ study for JBSA -R provides recommended guidelines for land uses that are incompatible, compatible, or conditionally compatible within each noise contour. A review of the allowable uses within the zoning districts of each jurisdiction under the noise contours resulted in a list of which zoning districts are aligned with the AICUZ recommendations. Table 5 -11.1 shows the zoning districts located under the noise contours for each community and whether or not the uses allowed in that district are compatible, conditionally compatible, or incompatible. The table lists which noise contour the zoning district is under and whether it is incompatible, compatible, or compatible when NLR methods are incorporated. City of Converse City of Schertz Fags 5,11-4 dune 20 1 City of Universal City Sources: Converse zoning map, 2010; San Antonio online zoning map; Schertz Current Zoning map, 2012; Universal City Zoning Map, undated; DODI 4165.57, 2011. NOTES: 1. For table purposes, assigned R -A zoning designation. 2. For evaluation purposes, PUB (tax exempt) zoning designation in both Bexar County and Guadalupe County was evaluated as educational services 3. For evaluation purposes, OS zoning designation for Universal City was evaluated as undeveloped/ vacant ]Line 2015 Page 5'.11- Page x.11 -6 Aine 2015 ]une 201 5 Page 5.11 - 7 The 2000 AICUZ study for JBSA- Seguin estimated that 66 people were living within the DNL 65+ dB noise contours outside the boundaries of JBSA- Seguin, 46 in the DNL 65 -69 dB contour, 16 in the DNL 70 -75 dB contour, four in the DNL 75 -80 dB contour, and none in the DNL 80+ dB contour. The AICUZ study identified the majority of the existing land use within the noise contours outside the installation boundaries as open space / agricultural / or low density (1,264 acres). The AICUZ study also identified 90 acres of residential and one acre of industrial. The definitions of these land uses is the same as described in the AICUZ study for JBSA -R. This acreage is likely to have changed within the past 14 years since the study was published, but further assessment would be needed to identify current acreages. A look at the existing land use around JBSA- Seguin, illustrated on Figure 5 -11.5, shows that most of the land is currently compatible with the noise contours. There is some single - family residential and a small amount of commercial in the contours, which is mostly conditionally compatible if appropriate NLR measures were incorporated during construction. There are 6.5 acres of single - family residential located next to ]BSA-Seguin within the DNL 75 dB contour and 0.2 acres within the DNL 80 dB contour, which are incompatible. The future land use projected within JBSA- Seguin's noise contours is either compatible or conditionally compatible. As Figure 5 -11.6 shows, the conditionally compatible lands are made up of single - family residential and planned unit development. Most of the land around JBSA- Seguin is in Guadalupe County, which does not have zoning authority. There is a small amount of land in the noise contours that is zoned for single - family residential or PUD, which are both conditionally compatible, as shown on Figure 5 -11.7. Table 5 -11.2 lists the zoning districts for land located under the noise contours for ]BSA-Seguin and the NLR measures that would be needed to achieve compatibility. Sources: Seguin Zoning Map, 2012; DODI 4165.57, 2011. Page 5,.11 -8 Tune 2015 lone 2015 Page 5.11-9 Page 5.11-10 June 2015 June 201 5 Page 5,11-11 Stinson Municipal Airport e Contours Since Stinson Municipal Airport is a civilian airport, its noise contours were developed with a different method than the contours for JBSA -R and JBSA- Seguin. A DNL 60 -65 dB contour was developed for Stinson Municipal Airport to address potential noise impacts on parks and historic sites. The DNL 60 dB contour extends over a portion of the San Antonio Missions National Historic Park. The majority of the DNL 65+ dB contours do not extend outside the boundaries of the airport. Figure 5 -11.8 shows the existing land use evaluation and Figure 5 -11.9 shows the zoning compatibility within the noise contours for Stinson Municipal Airport. There are no incompatible lands existing or zoned for, but there are some areas that would need NLR measures to be compatible. Table 5 -11.3 lists property located within modeled noise contours by zoning designation for Stinson Municipal Airport. The table provides an evaluation of the zoning compatibility relative to Federal Aviation Regulation Part 150. City of San Antonio Sources: DOD Instruction 4165.57, May 2011; Air Installation Compatible Use Zone, Randolph Air Force Base, 2008; Air Installation Compatible Use Zone, Seguin Auxiliary Airfield, 2000; Texas Department of Transportation, Airport Improvements for Stinson Municipal Airport, Environmental Assessment 2007; Converse Zoning Map, dated Nov 2010; Converse Zoning Ordinance, dated Apr 2006; Schertz Current Zoning map, dated Sep 2012; City of Schertz UDC, 2010; Schertz Municipal and Extraterritorial Jurisdiction Boundaries map, dated Aug 2011. Page 5,.11 -12 June 2015 June 201 5 Page 5.11-13 Page 5.11-14 lune 2015 AICUZ Studies for JBSA -R and JBSA- Seguin The AICUZ studies for the two installations provide an assessment of the noise contours associated with aircraft operations at each installation. Through the NOISEMAP noise modeling program, a set of noise contours was developed and applied around the runways to identify land areas most affected by aircraft noise. The AICUZ studies are developed to promote awareness of military footprints to the communities and provide guidelines for community planners to use to promote compatible land uses between the communities and the military installations. The AICUZ study contains a set of compatibility guidelines, or recommended land uses, within each of the noise contours, and identifies types of land uses that would be most impacted by noise and should not be developed in those areas if possible. sound r, per - ,n Administration Department Defense guidance. Some of the communities surrounding JBSA -R have allowed residential uses within the DNL 65 -69 and 70 -74 dB noise contours without requiring sound attenuation measures or NLR methods in their codes. As a result, some of the homes built within these areas may not have proper insulation or construction to reduce the sound from aircraft operations to an acceptable level inside the building, making them incompatible. Incompatible uses pose both a health risk and a disturbance to residents. In some cases, homes within noise impact zones may not qualify for federal mortgage insurance unless noise attenuation measures are incorporated in the building construction. Developers and builders have expressed concerns regarding the lack of information on sound attenuation measures and NLR material requirements. If sound attenuation measures do not exist within the ]BSA-R, JBSA- Seguin, or Stinson Municipal Airport noise contours, developers are unlikely to construct homes and other noise sensitive buildings with NLR materials, which could lead to more acres of incompatible use within noise contours. The variability in code requirements for sound attenuation measures or NLR materials results in a patch -work application between jurisdictions. Additionally, communities that have implementation of such measures or requirements may regulate to achieve different standards for noise attenuation. This variability further complicates builder and developer compliance. Texas Local Government Code, Section 214.216 International Building Code The Texas Local Government Code, Section 214.216 adopted the international building code as it existed on May 1, 2003 for the municipalities in the State of Texas. This code only applies to commercial buildings in a municipality in which construction began on or after January 1, 2006. This code authorizes local jurisdictions to adopt local amendments. Texas Local Government Code, Section 214.212 International Residential Code The Texas Local Government Code, Section 214.212 adopted the International Residential Code as it existed on May 1, 2001 for the municipalities in the State of Texas. This code authorizes local jurisdictions to adopt local amendments. International Building Code, 2003 The 2003 International Building Codes requires that walls, partitions, and floor /ceiling assemblies that separate dwelling units from each other and from other adjacent land uses must have a sound transmission class of not less than 50 dB for airborne sound. However, the code does not specify any information about sound mitigation materials or other methods to reduce the transmission of sound. City of San Antonio Airport Hazard Overlay District, Section 35 -331 The City of San Antonio has adopted an airport overlay districts for certain areas influenced by aircraft and military operations. The regulations for this City's Airport Overlay District are found in the City's UDC, Division 4. This overlay describes the various imaginary surfaces associated with commercial and military airports. The overlay prescribes controls for building and structure heights in the areas in the vicinity of airports within the city but does not establish controls for noise or sound attenuation for noise sensitive land uses in the area. City of San Antonio Military Sound Attenuation Overlay Districts, Section 35- 339.05 Section 35- 339.05 of the City's UDC establishes Military Sound Attenuation Overlay Districts that regulate land uses that surround or are in the vicinity of military airports and training areas. This overlay focuses on identifying noise sensitive land uses including residential uses, assisted living and nursing facilities, funeral homes, and childcare facilities. Additionally, the ordinance Jane 2015 Page .11 -.t provides guidance for establishing a military sound attenuation overlay district for the City. The criterion for designation of a military sound attenuation overlay district in the City of San Antonio is: The area must be identified by the United States military, joint land use study or adopted master plan as being situated within a noise military influence area. The ordinance prescribes regulations to protect the general welfare from noise generated by military activities. The regulations apply to noise sensitive land uses either as a stand -alone development or as part of a larger development. Sound must be mitigated to incorporate an exterior to interior noise level reduction of 25 decibels (dB). Additionally, the ordinance prescribes measures for construction materials in that the materials used in construction should comply with a tested or listed sound transmission class (STC) of 40 for walls and ceilings. The ordinance also prescribes various STCs for windows and doors ranging from a STC 30 to 40. The deviations are determined by the percentage of the doors and windows that comprise the total exterior wall area, e.g. if the doors and windows comprise 30 percent of the overall exterior wall area, then the required STC is 30. If the doors and windows comprise more than 40 percent of the overall exterior wall area, then the STC is 40. This ordinance was developed for the Camp Bullis area as a result of the Camp Bullis JLUS. This ordinance currently does not apply to areas near JBSA -R. City of Schertz Air Installation Compatible Use Zone District, Section 21.5.9 The City of Schertz established an overlay district that specifies certain proposed land uses within the JBSA -R's airfield safety zones. It requires that any proposed development must be coordinated with JBSA -R up to a period of 60 days. After the 60 days if JBSA -R has not responded, then the proposal will be disapproved. This overlay district does not require sound attenuation in building construction relative to the aircraft noise associated with the JBSA -R mission. JBSA -R and SAT are both located in close proximity to each other and within a large metropolitan area. On a typical day when flying weather is optimal, aircraft utilizing the two facilities operate within their own flight paths. Certain events, such as inclement weather or busier air traffic days may require some deviation from these standard flight paths. Commercial or civilian aircraft flying into or out of SAT may be redirected to alternate approach or departure courses in areas more commonly used by military aircraft, or over areas that do not generally experience aircraft flyover. This can cause atypical noise disturbances to the communities below alternative flight patterns. The comingling of commercial and military flights may lead to an increased number of noise complaints to ]BSA-R, which were actually caused by commercial or civilian aircraft operating via SAT. JBSA -R Facebook Webpage The JBSA -R Facebook webpage, located at https: / /www.facebook.coml]BSARandolph ?ref =br tf, is a tool used to notify the public of various mission changes and happenings that are ongoing for the base and JBSA. The drawback of this tool is that it only reaches the number of individuals who have Facebook accounts and who "like" the page. There are currently 7,399 likes for this page. Historically, this page has been used to notify the public of various noise - related impacts associated with the mission of JBSA -R. Page 5,.11 -16 tune 2015 General concern that R cannot forecast which may generate a larger noise footprint and increase noise complaints from the community since many people are not aware that a change in a flying mission may impact the amount of aircraft noise they may hear. The noise contours identified in the current JBSA -R AICUZ study were modeled based on certain types and numbers of aircraft and a specific frequency of flight operations. Currently, JBSA -R is primarily a training base and supports aircraft for pilot training, tanker /airlift jet training, and advanced jet training. The noise contours and recommended development compatibility restrictions reflect these activities and aircraft characteristics. Predicting how mission changes and /or changes in the type of aircraft affect the noise levels around JBSA -R would require updating the noise modeling and using the different aircraft as a baseline. Without knowing the type or number of aircraft, it would not be possible to accurately produce updated noise contours. There is a possibility that the Surveillance and Reconnaissance Wing and associated mission from Pensacola, Florida may be realigned to JBSA -R. This realignment may require different aircraft with differing sound and vibration impacts. Similarly, there is also a possibility of introducing unmanned aerial system (UAS) flight operations and testing at JBSA- Seguin due to local, existing conditions: a low population, minimal development, and an abundance of open space. Unmanned aerial system flight operations and testing activities may pose a problem similar to the introduction of new aircraft at JBSA -R, since the noise contours for the airfield at JBSA- Seguin may not be sufficient for the operational parameters associated with a UAS. The DOD could also add a new mission to JBSA -R in the future that is not currently considered. Without being able to forecast the needs of future missions, it is difficult to preemptively identify potential updated noise contours. This also makes it difficult for communities that address sound attenuation or limit noise sensitive uses in noise contours to determine where these regulations should be applied in the future if new missions at JBSA -R or JBSA- Seguin add increased noise to the area. Air Installation Compatible Use Zone Reports The DOD uses the AICUZ reports to identify mission impacts on the communities where active military airfields are located. This report uses aircraft information to model noise for the typical aircraft that utilize the airfield. This AICUZ reports are generated every time there is a mission change that either reduces or increases the mission associated with aviation operations and training exercises. Therefore, if additional missions could be realigned to JBSA -R, then the base would have to budget and conduct an update to the 2008 AICUZ report for JBSA -R and JBSA- Seguin. operations and night oinclude run-up exercises on test cells which may generate an increase in noise complaints. Locations for aircraft maintenance and engine run -ups at JBSA -R have been established in areas where noise impacts are minimized for people in surrounding communities and on base. The aircraft engine maintenance run -ups at JBSA -R occur between 6pm and 10pm or are otherwise restricted to performance in sound - suppressing test cells; currently, no run -ups occur during the nighttime (10pm to 7am). These tight restrictions limit routine maintenance activities that must be completed on aircraft to ensure the safety and functionality. These also must be completed so airmen can achieve the necessary skills when performing mechanical and maintenance activities. With only four hours to perform engine run -ups outdoors, most maintenance must occur in the test cells, which requires the removal and transport of the aircraft engine across base to the facility. This hinders the maintenance timeliness and limits the number of engines that can be worked on and tested each day. Depot work, including major repairs and modifications on aircraft to increase flight activity, is another important maintenance function performed at JBSA -R. There is a desire to perform this work at night to reduce the number of hours that aircraft are serviced during flying hours. Performing large -scale maintenance work at night could create a noise issue for surrounding communities. Jane 2015 Page 5.11-17 =; Screening Analysis of Proposed Sound Suppressor on West Ramp at Randolph AFB JBSA -R conducted a screening analysis of a proposed construction of an A/F32A -18 Noise Suppressor on the west ramp of JBSA -R ton determine noise impacts. The suppressor would support outdoor T -38 Talon in -frame engine maintenance run -ups. This activity would be in addition to the activities that were captured in the 2008 AICUZ and the 2012, unpublished noise study by Air Force Center for Engineering and Construction ( AFCEC). This activity would occur once -a -day with an estimate of 260 annual operational days. The screening analysis indicated that the Noise Suppressor would result in a less than 1 dB change in the Day -Night Average Sound Level (DNL) contours that were greater than or equal to 65 dB, relative to the noise estimated in the 2012 unpublished study. While this increase in noise is insignificant, the noise identified by the 2012 AFCEC unpublished study is somewhat different than that of the 2008 AICUZ. However, the noise sensitive receptors would be minimally impacted by this proposed action especially since the indoor noise levels are 25 dB lower than the outdoor levels. improvements are completed ig operations resume. JBSA- Seguin has made a significant effort to avoid impacts on neighboring development. Normal operational hours are from 7 am to 10 pm. JBSA- Seguin has one runway, which was closed in 2011 for runway improvement construction. Prior to the runway closure flight training occurred approximately 245 days per year. Takeoff patterns are routed to avoid flight over the City of Seguin to the maximum extent practicable. Since the runway has been closed for almost three years, no flights have been arriving or departing in the area and noise has not been an issue. According to the 2000 AICUZ study conducted for JBSA- Seguin, 66 people are exposed to noise levels of 65 dB DNL or higher and only four people are exposed to noise greater than 75 dB. There may have been some new development within the noise contours since then that may make this number higher. Construction at the airfield has been slow due to contractual issues. These issues have recently been resolved and the improvements to the runway are planned to be completed soon, allowing the airfield to be actively used. Resumption of flight activity may generate complaints, since residents, particularly in noise impact zones, have become accustomed to the quiet. City of Seguin Zoning Ordinance The City of Seguin last updated their zoning ordinance in June 2012 but did not adopt the 2000 AICUZ guidelines for the ]BSA-Seguin Airfield to protect the general public from unnecessary impacts associated with the aviation operations performed at JBSA- Seguin. These impacts include safety concerns relative to the airfield CZs and APZs and the noise generated for the ]BSA-Seguin airfield. Schertz and Universal City. There is residential development located in close proximity to the ends of the runways. Universal City is located just north of JBSA -R and has residential development very close to the northern ends of the runway. There is also a small community of residential development near the end of the eastern runway in the City of Schertz. Certain flight activities could generate vibration as aircraft are taking off or landing that may impact residents living in these areas. The aircraft flown at JBSA -R are smaller, training aircraft, the potential for vibration to occur from this types of aircraft are minimal. However, this could be an issue to monitor if residential development is proposed in Schertz near the runway in the future. Page 5,11-18 lune 2015 5.12 Roadway Capacity M Roadway capacity relates to the ability of existing freeways, highways, arterials, and other local roads to provide adequate mobility and access between military installations and their surrounding communities. As urban development expands, roads once carrying limited local traffic begin to function more as urban major arterial roadways. These roads often become the main transportation corridors for all traffic from residential to commercial trucking, including access to military installations. As transportation systems grow and demand more capacity, these facilities become congested and create delays for both military and non - military automobile users. i JBSA -R is surrounded by a series of smaller communities northeast of San Antonio and is not currently served by the bus system operated by VIA Metropolitan Transit. Some routes pass through the City of Converse southwest of the installation and northwest of the installation near Live Oak and Selma, but the system does not directly serve JBSA -R employees and residents. The lack of transit service reduces transportation options for those who must rely on personal means of transportation. The lack of transit contributes to roadway congestion since JBSA -R creates thousands of vehicle trips daily as a regional employment center with over 9,600 employees. Sources: VIA system map, March 2013, ]BSA Economic Impact Report VIA Service Area The VIA Metropolitan Service Area covers approximately 1,226 square miles which is roughly 98 percent of Bexar County. The VIA service area is provided through various sources of revenue including a half -cent sales tax from participating jurisdictions. The following jurisdictions have elected to participate in the service area by assessing a half -cent sales tax in their community: • Alamo Heights • Balcones Heights • Castle Hills • China Grove The City of Converse is the only community proximate to JBSA -R that has elected to assess the sales tax to provide this service to its residents. The route that services the City is Route 21, Kirby /Converse. Source: VIA Metropolitan Transit, http://www.viainfo.net/OrganiZationIFacts.aspx It should be noted that JBSA -R is in the service area and VIA previously operated a route on base, but because it traveled "closed door" for security measures through the City of Universal City the ridership was very low and the route was later eliminated. Van Pools This program is provided by the Federal Transit Authority under the Department of Transportation. A majority of federal employees use this option for their transit needs. This program provides a guaranteed ride home should an emergency occur for one of the participants in the program. A voucher system is used to provide reimbursement to program participants. VIA Metropolitan Transit is the local administrator of the program for the San Antonio - Bexar County region. VIA hosts the database for which van pools are created and matches individuals to other individuals in the same living and work area to ensure the van pool would be beneficial for all participants and to serve its purpose of reducing vehicular miles on roadways. The program began in 2006 and currently has 38 van pools going to JBSA -R. This is an increase from 3 van pools in early 2010. Source: VIA Metropolitan Transit, http://www.viainfo.net/ServicelVanpoo/Main.aspx Traffic delays are caused by the volume of commuters transiting to and from JBSA -R and surrounding communities. JBSA -R employs a workforce of over 9,600, and traffic congestion is exacerbated by the large number of vehicles entering or departing during peak lone 2015 Page 5.12.1 hours. This congestion threatens mission readiness of JBSA -R. Inability to reach JBSA -R in a timely manner can result in delays in mission deployment. Another effect of congestion near JBSA -R is the increased travel time for those in communities near the base. Road extensions, expansions, and other level -of- service (LOS) improvements have been programmed in the long range transportation plan, but are underfunded and not guaranteed. Sources: TIP 2013 -2016 Roadway List, San Antonio -Bexar County MPO Mobility 2035 Plan The Office of Personnel Management has developed a handbook to assist federal agencies in establishing and administering alternative work schedules. These alternative work schedules include Flexible Work Schedules and Compressed Work Schedules. The intent of these programs is to decrease costs to the federal agency and realize an indirect benefit of decreasing roadway congestion during normal business hours for those eligible employees. A Flexible Work Schedule allows a full -time or part -time employee to determine his or her own schedule within the limits set by the federal agency. A Compressed Work Schedule allows a full -time or part -time employee to accomplish their set time in a timeframe less than the typical work week, such as working four 10 -hour days instead of five 8 -hour days. Source: Office of Personnel Management, Pay & Leave Reference Materials, http : / /www.opm.gov /policy -data- oversight /pa y- leave /reference- materials /handbooks /alternative- work - schedules/ Telecommuting Pilot Program at Joint Base San Antonio - Randolph A telecommuting pilot program was internally discussed with JBSA -R and presented at an Association of Defense Communities Conference in 2012. This program is intended to allow eligible workers employed at JBSA -R the opportunity to work remotely from home. The intent of this effort was to decrease vehicular miles on roadways, especially during peak morning and evening hours, while maintaining the same level of productivity. This would enable on -base, mission critical personnel ease of mobility to and from work. Source: Association of Defense Communities Conference, 2012, http://www.defensecommunities.org/wp- content /uploads/ 2012 /O8 /Group- Presenation- Part -II. pdf Richard Drive) Schertz may result in increased local traffic. The areas surrounding JBSA -R including the cities of Cibolo, Converse, Garden Ridge, Schertz, and Selma have experienced dramatic growth in population over the last decade. Out of all the cities surrounding the base with the highest percentages of population increases, the City of Converse had the lowest percent increase at 58 percent, and the City of Selma experienced the most growth with a 603 percent increase from 2000 to 2010. This dramatic growth can create numerous opportunities for the communities and the base; conversely, this rapid growth can also cause potential constraints on infrastructure including limiting roadway capacity. Roadway capacity is already a regional issue further discussed in Issue RC -7. This roadway congestion coupled with continued development or potential development in the region can exacerbate the roadway capacity issues resulting in increased delays for commuter traffic and diminished productivity for base personnel who travel to and from the base daily. causing halt thru-traffic on State Highway 218 (Pat Booker Road) periodic vehicle stacking near JBSA Three main rail lines maintained by the Union Pacific Railroad traverse the JBSA -R JLUS study area. Two of the rail lines run along the northern boundary of the City of Schertz and the third runs parallel to Farm -to- Market (FM) -78, immediately north of JBSA -R. While railroads have a major influence on the growth and economic vitality of the region, they also cause traffic conflicts at intersections with at -grade crossings. Trains can cause traffic delays, safety concerns, and impede access for emergency vehicles. With the growth of industry including the natural gas exploration and extraction industry and the influx of people in the region, there has been an increase in demand for the use of Union Pacific's rail infrastructure to ship commodities and other resources into and out of the San Antonio metropolitan area. The increased usage of the Union Pacific infrastructure can exacerbate roadway capacity issues in areas that already experience congestion and stoppages of traffic due to railway commerce. Page 5,.12 -2 Tune 2015 Specifically, the intersection at Pat Booker Road and FM -78 already experiences traffic stacking when railway activity occurs. This railway activity has been known to occur during peak hours creating delays and congestion near the main gate at JBSA -R. These increased delays and / or commuting times can negatively impact the timeliness of base missions. Additionally, rail operations may impede timely access to the base by emergency personnel or other military equipment, which could pose a safety concern and / or compromise base operations. Railroad Crossing Inventory The Union Pacific Railroad (UPRR) Crossing located at Pat Booker Road and FM -78 is identified on the UPRR's inventory listing as Number 764352R. This number can be entered into the railroad crossing inventory at the following website, http: / /www.fra.dot.gov /Page /P0111 to retrieve information specific to the crossing. For the past several years, this crossing has a total of ten daily train movements during daylight hours, 6 am to 6 pm. These hours include peak hours for travel times to and from the base. This creates numerous opportunities for traffic stacking and even potential security issues relative to the main gate at JBSA -R due to the congestion caused by traffic stacking. Source: Federal Railroad Administration, Office of Safety Analysis, Generate Crossing Inventory and Accident Reports, http: / /Safetydata. fra. dot. gov/ officeofsafetylpublicsit %rossin g /crossing. aspx Intelligent Transportation Systems In 2010, the Department of Transportation released a strategic plan for intelligent transportation systems for all modes of transportation, i.e. cars, trucks, buses, and trains. This plan links intelligent vehicles and infrastructure together through wireless communication to avoid potential hazards and accidents, to dispatch emergency crews quicker, and to promote and provide safety, mobility, and other environmental enhancements to users of the roadways. The wireless communication is applied either by vehicle -to- vehicle or vehicle -to- infrastructure. These communication methods come in the form of driver advisories, warnings, and / or vehicle / infrastructure controls. Source: Department of Transportation, Intelligent Transportation Systems, Fact Sheet, http : / /www.its.dot.gov /factsheets /overview factsheet.htm Thirty to 40 commercial queue along Old Seguin Road to enter impact local roadway congestion. The South Gate to JBSA -R is accessed by Lower Seguin Road at the southern border of the base. This gate is the only access control point (ACP) for the southern portion of the base and also serves as the commercial gate. There is a high volume of traffic traversing through this one entry point for commercial vehicles, up to 30 or 40 trucks are forced to queue along Old Seguin Road during certain times of the week. This queuing can cause road maintenance and congestion issues for the communities and the base. These maintenance and congestion issues can result in costly road repairs and time inefficiencies associated with deliveries and mission critical operations for the vendors, the community, and the base. Defense Access Roads Program The Defense Access Roads (DAR) Program enables the military to contribute to roadway improvements for roads in which military mission- specific activities are conducted on. DAR provides funding assistance to the military installation for projects that enhance access and mobility for the military to ensure military readiness is the first priority. The DAR programs provides funding for such projects related to an increase in military population at a base, the relocation or redesign of an access control point or gate, or the deployment of a heavy, oversized military vehicle. Source: Federal Highway Administration, Defense Access Roads Program, http: / /flh.fhwa.dot.gov /programs /dar/ regional which results in n and impacts The San Antonio -Bexar County Metropolitan Area, which includes JBSA -R and the surrounding cities, encompasses over 1,200 square miles with a population of nearly two million people, the majority of which reside in the city of San Antonio. By 2035, the San Antonio -Bexar County Metropolitan Area is estimated to have a population of over two million people and 1.6 million commuters each day. This region currently experiences high traffic Jerre 2015 Page 5.12-3 volumes on roads with limited capacity resulting in daily regional congestion. This regional congestion is of concern to ]BSA -R since a majority of military personnel and civilian employees do not live on base or in adjacent communities. The congestion results in long commute hours, reduced transportation system efficiency, and in some cases, lost productivity. San Antonio -Bexar County Metropolitan Transportation Improvement Plan (2013 -2016) The San Antonio -Bexar County Metropolitan Transportation Improvement Plan for Fiscal Years 2013 -2016 identifies several projects intended to improve and enhance the roadways resulting in access and mobility improvements for the base and the regional area. These projects are identified in Table 5.12 -1 which provides information about the project including a description of the project and its segment limits, construction costs, the fiscal year for which the construction is likely to begin, and the agency responsible for project funding. Some of these projects are major improvements such as expanding segments of roadways from two lanes to four lanes and developing a direct connector from one highway to another major highway. Other projects are designed to enhance quality life through the addition of sidewalks, bicycle lanes, or safety improvements through intelligent transportation systems (ITS) components. Fags 5,.12 -4 dune 2015 Table 5 ®12 -1® San Antonio ®Bexar Metropolitan Transportation Improvement Plan Projects Relevant to the JB A -R Area 0915 -12 -513 Alamo Area Commute Solutions Program (2016) Source: San Antonio -Bexar County Transportation Improvement Plan (FY 2013 -2016) FY 2016 / TXDOT FY 2013 / TXDOT $3,940,630 FY 2013 / Universal City FY 2013 / Bexar County FY 2013 / Lone Star Rail District FY 2014 / Lone Star Rail District FY 2013 / San Antonio $267,000 FY 2013 / AACOG $267,000 FY 2014 / AACOG FY 2015 / AACOG $267,000 FY 2016 / AACOG ]Line 2015 Page. 5.12 - Please see the next page. Page 5,12-6 dune 2015 5.13 Safety Military installations often engage in activities or contain facilities that, due to public safety concerns, require special consideration by local jurisdictions when evaluating compatibility. It is important to regulate land use near military airfields in order to minimize damage from potential aircraft accidents and to reduce air navigation hazards. Safety zones are areas where development should be restricted due to the potential higher risks for public safety in these areas. Issues to consider include aircraft accident potential zones, weapons firing range safety zones, and explosive safety zones. There are existing land uses and proposed Airfields have designated safety zones composed of clear zones (CZ) and accident potential zones (APZ) that extend out from the runway takeoff and departure zones. Development is a concern in these areas because this is where statistically aircraft accidents are more likely to occur. When incompatible development occurs in these areas, the safety risk for the general public and the pilot increases significantly. There are numerous existing land use categories that are incompatible with the recommendations as presented in the AICUZ study for ]BSA -R. In the northern runway CZs there are currently 8.8 acres of commercial / retail, 9.1 acres of single - family residential, and 3.5 acres of multi - family residential that are incompatible. Within the northern APZs I, there are 117.3 acres of single - family residential and 20.5 acres of multi - family residential that are incompatible. There are 18.7 acres of multi - family residential within the northern APZs II that are currently incompatible. The current land use evaluation is illustrated on Figure 5 -13.1A The City of Schertz has 11.1 acres of commercial land and 45.5 acres of single - family residential land located within the CZs of southern ends of the runways that are incompatible with the AICUZ study recommendations. There are 18.3 acres of single - family residential use in the southern APZ I that are incompatible. The City of Schertz allows two dwelling units in its single family residential land use category. While this density is recommended in APZ II; it is not recommended for the CZ or APZ I. Figure 5 -13.1B illustrates existing land use evaluation within the southern CZs. These existing land uses are incompatible in this area because they exceed the recommended density or intensity expressed as floor area ratio (FAR). Both cities have an unspecified floor area ratio - the ratio of building gross floor area relative to the lot size for commercial development. The AICUZ study also recommends no residential uses in the CZ or in APZ I. MM Comprehensive Plans contains future land uses which are the vision for growth in the future. Despite the AICUZ study recommendations, there is an increase in the amount of incompatible land within the CZs and APZs I based on these future land uses -28.5 acres of commercial and 10.9 acres of single - family residential land in the northern CZs, which are incompatible. Within the APZs I, there are 5.2 acres of mobile home / manufactured housing and 159.2 acres of single - family residential that is incompatible. These future land uses are shown on Figure 5- 13.2A. The future land use for the APZ I located in the City of Schertz shows the majority of future land uses as light industrial and park. Figure 5 -13.28 provides an evaluation of future land uses in the southern runway safety zones. Within the southern CZs, there are 52.3 acres of planned unit development, 18.5 acres of light industrial, 12.8 acres of commercial / retail, and 6.2 acres of single - family residential that are incompatible. In the APZs I, there are 599.6 acres of planned development and 36.5 acres of single - family residential that are incompatible. Residential use is not compatible within APZ I, so if a planned development district includes residential uses it would not be compatible. Zoning is the regulatory implementation of the future land use. Despite the AICUZ study recommendations, there are incompatibly -zoned lands for residential in the CZs and APZ I for both northern and southern portions of the runways. In the northern CZs, there are 20.9 acres zoned commercial and 10.9 acres zoned single - family residential, which are incompatible. In the northern APZs I. there are 8.3 acres of mobile home / manufactured housing, 21.1 acres of multi - family residential, 33 acres of public / institutional, and 155.5 acres of single - family residential zoned land, which are incompatible. There is 10.8 acres of multi - family residential zoned land incompatible in the northern APZs II. This evaluation is shown on Figure 5- 13.3A. Figure 5 -13.38 shows the evaluation of zoning within the southern runway safety zones. There are 78.1 acres of rural residential, 12.5 acres of commercial / retail, and 1.8 acres of light industrial zoned land within the CZs, which are incompatible. The APZs I contain 166.4 acres of planned development, 15.6 acres of rural residential, and three acres of single - family residential land, which is incompatible. There are 20.8 acres in the APZs II zoned as commercial / retail, which is incompatible. June 2015 Page 5.1:3 -1 Page 5,13-2 June 2015 June 2013 Page 5.13-3 Page 5. 13-4 lune 2015 dune 2015 Page 5.1.3 - Page 5. 13-6 Alne 2015 June 201 5 Page 5. 13-7 � DOD Instruction 4165.57 Air Installations Compatible Use Zones The DOD Instruction 4165.57 (DODI 4165.57) Air Installations Compatible Use Zones is a DOD instruction that provides guidance to military and community planners about data related to aircraft operations including flight tracks and utilization and noise modeling for the various aircraft at an installation. This particular DODI was recently updated in 2011, thus was used for the purposes of planning guidance and assessment in this JLUS. The DODI 4165.57 provides more current recommendations and specifications for planning land uses in the accident potential zones and the noise contours of an airfield. Table 5 -13.1 identifies the compatible and incompatible land uses in the CZs and APZs for the ]BSA-Randolph airfield from the DODI. It is important to note that the communities surrounding the base have not incorporated this tabular data nor the data from the 2008 Randolph AICUZ Report into their UDCs or zoning ordinances in effort to provide transparency and educate the development community. JBSA- Randolph Air Installation Compatible Use Zone Report The 2008 JBSA- Randolph AICUZ report recommends land uses that were compatible and identified land uses that were incompatible with the safety zones. These recommendations are to protect the general public, pilots, and military equipment should an airplane accident occur. While the communities refer to the table and the AICUZ report to make a general assessment of compatibility when a development action is proposed in these areas, the table is not public knowledge for the development community to reference when preparing plans and the 2008 JBSA- Randolph AICUZ Report is dated. Texas Local Government Code Chapter 212.004 The Chapter 212.004 of the Texas Local Government Code (LGC) authorizes a property owner to subdivide their land into minimum five -acre lots as long as there is access to a public street and no major additional improvements are made to the property, which requires public services. This is important to note here when considering adjusting the densities for the safety zones. Texas Local Government Code Chapter 232 The Chapter 232 of the Texas LGC also authorizes a property owner within a county to subdivide their land into minimum 10 -acre lots as long as there is no public right -of -ways being dedicated. In addition, LGC Chapter 232.015(f) enables this subdivision to occur without having to have access to a public street. Table 5-13.1. 2011 DODI delines for Compatible Land Uses within the Accident Potential Zones Fags 5,13-8 dune 2015 EMEIIIIIIIEENMEMEMEMEM 22 Textile mill products; manufacturing N N Y Max. FAR in APZ II is 0.56 APZ II is 0.56 23 Apparel and other finished products made N N N from fabrics, leather, and similar materials; N Y manufacturing 24 Lumber and wood products (except N Y Y Max, FAR furniture); manufacturing 0.28 in APZ I Max. FAR 0.56 in APZ II 25 Furniture and fixtures; manufacturing N Y Y Max. FAR 0.56 in APZ II 0.28 in APZ I 0.28 in APZ 1 0.56 in APZ II 26 Paper & allied products; manufacturing N Y Y Max. FAR Max. FAR 0.28 in APZ I 0.28 in APZ I 0.56 in APZ II 28 Chemicals and allied products; manufacturing N 29 Petroleum refining and related industries N 30 Manufacturing3 31 Rubber and misc. plastic products, N manufacturing 32 Stone, clay and glass products manufacturing N 33 Primary metal industries N 34 Fabricated metal products; manufacturing N 35 Professional, scientific, and controlling N instruments; photographic and optical goods; watches and clocks manufacturing 39 Miscellaneous manufacturing N 40 Transportation, Communications and UtilitieS3,1 41 Railroad, rapid rail transit and street railroad N transportation 42 Motor vehicle transportation N 44 Marine craft transportation N 46 Automobile parking N N N N Y Max. FAR in APZ II is 0.56 N Y Max. FAR in Y6 Y APZ II is 0.56 N Y Max. FAR in APZ II is 0.56 N N Max. FAR Y Y Max. FAR 0.28 in APZ I Y6' Y 0.56 in APZ II Y6 Y Max. FAR 0.28 in APZ I 0.56 in APZ II Y6 Y Max. FAR 0.28 in APZ I 0.56 in APZ II Y6 Y Max. FAR 0.28 in APZ I 0.56 in APZ II Y6' Y Max. FAR 0.28 in APZ 1 0.56 in APZ 11 Y6 Y Max. FAR 0.28 in APZ I 0.56 in APZ 11 Page 5.13-9 48 Utilities' N Y6 Y6 Max. FAR 0.28 in APZ I 0.56 in APZ II 48.5 Solid waste disposal (landfills, incinerators, N N N etc.) 49 Other transportation communications and N Y6 Y See 'note 6 utilities below 50 Trade 51 Wholesale trade ' N Y Y Max. FAR 0.28 in APZ I' 0.56 in APZ II 52 Retail trade - building materials, hardware and ! N Y Y See note 8 farm equipment below 53 Retail trade- including shopping centers, N N: Y Max. FAR in discount clubs, home improvement stores, APZ II is 0.16 electronics superstores, etc. 54 Retail trade -food N N Y Max. FAR in APZ II is 0.24 55 Retail trade - automotive, marine craft, aircraft N Y Y Max. FAR and accessories 0.14 in APZ I 0.28 in APZ II 56 Retail trade - apparel and accessories N N Y Max. FAR in APZ II is 0.28 57 Retail trade - furniture, home furnishings and N N' Y Max. FAR in equipment APZ II is 0.28 58 Retail trade - eating and drinking N N N establishments 59 Other retail trade N N' Y Max. i FAR in APZ II is 0.16 60 Services'-0 61 Finance, insurance and real estate services N N Y Max.'' FAR in APZ II is 0.22 62 Personal services N N Y Office uses only. Max. FAR in APZ II is 0.22 62.4 Cemeteries N Y11 Y1' 63 Business services (credit reporting, mail, N Y Y Max. FAR in stenographic, reproduction, advertising) APZ II is 0.22 63.7 Warehousing and storage services 12 N Y Y Max. FAR in APZ Iis1.0 APZ II is 2.0 54 Repair services N Y Y Max.' FAR in ; APZ I is 0.11; APZ II is 0.22' 65 Professional services N N Y Max. FAR in APZ II is 0.22 65.1 Hospitals, nursing homes N IN N 65.1 Other medical facilities N N N Page 5..I3-10 lucre 2015 67 Governmental services N 69 Miscellaneous services N 69.1 Religious activities N 70 Cultural, Entertainment and Recreational 71 Cultural activities (including churches) N 71.2 Nature exhibits N 72 Public assembly N 72.1 Auditoriums, concert halls N 72.11 Outdoor music shell, amphitheaters N 72.2 Outdoor sports arenas, spectator sports N 73 Amusements - fairgrounds, miniature golf, N driving ranges; amusement parks, etc. 74 Recreational activities (including golf courses, N N riding stables, water recreation) 75 Resorts and group camps N 76 Parks N 80 Resources Production and Extraction 81 Agriculture (except livestock) 81.5, Livestock farming and 81.7 animal breeding 091 Forestry activities16 II Ii N Y Max, FAR in APZ II is 0.24 N Y Max. FAR in APZ II is 0.22 N N N N Y13 Y13 N N N N N N N N N Y Y13 Y13 Max. FAR in APZ I is 0.11 APZ II is 0.22 N N Y13 Y13 Max. FAR in APZ I is 0.11 APZ II is 0.22 Y14,15 Y14,15 Y Y Max. FAR in APZ I is 0.28; APZ II is 0.56, no activity that produces smoke, glare, or involves explosives June 201 5 Page .1a -.t1 1 s|ucm- Standard Land Use Coding Manual, us. Department orTransportation v(/es ) - Land uses and related structures are normally compatible without restriction N (No) - Land uses and related structures are not normally compatible and should be prohibited. vx - ,es with restrictions. The land uses and related structures are generally compatible. However, sec notes indicated by the superscript. mx - No with exceptions. The land uses and related structures are generally incompatible. However, see notes mu|caueu by the superscript. FAR - Floor Area Ratio, A floor area ratio is the ratio between the square feet of floor area of the building and the gross site area. Itiscustomarily used to measure non-residential intensities, ou/Ac- Dwelling Units an Acre. This |s customarily used to measure residential densities. 1. A "Yes" ora^mo" designation for compatible land use ismbe used only for general comparison. Within each, uses exist where further evaluation may be needed in each category as to whether it is clearly comvoub|r, normally compatible, or not compatible due to the variation of densities nr people and structures. In order to assist air installations and local gnvemments, general suggestions nyto Fxnso,e provided as guide »ndensity in some categories. In general, land use restrictions that limit occupants, including :mp|nvecs, of commercial, service, or industrial buildings or structures tn zs on acre in xpz z and sn an acre in xpzo are considered to be low density. Outside events should normally be limited tn assemblies or not more than zs people an acre inxpZ I' and maximum assemblies orso people an acre in xpzIz. Recommended pAns are calculated vsmo standard parking generation rates for various land uses, vehicle occupancy rates, and desired density in Apz z and II. rorxpz I' the formula is FAR = 25 people an acre/(Average Vehicle Occupancy x Average Parking Rate x (43560/1000)). The formula for APZ II is pxn = so/(xxvraoe Vehicle Occupancy xAverage Parking Rate (*35e0/1000)). a. The suggested maximum density for detached single family housing is two Du/Ac. In a planned unit development (puo) or single family detached units where clustered housing development results in large open areas, this density could possibly be increased slightly provided the amount of surface area covered by structures does not exceed 20 percent of the PUD total area. puo encourages clustered development that leaves large open areas. s. Other factors toueconsidered: Labor intensity, structural coverage, explosive characteristics, air-pollution, electronic interference with aircraft, height of structures, and potential glare to pilots. 4. No structures (except airfield lighting and navigational aids necessary for the safe operation of the airfield when there are no other siting options), buildings, or above-ground utility and communications lines should normally be located in Clear Zone areas on or off the air installation. The Clear Zone is subject to the most severe restrictions. 5. Rights-of-way for fenced highways, without sidewalks or bicycle trails, are allowed. Page 5,13-12 lune 2015 6. No above ground passenger terminals and no above ground power transmission or distribution lines. Prohibited power lines include high-voltage transmission lines and distribution lines that provide power to cities, towns, or regional power for unincorporated areas. 7. Development m renewable energy resources, including solar and geothermal facilities and wind turbines, may impact military operations through hazards m flight or electromagnetic interference. Each new development should ry be analyzed for compatibility issues on a case-by-case basis that considers uvm the proposal and potentially affected mission. o. vv|tmn su/cm Code sz, maximum pAus for lumberyards (suucM Code saz) are 0.20 mxpz-zand 0.40 in ApZ-11. For hardware, paint, and farm equipment stores, suucM Code 525, the maximum pAxs are n.zz mxnz z and 0.24 inApZII. y. A shopping center is an integrated group of commercial establishments that is p|anneu, ueve|opeu, owned, or managed as unit, Shopping center types include strip, neighborhood, community, regional, and super-regional facilities anchored by small uvsmcsses, a supermarket vrdrug store, discount retailer, department store, or several department stores, respectively. Included in this category are such uses as mo box discount clubs, home improvement superstores, vmcr supply superstores, and electronics superstores. The maximum recommended FAR for SLUCM 53 should be applied to the gross leasable area of the shopping center rather than attempting to use other recommended FARs listed in Table 1 under Retail or Trade. zo. Ancillary uses such asmeeting places, auditoriums, etr, are not recommended. z1.mn chapels or houses or worship are allowed within APzInrArZ II. 1z. Big box home improvement stores are not included as part or this category. za. Facilities must ue low intensity, and provide no playgrounds, etc. Facilities such as club houses, meeting places, auditoriums, large classes, ctc, are not recommended. 14. Livestock grazing is compatible land use, but feedlots and intensive animal husbandry are excluded. Activities that attract concentrations vr birds creating a hazard oo aircraft operations should be excluded. zs. Feedlots and intensive animal husbandry are muuuru as compatible land uses, za. Lumber and timber products removed due to establishment, exnongon, or maintenance m Clear Zone lands owned in fee will be disposed of in accordance with applicable ovo guidance. o. Controlled hunting and fishing may be permitted for the purpose of wildlife management. za. surface mmmo operations that could create retention ponds that may attract waterfowl and present bird/wildlife aircraft strike hazards (BASH), or operations that produce dust or light emissions that could affect pilot vision are not compatible. ze. Naturally occurring water features (re' rivers. lakes, streams' wetlands) are prc-existing' nonconforming |nnu uses. Naturally occurring water features that attract waterfowl present a potential BASH. Actions to expand naturally occurring water features or construction or new water features should not be encouraged. If construction or new features is necessary for storm water retention, such features should be designed so that they du not attract water fowl. Source: DOD Instruction 4165.57, Air Installations Compatible Use Zones, 2011. Review of Communities U0DCmand Zoning the safety zones or the airfield. Some of the uses within Ordinances these areas may be considered pre-existing (gendfathered)or non-conforming depending ontheir The following is a review of zoning for land within the location within noise contours as addressed in ]o5x'n safety zones. Table 5'13.2 identifies the zoning Section 5-11, Noise and Vibration. district, regulated densities, and AICUZ evaluation with Table 5-13.2. Evaluation of Zoning against AICUZ Guidelines in Accident Potential Zones Conditionally compatible |n Anzz/o only zo,auv/oc|s allowed Incompatible in CZ Conditionally compatible in Anzz and II; Shopping malls are incompatible in CZs and APZs June 2015 Page 5.13-13 1 R-A - Single-Family- 21,780 SF min lot size 2 du / ac Incompatible in CZ and APZ I. Residential /Agricultural Conditionally compatible in APZ II R-2 - Single-Family 8,400 SF min lot size Not specified Incompatible in CZ and APZ I. Residential-2 Conditionally compatible in APZ II if only 1 or 2 du / ac is allowed NS - Neighborhood 10,000 SF min lot size Not specified Incompatible in CZ; Services Conditionally compatible in GB - General Business APZs depending on specific use GB-2 - General and FAR requirements Business-II M-1 - Manufacture Light PUB - Public Use District mtiinued) PDD - Planned Development standards Not specified Incompatible in CZ and APZ I Development for each PDD shall be set Conditionally Compatible in forth in an ordinance APZ II granting the PDD. R-1 - Single-Family 5,600 to 6,000 SF min lot -8 du/ac Not applicable to CZ and APZ I Dwelling size Incompatible in APZ II A-R - Agricultural-Ranch 43,560 SF min lot size 1 du/ac Not applicable to CZ and APZ I Compatible in APZ II only P - Public Use 6,000 to 7,500 SF min lot Not specified Not applicable to CZ and APZ I size Conditionally compatible in APZ II C-2 - Commercial 2 10,000 to 12,000 SF min Not specified Conditionally compatible in lot size APZ II—uses that attract large numbers of people are incompatible LI - Light Industrial 6,000 to 7,500 SF min lot Not specified Not applicable to CZ and APZ I size Conditionally compatible in APZ II fty R-1 - Large Lot 7,500 SF min lot size 3 du / ac Incompatible Residential R-2 - Low Density 6,500 SF min lot size 5 du / ac Incompatible Residential R-3 - Medium 6,000 SF min lot size 7 du / ac Incompatible Residential R-4 - High Density 3,500 SF min lot size 12 du / ac Incompatible Residential R-OT - "Old Town" 4,000 SF min lot size 16 du / ac Incompatible Residential Page 5,13-14 lune 2015 x-s - Muunamily Residential MH-z - Mvmlenvme Park c-z - me|gxbomoou Services c-z - neton c-n - commerua| som|o: c-4-General Commercial | o/s - openspace Source: Converse Zoning Ordinance, z( Universal City Zoning Ordinance, zoo7 8fmmsr min lot size 7,500 sr min lot size Unspecified | No development 06; Schertz UDC, 2010; San 20 du / ac Incompatible 4 dv/ac Incompatible Not specified Incompatible incz and xpzz; Conditionally compatible in xpzzI | Not specified Compatible 4ntonio UDC, 2009; Selma Zoning Ordinance, 2002; June 2015 Page 5.13-15 A portion of existing development within the due to the type of land use and / or The City of Seguin's Comprehensive Plan identifies the southeast portion of the city located east of Geronimo Creek and west of the ]BSA- Seguin as the Randolph District (referred to as `Randolph Air Force Auxiliary Base'). The Randolph District is within the City's ETJ, but not part of the City's incorporated area. The unincorporated land within the Randolph District is not zoned for specific uses because Texas counties have limited land use authority. Subdivision regulations allow for various land uses in unincorporated areas, e.g., residential, both single - family and manufactured homes, surface mining, and agricultural. The concern associated with uncontrolled land uses in and around the ]BSA- Seguin airfield is that incompatible development could occur in the mission critical areas of the airfield. Incompatible development in or around the airfield safety zones could result in encroachment and affect the mission. If increased encroachment occurs, then JBSA -R could lose opportunities to receive new additional missions. It is important to note that the safety zones associated with JBSA- Seguin extend into the city's eastern boundary and include zoned, incorporated areas. The following is a review of these areas. Table 5 -13.3 identifies the zoning districts and land uses found in the JBSA- Seguin airfield safety zones. The table also includes a compatibility evaluation of the zoning and land use densities against the recommendations of the AICUZ report for the safety zones of the JBSA- Seguin Auxiliary Airfield. A -R - Agricultural Ranch PUD - Planned Unit Development Source: Seguin UDC, 1989 Figure 5 -13.4 provides an evaluation of parcels within the JBSA- Seguin airfield safety zones. As illustrated in the figure, there are 2.5 acres of commercial and 14.4 acres of single - family residential land in the CZs of JBSA- Seguin that are incompatible because the AICUZ recommends no development within CZ to protect the investment of both the public and private landowner and the overall welfare of the public from aircraft accidents in this area. In APZ I, there are also commercial and single family residential uses. Commercial is conditionally compatible in APZ I to protect the public from accidents. As indicated in the DODI 1465.57 for commercial uses, the recommended FAR is between 0.14 and 0.16 in APZ I. Although single family residential is also not recommended in APZ I. there are 41.4 acres in this zone. Incompatible in CZ and APZ I Conditionally compatible in APZ II Incompatible in CZ and APZ I Conditionally compatible in APZ II In APZ II, fewer restrictions are applied to land uses because the potential for aircraft accidents decrease in this area. Land uses found in APZ II such as commercial and open space will have fewer restrictions imposed on them. The FAR for commercial and industrial uses varies depending upon the type of use. There are 29.4 acres of incompatible single - family residential in the APZs II. Figure 5 -13.5 illustrates land uses in the JBSA- Seguin runway safety zones per the Seguin Master Plan. There are 69.9 acres of land designated as planned unit development in the airfield CZs. This area should be restricted from development. There are 9.3 acres designated single - family residential in the CZ. This figure also illustrates the incompatible 170.5 acres of single - family residential and 141.7 acres of planned unit development in APZ I. June 2015 Page .13-.16 June 2015 Page 5.13-17 Page 5. 13-18 Alne 2015 The concern with planned unit development in this area is related to the potential inclusion of residential uses and intensity of proposed commercial uses since the development standards for planned unit development are determined on a case -by -case basis. Figure 5 -13.6 illustrates the evaluation of zoning against the recommended guidelines in the AICUZ study. There are 1.3 acres zoned planned unit development and 0.2 acres zoned single - family residential use in the CZs. There are 32.8 acres zoned public / institutional, 19.2 acres zoned as planned unit development, and 17.7 acres zoned single family residential located in APZ I that are considered incompatible. Zoned uses within APZ II are all conditionally compatible based on the use type. Aircraft accidents can still occur in this area, so land uses that encourage large numbers of people and / or attract birds and other wildlife should be discouraged to protect the general welfare of the public and the military investment. Airport 7U_V_1CMYCW N-77 Municipal o;: due to zones. buildings or structures located in runway protection Unlike safety zones associated with military airports, municipal airports and their associated runway protection zones (RPZs) are regulated by the Federal Aviation Administration (FAA). While only seven percent of JBSA -R military operations occur at Stinson Municipal Airport, the need to protect the public and military investment in this facility is still a concern for JBSA -R and participating JLUS partners with a focus on preventing further encroachment into the mission critical RPZs and protection of the public from the potential of military aircraft accidents. Federal Aviation Administration Airport Improvement Program Sponsor Guide - Section 550 - Runway Protection Zones The FAA Improvement Program Sponsor Guide provides information regarding compatible land use in the RPZ and recommendations for RPZ land use management. The following is an excerpt from the Sponsor Guide: Compatible land use within the RPZ is generally restricted to such land uses as agricultural, golf course, and similar uses that do not involve congregations of people or construction of buildings or other improvements that may be obstructions. "The following land use criteria apply within the RPZ: (a) While it is desirable to clear all objects from the RPZ, some uses are permitted, provided they do not attract wildlife, are outside the Runway Object Free Areas (OFA), and do not interfere with navigational aids. Automobile parking facilities, although discouraged, may be permitted, provided the parking facilities and any associated appurtenances, in addition to meeting all of the preceding conditions, are located outside of the object free area extension. (B) Land uses prohibited from the RPZ are: residences and places of public assembly. (Churches, schools, hospitals, office buildings, shopping centers, and other uses with similar concentrations of persons typify places of public assembly.)" In cases where the land is already developed and it would be too expensive to acquire the existing development, this policy is a recommendation to the landowner (i.e. it is a notice to the landowner that the FAA considers such uses incompatible). "Where it is determined to be impractical for the airport owner to acquire and plan the land uses within the entire RPZ, the RPZ land use standards have recommendation status for that portion of the RPZ not controlled by the airport owner. " Where such land is vacant, it is rarely impractical to acquire the land in the RPZ. Even if the cost of the land seems to be prohibitive the airport owner is expected to exercise sufficient control through zoning or easements to prevent prohibited land uses. Figure 5 -13.7 illustrates the evaluation of parcels against the FAA recommended land uses for RPZs. There are currently 4.1 acres of single - family residential, 1.1 acres of multi - family residential, 6.4 acres of commercial, and 1.3 acres of industrial land uses located in the RPZs that are incompatible per the standards of the FAA program. Figure 5 -13.8 illustrates the evaluation of the comprehensive plan- designated future land uses and their compatibility with the RPZs. There are 3.3 acres of single- family residential, 7.6 acres of commercial, and 6.7 acres of public / institutional, and 1.8 acres of mixed use future land uses incompatible with the RPZs for Stinson Municipal Airport. Figure 5 -13.9 illustrates the evaluation of the zoned land uses and their compatibility with the RPZs. There are 19.5 acres zoned for single - family residential in the RPZs. Residential uses are incompatible in the RPZs per recommendations in the FAA Sponsor Guide. There are 10.4 acres of light industrial, one acre of multi - family residential, and 4.7 acres of commercially zoned land which are incompatible in the RPZs. lurto 2015 Page .13-.19 Page 5,13-20 Itme 2015 June 2015 Page 5.13-21 Page 5. 13-22 Jime 2015 June 2015 Page 5.13-23 Collisions with birds on the ground or in the air, as well as with wildlife on the ground, are dangerous for pilots, people on the ground, and aircraft operations in general. The primary concern at JBSA -R and JBSA- Seguin is bird activity, more so than ground -based wildlife, interfering with air operations. A number of variables factor into determining whether a specific land use will result in Bird Aircraft Strike Hazard (BASH) issues. Therefore, the location relative to air operations and the unique development aspects of each land use must be assessed on a case -by -case basis. It is important to note that the BASH issue may be directly related to a component of the primary property use (i.e., stormwater retention ponds in a residential development) or to amenities associated with a land use (i.e., water hazards on a golf course). Some land uses have a higher probability of attracting birds. These uses include, but are not limited to, agriculture, conservation lands, landfills, lakes and ponds, open space, public / semi - public, rural residential, and vacant / undeveloped. Within approach and departure flight tracks and in close proximity to JBSA -R and JBSA- Seguin, there are bird attractants that could impact aircraft operations at the airfield. The FAA recommends a distance of five miles between the farthest edge of an airport's air operations area and any hazardous wildlife attractant that may cause wildlife movement across or into the approach or departure airspace. An air operations area is defined as any area of an airport used or intended to be used for landing, takeoff, or surface maneuvering of aircraft, including such paved areas or unpaved areas that are used or intended to be used for the unobstructed movement of aircraft in addition to its associated runway, taxiways, or apron. Landfills, golf courses, tree lines, agricultural uses, wetlands, water features, and areas that accumulate standing water during and after periods of rain are some of the features that have been identified as wildlife attractants, since the food sources, tall vegetation, large grassy areas, or open water are attractive to birds. Bird strikes can cause increased risks for accidents, result in costly repairs, put pilot safety at risk, and affect military missions. During fiscal year (FY) 2012 and 2013, a total of 165 bird strikes were recorded with aircraft from JBSA -R. Some of the strikes were minor and did not result in damage. In FY 2012, bird strikes resulted in $709,000 worth of damage or labor costs to repair aircraft. The total costs for FY 2013 are not yet available, but the costs for 20 18 16 14 12 10 8 6 0 o m m 0 � fl- M = � a' a O z a � � d 2i � d to FY12 mFY13 Figure 5 -13.11 illustrates the FAA - recommended five -mile BASH relevancy area and locations of existing BASH concerns. One of the greatest concerns for bird threats while flying at low altitude comes from vultures and soaring raptors near the airfield. A soaring raptor area is located north / northwest of JBSA -R on the perimeter of the five -mile BASH relevancy area. One landfill is located northeast of JBSA -R within the BASH relevancy area, and another is located southwest of ]BSA-R, outside the BASH relevancy area. The City of Converse is contemplating construction of a golf course southwest of the JBSA -R airfield that could be a BASH concern. A soaring raptor area, adjacent to JBSA- Seguin Auxiliary Airfield, is shown on Figure 5- 13.12. The jurisdictions surrounding JBSA -R and JBSA- Seguin have not developed policies or land use regulations that address the issue of bird attractants around airfields. Existing uses that are bird attractants are not likely to change, but proactive management of potential uses that are likely to attract birds for the future would improve operational safety of JBSA -R aircraft operations. Federal Aviation Administration Advisory Circular No.15O/520O -33B, 2007 The FAA Advisory Circular Number 150/5200 -33B addresses hazardous wildlife attractants on or near airports. It was developed to provide guidance on specific land uses that have higher potential to attract hazardous wildlife on or near public -use airports and recommended for use by public -use airport operators, local planners, and developers near airports to reduce or identify bird and wildlife hazards to minimize the risks of strikes with aircraft. Page 5.13-24 dune 2015 June 2015 Page 5.13-25 Page 5. 13-26 lune 2015 12th Flying Training Wing Bird / Wildlife Aircraft Strike Hazard (BASH) Plan, 2012 The most recent BASH plan for JBSA -R was released in 2012. The purpose of the plan is to establish procedures and responsibilities for pilots and personnel to minimize the risk for bird strikes. It covers JBSA -R, JBSA- Seguin, and other areas where 12th Flying Training Wing aircraft operate on a regular basis. The plan recommends threat analyses for specific times of day and runway operations to manage and decrease BASH risks. Threat analyses include a review of "specific periods in which hazards have historically occurred and /or can be expected to occur." Threat analyses also include review and investigation of pilot reports for dense vulture activity. There are several operations identified that guide the BASH plan to ensure pilot safety and minimize BASH risks. These operations include: 1. Procedures to eliminate or reduce environmental conditions that attract birds / wildlife to JBSA -R; 2. Procedures for reporting hazardous bird / wildlife activity and altering flying operations; 3. Provisions to disseminate information to assigned or transient aircrews for specific hazards and procedures for avoidance; 4. Procedures to disperse birds / wildlife on the airfield; and 5. Establishment of a Bird Hazard Working Group. This plan is effective for managing bird hazards on and near the airfields by Air Force personnel, but it does not address or include participation from local jurisdictions. The plan is developed for the Air Force to use internally and is not made public unless specifically requested by an entity to use for bird management purposes. ► + axt During the property acquisition action to establish Randolph Air Force Base (AFB) in the 1930s, the concept of runway safety zones did not exist. In the 1970s, implementation of the AICUZ program focused more attention to safety surrounding military airfields. Due to the runway lengths and Air Force guidance, the Air Force acquired additional property outside Randolph AFB within the newly created CZ areas. The guidance states that 'the only real property interests to be acquired by the Air Force are those necessary to prevent incompatible land use in the Clear Zone [because] the overall risk for aircraft accidents in the Clear Zone is so high." JBSA- Seguin Auxiliary Airfield was established in 1941 with three operational runways. Though only a single runway is currently in use, the history of property acquisition to implement the Air Force guidance within CZ areas is limited. When the CZs were established for both JBSA -R and ]BSA-Seguin, a waiver process authorized the zones at each installation to deviate from guidance requiring 3,000 -foot long by 3,000 -foot wide CZ dimensions. While the width of the CZs within the boundaries of each installation is the standard 3,000 feet, the waiver established both airfields' CZ width to 2,000 feet for land outside of their boundaries, and is noted in Air Force Handbook (AFH) 32 -7084. Thus, the CZs for the runways at JBSA -R and ]BSA-Seguin are 2,000 feet wide (3,000 feet wide for areas inside the installation boundaries) by 3,000 feet long. Air Force guidance notes that "the DOD component shall consider the acquisition of necessary real property interests when local development regulations do not provide sufficient protection for aircraft operations (e.g., preventing incompatible development or airspace obstructions)." The guidance also states "Ownership in fee or of an appropriate restrictive use easement within the Clear Zone is preferred, unless State and local government development regulations will clearly have long -term effectiveness or acquisition is not practicable." Recent guidance by the Air Education Training Command recommended incorporation of the standardized CZ areas (3,000 feet wide by 3,000 feet long) for JBSA -R and JBSA- Seguin. The standard CZ areas associated with JBSA -R include approximately 215 acres currently owned by municipal or private interests in the cities of Converse, Schertz, and Universal City. In the area that would include expanded CZs on the southern ends of the runways, the land is primarily agricultural or undeveloped, but there are a few single - family residential homes in the City of Schertz. This land is also zoned residential / agricultural or office / professional, so it has the potential for incompatible development in the future. The undeveloped land in the City of Converse is currently zoned commercial, which would also be incompatible. Land that within the northern expanded CZs includes development that is incompatible within a CZ. These properties include commercial / retail, single- and multi - family residential land uses. If the CZs are expanded to the standard size, then these existing developments will be incompatible. The standard CZ areas associated with Seguin Auxiliary Airfield are wholly located in unincorporated Guadalupe County. The majority of the land within the expanded standard CZs is currently agricultural or vacant, but there is a small amount of residential development also in the CZs, which would be incompatible. June 2015 Page .13-22 Unified Facilities Criteria 3- 260 -01 - Airfield and Heliport Planning and Design The DOD Unified Facilities Criteria 3- 260 -01 establishes standard dimensions for CZs and APZs. The standard dimensions for a Class B runway like the ones at JBSA -R and ]BSA-Seguin is 3,000 feet wide by 3,000 feet long, starting from the end of the runway. This document allows for the CZs of an airfield to deviate from the standard length for land outside of the installation boundaries if approved by the Air Force. Air Installation Compatible Use Zone Study for Randolph Air Force Base, Texas, April 2008 The AICUZ study includes dimensions and recommended land uses for aircraft safety zones. The CZs in the AICUZ are established at the reduced dimensions. If the CZs are modified then a revised AICUZ study will need to be completed to address the new dimensions and provide guidance to the communities north and south of the runways. Air Installation Compatible Use Zone Study for Seguin Auxiliary Airfield, 2000 The AICUZ study includes dimensions and recommended land uses for aircraft safety zones. The CZs in the AICUZ are established at the reduced dimensions. If the CZs are modified then a revised AICUZ study will need to be completed to address the new dimensions and provide guidance to the communities north and south of the runways. City of Schertz Zoning Districts The City of Schertz has an AICUZ Zoning District in its zoning ordinance. This district uses guidelines established in the Randolph AICUZ to determine appropriate land uses within an AICUZ area, including the CZs. The current ordinance states that it adheres to the AICUZ guidelines and the current AICUZ addresses the reduced CZs. If the CZs are expanded to the standard dimensions, then the city's zoning district may need to be modified to be consistent with the revised CZ. Universal City Zoning Ordinance Universal City's zoning ordinance includes a Randolph Compatible Use Zoning Overlay AICUZ district. This overlay aligns with the Randolph AICUZ and land within it is subject to the requirements of the AICUZ. The current ordinance states that it adheres to the AICUZ guidelines and the current AICUZ addresses the reduced CZs. If the CZs are expanded to the standard dimensions, then the city's zoning district may need to be modified to be consistent with the revised CZ. San Antonio International Airport's aging rad equipment redundancy system. The San Antonio International Airport (SAT) Terminal Radar Approach Control Facilities operate the San Antonio Airport Surveillance Radar, which is the primary radar system in the area to support the Class C airspace associated with SAT. The Class C airspace overlaps the approach for JBSA -R and is used to manage and deconflict inbound flights for both SAT commercial or private aircraft and JBSA -R military aircraft. Due to its age and condition of the Airport Surveillance Radar (ASR), it must be temporarily deactivated for regular service and maintenance from time to time. During deactivation, the radar service is unavailable below 6,000 feet mean sea level within a 40 nautical mile radius. Shutdowns for routine maintenance are normally not an issue since they are scheduled and airfields can plan accordingly, but unexpected glitches or failures can affect the equipment and cause serious problems for the local airfields, including those for military uses. During a radar shutdown, there is no backup system or emergency plan for the area. Without functioning radar, operational aircraft must rely on visual flight rules and larger separation distances to ensure adequate safety. This creates delays for commercial service at SAT, reduces the frequency of military training and readiness for JBSA -R, and potentially increases safety risks for aircraft in flight or landing due to the reliance on visual flight rules and airspace congestion. Scheduled shutdowns will only take place if the weather is appropriate for visual flight rules. FAA NextGen Implementation Plan The Federal Aviation Administration, in response to the 2012 FAA Modernization and Reform Act, has implemented the Next Generation Air Transportation System (NextGen). The intent of NextGen is to enhance safety, reduce delays and fuel emissions, and reduce other environmental impacts associated with air travel. The FAA is partnering with air carriers to collect automatic dependent surveillance- broadcast (ADS -B) data to support early communication. This coupled with new air traffic control technologies including automation tools and adjustments to airspace boundaries will assist in providing greater flexibility and management of the national airspace system (NAS), especially as UAS make their way into the NAS. Page 5,.12 -28 dune 2015 San Antonio International Airport Master Plan The San Antonio International Airport Master Plan has indicated that the ASR is used by air traffic controllers to identify aircraft positions and provide control instructions for aircraft arriving and departing from SAT. The ASR is located off the SAT site at 1571 Blue Crest Lane. The plan did not identify the ASR as an issue to be addressed in the near future. However this plan did identify the main air traffic control tower (ATCT) as an issue and the desire to relocate it is being discussed. The plan stated that a feasibility study should be conducted to determine the relocation of the ATCT. such as recreational activities—cam ping, Y, The City of Universal City informed the JLUS process that in the last two to three years there have been several occasions of recreational activities that have been occurring in the northern CZs of the JBSA- Randolph Airfield. As the aforementioned issues have discussed the importance of maintaining the CZs as an area free from development and any kind of activity is paramount, these kinds of activities can cause an encroachment risk to the JBSA- Randolph mission and pose a safety concern to those residents and visitors who are using the land for such activities. The City could not enforce any regulations until signage or other notification method had been implemented to notify potential trespassers and / or recreational ists that the area was part of a military operational area. t City of Universal City Signage The City of Universal City has developed and posted appropriate signage near the perimeter of this area to inform potential trespassers and / or recreationalists the concern associated with conducting activities in this area. This has allowed the City to enforce and prosecute trespassers of this area, which in turn keeps the area clear of congregations of people. This tool has solved the issue for the City and the military. This issue should be considered addressed with the existing tools and no further assessment is needed. Currently there is a private business that operates and parks vehicles within the v Slope 14L Glide r located in the Northeast CZ. ]BSA- Randolph identified the issue of a private company operating in a critical area for aviation for the JBSA- Randolph mission. The concern is there are several vehicles that operate and park within the critical ILS area (glide slope critical area) for Runway 14L as illustrated in Figures 5.13 -13a and 5.13 -13b. Figure 5.13 -13a shows the glide slope area needed for the ILS communication to be unobstructed. The figure also illustrates trucks and other vehicles parked in this critical area of the Runway 14L of ]BSA-Randolph. Glide Slope Critical Area ssn�: "This is a fan - shaped area that extends from the glideslope antenna 1,300 feet toward the approach end of the runway or to the end of the runway, whichever is greater. This ILS area covers an area that is 30 degrees on either side of a line drawn through the glideslope antenna and parallel to the runway centerline." For safe landing operations in poor weather conditions, the ILS must be able to transmit a reliable signal. A signal that is affected by obstructions in its transmission path could potentially cause an aircraft mishap on final approach. This is especially important in this area, since this aircraft approach path is designed for aircraft arriving from the north of JBSA- Randolph, directly over the populated areas of Selma, Schertz, and Universal City. Because of this safety risk, Air Force regulations require that non - stationary objects, like vehicles, remain outside of the signal area to ensure that it is protected. June 2015 Page 5.13 -30 Page 5. 13-30 June 2015 June 2015 Page 5.13-31 Air Force Instruction (AFI) 13 -204V3 The AFI13 -204V3 from September 2010 provides guidance and establishes criteria for AF airfield operations flight. Specifically for this issue, the section that provides guidance is Section 7.23, Precision Approach Critical Areas. The following is excerpted from the AFI. 7.23.6.1.2. If the footprint of the selected criteria contains a stationary object (e.g. fence, building), ensure the unit has a current flight inspection report on file conducted since the object was in place. If interference is not detected, no further action is required. If interference is detected, the object must be removed or the signal will not be valid under specified weather conditions. 7.23.6.1.3. If the footprint of the selected criteria contains a non - stationary object(s), one or more of the following actions must be taken: 7.23.6.1.3.1. Establish procedural guidance to control /prohibit operations in the movement area when required to protect the signal for aircraft on final. 7.23.6.1.3.2. At locations where perimeter /access roads penetrate the critical area, install stop lights (or an equivalent device) to prevent intrusion of vehicles not in direct radio contact with the tower, when inbound aircraft on the approach require a protected signal. 7.23.6.1.3.3. Use alternate approach capability (e.g., PAR) when feasible and restrict use of the ILSIMMLS when weather conditions dictate protection of critical areas. While this provides guidance to the AF, there are no tools that assist the communities in addressing this issue other than the recommended land uses in the AICUZ report. With that said, the AICUZ recommendations are guidelines; they are not regulatory in nature. Page 5,.13 -32 lune 201 5.14 Vertical Obstructions Vertical obstructions comprise buildings, trees, structures, equipment, or other features of varying heights that encroach into the navigable airspace used for military operations. Generally, the height and distance of the object from the nearest airfield or heliport are the two primary factors for an object to be considered a vertical obstruction. These objects, when located at a certain height or in a specific location, can present a safety hazard to both the public and military personnel and potentially impact military readiness. The objects of greatest concern are those closest to an airfield. However, objects reaching heights of 100 feet or more can compromise low -level flight operations by limiting the areas where such operations can occur. These objects can include a range of obstructive features from man -made, such as telephone poles and power lines, to natural, such as tall trees and other land features. Certain areas surrounding airfields have restricted height limits due to the imaginary surfaces associated with an airfield to enable safe aviation operations. Specific areas on each side of the runway centerline are affected by the transitional imaginary surface and areas directly adjacent to a runway are affected by the approach - departure clearance surface. Both the transitional and approach- departure clearance surfaces are sloped from the primary area. The primary area width is 2,000 feet, or 1,000 feet on either side of the runway centerline. The transitional surface slopes out and up from the sides of the primary surface at a ratio of 7:1 (seven horizontal feet for every one vertical foot) and continues to a height of 150 feet. The approach - departure clearance surface extends out and up from the ends of the runway at a ratio of 50:1 and continues to a height of 500 feet. For reference, the CZ length measures 3,000 feet and the approach- departure clearance surface reaches an elevation of 60 feet at the end of the CZ / start of APZ I. Land located within the approach- departure clearance surface areas outside the base are zoned for uses that could potentially exceed these slope heights. Heights that are exceeded near the active airfield and within the imaginary surfaces pose a greater risk to the safety of the general public, the pilot, and aircraft when performing flight training missions. The majority of communities within the study area include building height restrictions in their zoning regulations. Table 5 -14.1 provides an overview of the zoning and associated heights in the surrounding communities affected by the base. The table also provides guidance on whether additional review may or may not be required and where this requirement is unknown. Table 5-14.1. Evaluation of Community Zoning Specified Building Heights City of San Antonio Jane 2015 Page 5.14_1 City of San Antonio (continued) Page 5,14-2 dune 2015 Sources: Converse Zoning Ordinance, 2006; Schertz UDC, 2010; San Antonio UDC, 2009; Seguin UDC, 1989; Universal City Zoning Ordinance, 2007. Figure 5 -14.1 illustrates the future land uses as prescribed by the data from the various cities surrounding the base. There are three areas of concern in the cities of Converse and Schertz. The City of Converse zoned commercial and planned unit development (PUD) districts adjacent to the base on the southwest side of 14R/32L runway. Uses within this commercial district are permitted up to 90 feet in height, which may exceed the controlling elevations for the transitional surface near the airfield. The City of Schertz has commercial future land uses located southeast of the 14L/32R runway and areas northeast of the same runway. The City of Schertz permits by right a height of 120 feet in their general business (commercial uses) district. This height at its maximum would most likely create a vertical obstruction in this area adjacent to the runway. Figure 5 -14.2 illustrates the zoning in the transitional surface areas around the runways. There are two areas of concern relative to the zoning in this area. The City of Converse has zoned 64 acres for commercial uses located off runway 14R/32L, southwest of the base. Per the City's zoning ordinance, the commercial district has permitted heights up to 90 feet, which could present a vertical obstruction for the airfield. The City of Schertz has also zoned 15.6 acres in the commercial district located off both southern ends of both runways within the city limits and 9.6 acres in the light industrial district off the southwestern corner of runway 14R/32L. /Line 2015 Page 5.14 -3 Page 5.14 -4 June 2015 .June 2015 Page 5.14-5 It is important to note that in the figures, the approach- departure clearance surface has also been identified. A case -by -case assessment of potential vertical obstructions in this area is recommended based on the 50:1 slope. Sources: National Oceanic and Atmospheric Administration National Geodetic Survey, Imaginary Surfaces for Obstruction Evaluation Part 77 Object Identification Surfaces, undated; Air Installation Compatible Use Zone Study, Randolph Air Force Base, 2008; Converse zoning map, 2010; Schertz Current Zoning map, 2012. The existing airport elevation for JBSA -R is 762 feet above mean sea level (MSL). The airport elevation for JBSA- Seguin is 525 feet MSL and the elevation for Stinson Municipal Airport is 777 feet MSL. Ground elevation is a concern when siting wireless communication towers and other such structures due to the potential for a vertical obstruction near an active airfield. Site elevations can pose an additional threat to navigable airspace when it has not been factored into the development and / or there are no controls by the communities for consideration of the site elevation. Table 5 -14.2 provides information about the communities and the regulated heights associated with their zoning ordinances. The table also identifies where additional review may be needed by a community to determine compatibility based on regulated height, site elevation, and Vocation within imaginary surfaces. Though local zoning ordinances do not consider adjustments for site elevations that are higher than the existing airfield elevation at JBSA Randolph for wireless communication tower permits, telecom contractors coordinate directly with the FAA regarding height restrictions and lighting and a statement from ]BSA-Randolph must be provided that the proposed communication use will not interfere with flight operations prior to approaching local municipalities to install or upgrade cell towers. Page 5,.14 -6 lune20i City of Live Oak Satellite Antenna Permitted in all zoned districts Satellite Receive Permitted in all zoned districts Only Antenna Satellite Antennas Special Exception Required for Greater than 1 Residential Zoning Districts; All meter in diameter Other Zoning Districts FC - Full Permitted zoning district: Commercial B -1 - Office and Professional Antenna Facilities B -2 - Neighborhood Services (excluding amateur radio, TV, and B-3 - General Business satellite receive - I -1 - Light Industrial only antennas) I -2 - Medium Industrial UR - Undeveloped " Permitted zoning district: Residential R -1 - Single Family Residential Antenna Facilities R -2A and B - Garden Home (excluding amateur radio, TV, and R -3 - Two Family Residential satellite receive- R -4 - Town Houses Residential only antennas) R -5 - Apartment / Multi Family Residential R -6 - Mobile Home PD - Pre Development, residential, provided that the district is not a part of a " recorded subdivision; is a part of a recorded subdivision, but has not had a building permit issued for a residential structure; and not located within the calculated limits of the developed residential (DR) " threshold DR - Developed Permitted zoning district: Residential R -1 - Single Family Residential Antenna Facilities R -2A and B - Garden Home (excluding amateur radio, TV, and R -3 - Two Family Residential satellite receive - R -4 - Town Houses Residential only antennas) R -5 - Apartment / Multi Family Residential R -6 - Mobile Home PD - Pre Development, residential, provided that the zoning district is a recorded subdivision that has had at least one building permit for a residential structure 8 feet above the N maximum height limitation applicable for the zoning district 8 feet above the N maximum height limitation applicable for the zoning district 10 feet in height above N the base of their mount Special Permit: Y monopole up to 120 feet; otherwise unspecific / permitted within all Stealth Facility levels Special Permit: Y monopole up to 120 feet; otherwise unspecific / permitted within all Stealth Facility levels Unspecific / permitted N within Stealth Facility level 1; Special Exception required for Stealth Facility levels 2, 3, and 4; no monopoles permitted Y Jane 2015 Page 5.14 -7 City of Live Oak (continued) Wireless Corridors Property within and 150 feet on Unspecific / permitted Facilities (excluding '!, either side of a freeway or within Stealth Facility amateur radio, TV, ! major / minor arterial roadway levels 1, 2, and 3; and satellite right -of -way, as indicated on the Special Exception receive -only city's thoroughfare plan required for Stealth antennas) Facility level 4 and monopole up to 120 feet Page 5,14-8 dune 2015 City ofscoertz Wireless Undeveloped Residential May not extend more m Communication (no s�e above the Tower generally including: m-z - top roof line mthe Single-Family Residential-1; n,2 uunumo (41 feet total) - Single-Family xes|denua|z; P,a- Two-Family Residential; n^|- Apartment /Multi-Family Residential; n-a - smg|e-pamnv Residential -6; n,7- Single- Family nesmenuo| -7/ nf\- smou-pam|4^nesmenua|/ Agriculture; sH - GanuenHome Residential; MHs - manumctueuHome Subdivision; mHp- Manufactured Home Park; and residential Planned Development) Fun Commercial May not extend more m@ (me - op - Office / Professional; than a feet above the ms - weionunmvouservices; top roof line nrthe General Business; Ge'o_ building vrzzofeet Genera|eusiness'o; M'z - unm tota| Manufacturing; m'2-Heavy Manufacturing; and non- residential nanneu Development) ]Line 2015 Page 5.14-9 City of Schertz (continued) Amateur Radio Antenna, TV Antenna, Satellite Receive -Only Antenna Wireless Corridor (Property within, and 150 feet either side of, the right -of -way of a freeway or a principal arterial roadway, as indicated on the Master Thoroughfare Plan.) Developed Residential (recorded subdivisions, generally including: R -1 - Single- Family Residential -1; R -2 - Single - Family Residential -2; R -3 - Two - Family Residential; R -4 - Apartment / Multi - Family Residential; R -6 - Single - Family Residential -6; R -7 - Single - Family Residential -7; R -A - Single- Family - Residential / Agriculture; GH - Garden Home Residential; MHS - Manufactured Home Subdivision; MHP - Manufactured Home Park; and residential Planned Development) R -1 - Single - Family Residential - 1; R -2 - Single - Family Residential -2; R -3 - Two - Family Residential; R -4 - Apartment / Multi - Family Residential; R -6 - Single- Family Residential -6; R- 7 - Single - Family Residential -7; R -A - Single - Family- Residential / Agriculture; GH - Garden Home Residential; MHS - Manufactured Home Subdivision; MHP - Manufactured Home Park; and residential Planned Development May not extend more than 6 feet above the top roof line of the building May not extend more N than 6 feet above the top roof line of the building (41 feet total) May not extend more N than 8 feet above the top roof line of the building (43 feet total) City of Selma Wireless By Specific Use Permit: No Height Restriction Y Telecommunication LI - Light Industrial Facility Notes: @Tower heights of up to 120 feet in the City of Schertz would not exceed imaginary surface limitations outside of specific imaginary surfaces (transitional and approach- departure clearance). *Seguin Commercial Communication Tower regulation does not apply to towers less than 65 feet in height used primarily for amateur and citizens' band radio; attached to, placed upon, or constructed on top of a building provided the tower does not exceed 65 feet or the height of the building upon which the tower is constructed, whichever is less; on property owned, leased or held by the City of Seguin; or used by a public utility or government entity or agency for public purposes. AUniversal City Commercial Communication Tower regulation does not apply to towers less than 65 feet in height used primarily for amateur and citizens' band radio antennae or on property owned, leased or held by the City of Universal City. Sources: Converse Zoning Ordinance, 2006; Schertz UDC, 2010; San Antonio UDC, 2009; Seguin UDC, 1989; Selma Zoning Ordinance, 2002; Universal City Zoning Ordinance, 2007; Cibolo UDC, 2013; Garden Ridge Zoning Ordinance, 2008; Live Oak Zoning Ordinance, 1981. Page 5.14 -10 lucre 201 MINMENNIMENIMENINEEM City of Garden Ridge, Zoning Ordinance, Allowing each new vertical structure tower results in crowded airspace. There is a concern about congested airspace in the vicinity of JBSA -R and its supporting airfields relative to the erection of new vertical structures such as wireless towers in the area. The communities do not have provisions for collocating towers or operators. Every new tower that is erected without consideration for collocation or alternative sites adds to the already congested airspace. Based on a Federal Aviation Administration (FAA) Part 77 evaluation conducted in October 2013, there were 509 obstruction evaluations (OEs) identified within a six nautical mile (NM) radius of JBSA -R, 564 OEs identified within a six NM radius of Stinson Municipal Airport, and 161 OEs identified within a six NM radius of JBSA- Seguin. Of the more than 1,200 OEs identified, the majority met FAA height requirements and were deemed to not be obstructions to navigable airspace. However, there were several OEs determined to exceed the limits of the FAR Part 77 regulations which clearly obstruct navigable airspace associated with the JBSA -R mission. Figure 5 -14.3 identifies five OEs near the JBSA -R airfield. Figure 5 -14.4 identifies the one OE that exceeds the FAR regulations for JBSA- Seguin, and Figure 5 -14.5 identifies the 15 OEs that exceed the FAR Part 77 regulations for Stinson Municipal Airfield. The primary mission at JBSA- Randolph is to conduct joint and allied introductory and pilot instructor training. This training is the most important mission at JBSA -R, since it is the only training that teaches Air Force pilots how to fly and provide flight instruction simultaneously. Continued navigable airspace is paramount to the JBSA -R mission and its sustainability. Federal Aviation Regulations Part 77 Federal Aviation Regulations Part 77, Subpart C stipulates height restrictions conforming to an established imaginary surface to prevent obstructions from affecting navigable airspace. Section 77.17 identifies the height at which an object may be considered an obstruction at a designated distance. Additional details on Section 77.17 can be found in Chapter 4 under Federal Aviation Act. Section 9.1.3 The City of Garden Ridge encourages the sharing of space on existing towers to preserve the airspace. Section 9 of the City's Zoning Ordinance states: Section 9.1.3.3. The City may require operators to share space on existing towers before allowing the construction of additional wireless towers. City of Live Oak, Zoning Ordinance, Appendix A, Article XXIV Wireless Antennas and Antenna Facilities, Section 10 Special Exception The City of Live Oak has established specific regulations for the collocation of wireless communication towers. The City also encourages collocation by requiring the operator to show reason why collocation would not be feasible and to demonstrate that coordination with existing tower owners and operators that collocation would not be feasible. An applicant must meet the following to be considered a special exception: v. Whether the applicant has made an effort to co- locate the facilities proposed for this antenna facility on existing antenna facilities in the same general area. Identify the location of these existing sites, and describe in detail these efforts and explain in detail why these existing sites were not feasible. vi. Attach all studies or tests performed which demonstrate why the existing sites will not provide sufficient signal coverage. vii. Provide written documentation from existing sites' owners and /or operators which confirm the statements provided. viii. Indicate whether the existing sites allow /promote co- location and, if not, describe why not. ix. Whether co- location will be allowed to other telecommunications providers at the requested site. If they are not allowed, state every reason and the basis of each reason. Jane 2015 Page 1.14 -.1 1 Page 5. 14-12 June 2015 .)une 2015 Page 5.14-13 Page 5,14-14 June 2015 City of San Antonio, Unified Development Code Section 35 -385 - Radio, Television Antennas, and Wireless Communication Systems The City of San Antonio encourages collocation of wireless communication towers in non - residential zoning districts and in public rights -of way: Wireless communication systems shall be a use permitted by right in nonresidential zoning districts, if: (e) (1) [other requirements are met that are set forth in the UDC) (e) (2) The antenna support structures must be constructed to support a minimum of two (2) antenna arrays from two (2) separate wireless communication system providers or users. (f) (3) Co- Location. All antenna support structures must be constructed to support a minimum of two (2) wireless communication system antenna arrays from two (2) separate wireless communication system providers or users. Antenna support structures erected on CPS Energy electrical substations shall not be subject to construction standards that require design and construction to support two (2) or more antenna array. City of Schertz, Unified Development Code, Section 21.8.6 Telecommunications Antennas The City of Schertz regulates the collocation of wireless telecommunications towers. The following excerpts from the City's UDC prescribe collocation of wireless telecommunications: A.4. encourage co- location on both new and existing antenna facilities; C. 1. Telecommunications Antennas Subject to the second sentence of this paragraph, telecommunications antennas shall be placed on City towers or other City facilities designated from time to time by the City if the City determines that an appropriate City tower or other City facility is in the required signal area and that there is available antenna space on such City tower or other City facility. If the City makes such determinations but the applicant prefers to locate its telecommunications antenna(s) on another tower or facility, the applicant must provide an engineering study reasonably acceptable to the City Manager or his /her designee that the City- designated location is not in the appropriate signal location or that there is insufficient antenna space at the City- designated location The City Manager may, in his /her sole discretion, waive the requirements of this section, and this section shall not prohibit an applicant from placing its telecommunications antenna(s) on its own commercial facilities or offices in the City. C. 5. Antenna Facility Capacity. All new Antenna Facilities must be structurally designed to allow for at least two (2) carriers. City of Seguin, Zoning Ordinance, Section 37 - Communication Towers The City of Seguin promotes shared use of communication towers as stated in their zoning ordinance: E. Shared Use. In order to promote shared use, applicants for a Specific Use Permit for Commercial Communication Towers shall advertise for a two (2) week period a request for information to obtain from potential lessors. In addition, the applicant shall demonstrate that existing communication towers or other available support structures within the service area cannot accommodate the proposed communication facility. Factors to be considered include structural capacity, RF interference, geographic service area requirements, and cost (i.e. the cost of sharing exceeds the cost of a new tower.) City of Universal City, Zoning Ordinance, Article IX. - Commercial Communication Towers The City of Universal City not only regulates the locations of commercial communication towers, but encourages coordination with 7BSA -R by requiring applicants to obtain a statement from the base indicating that the proposed tower will not interfere with flight operations. The following regulations from the City's Zoning Ordinance state the requirements when a conditional use permit is required for towers: 2. Applications for the conditional use permit, if required, shall be accompanied by the following: • Service area maps or network maps; • Master plan for all related facilities to include the city and all adjoining land within one - quarter (%4) mile of the city limits; List of other telecommunications facilities within a one -mile radius of proposal site; Construction drawings; • The manufacturer's recommended installations, if any; !Line 2015 Page 5.14 -.15 • A scaled site plan indicating the location of all proposed construction, easements, existing and proposed utilities, and property lines; • Certification by a structural and civil engineer registered by the State of Texas that the proposed installation complies with all relevant federal, state and local statutes and codes; • A statement that the proposed communication use will not interfere with any existing electromagnetic communication activities or the extent of any potential interference; • Statement of approval by the Federal Aviation Administration; A statement from Randolph Air Force Base that the proposed communication use will not interfere with flight operations. Section 4 -5 -95. Shared Use. In order to promote shared use, applicants for a conditional use permit for Commercial Communication Towers shall advertise for a two -week period a request for information to obtain from potential lessors an interest for collocation. In addition, the applicant shall demonstrate that existing communication towers or other available support structures within the service area cannot accommodate the proposed communication facility. Sources: FAR Part 77; ]BSA- Randolph 2011 Master Plan; City of Cibolo UDC, 2013; City of Converse Zoning Ordinance, 2006; City of Garden Ridge Zoning Ordinance, 2008; City of Live Oak Zoning Ordinance, 1981; City of San Antonio UDC, 2009; City of Schertz UDC, 2010; City of Seguin UDC, 1989; City of Selma Zoning Ordinance, 2002; City of Universal City Zoning Ordinance, 2007. to flight operations and pose a safety risk. Electric utilities in the study area are provided by CPS Energy, the power utility owned by the City of San Antonio, and the Guadalupe Valley Electric Cooperative, which services the majority of Guadalupe County. The provision of power to the communities within the study area requires miles of transmission lines, most of which are above ground and suspended on either solid or latticed utility poles. The location of utility poles and the lines suspended between them, especially unmarked lines in approach and departure paths, creates a major safety issue during aviation operations, especially the flight operations where the aircraft are flying at slower speeds and lower altitudes such as landings and takeoffs. This can jeopardize the safety of the pilots and the general public. Sources: cpsenergy.com, 2013; cpsenergy.com /files /transmission line structures.pdf; gvec.org, 2013 City of San Antonio, Unified Development Code, Section 35 -336 - Utility Conversion Districts The City of San Antonio encourages the undergrounding, redesign, and relocation of utilities and their structures where feasible and through the use of Utility Conversion Districts. The excerpt from the City UDC is an example of this: Within the city there are numerous corridors in which the transmission of electricity, telecommunications, cable television and other technologies (collectively referred to as utilities or facilities within this division) has been facilitated through the use of aboveground poles in public rights -of -way and easements. Under grounding or relocation of these facilities can provide a safer environment for the public. Under grounding, relocation or redesign of these facilities can enhance the surrounding development by improving the visual appearance and appeal of the city's visitor attractions, scenic views and urban corridors, cultural and historical resources, public gathering places and other major public facilities. The under grounding, relocation or redesign of these facilities can also promote economic development and revitalization in surrounding areas, increase the value of commercial properties and residential neighborhoods, and improve the quality of life for all San Antonians. The establishment of utility conversion districts requires mechanisms to identify and designate the specific corridors and areas to be modified, to determine the nature of the improvements to be required in each such corridor or area, to require the various utility companies to implement these projects as parts of public works or civic improvement projects directed by city council and to require property owners and utility customers to modify their property as necessary to receive utility services from underground, relocated or redesigned distribution systems. Pigo 5,14 -16 tune 201 (a) Applicability. To be established as a utility conversion district, a corridor or area must meet either one (1) of the following criteria: The proposed utility conversion district includes the area of another public works or civic improvement project which is already planned and for which reasonable assurance of funding has been secured. If the existing public works or civic improvement project does not already require some relocation of existing aboveground utilities in the area, then it must be of such unique and city wide significance, as determined by city council, to justify consideration to achieve the purposes of this subdivision. This related project does not need to be sponsored or financed by the city, but it must be the project of a governmental entity; or A utility conversion district is proposed by a petition of the property owners in the area. The petition must be signed by the owners of at least two - thirds (213) of the total number of lots or separate tracts of land in the area of the proposed district, and the property of these owners must encompass at least two - thirds (213) of the total land area of the proposed district, excluding the area of streets, alleys and other public rights -of -way and of any other land owned by the city. Petitioners shall use the city petition form for utility conversion districts to ensure that the project proposed is technically feasible and worthwhile and that all of the affected property owners are considered in the calculation of the signature requirement. (d) Implementation of District Improvements. (1) Conversion of Overhead to Underground Operations. If the ordinance establishing a particular utility conversion district requires the conversion of overhead utilities to underground operation, then every public utility which has poles, overhead lines and associated aboveground facilities in the affected area of the district shall remove it poles, overhead lines and associated facilities in the area as required by the ordinance establishing the district, subject to other applicable city ordinances and franchise agreements. Thereafter, no new utility poles, overhead lines or associated facilities shall be permitted in the affected district area. (2) Rerouting of Overhead Utility Lines. If the ordinance establishing a particular utility conversion district requires the relocation of overhead utilities from one route to another, then every public utility which has poles, overhead lines and associated aboveground facilities along the route which is to be vacated shall remove its poles, overhead lines and associated facilities from that route, and shall install such new facilities as it considers necessary along the alternate route, as required by the ordinance establishing the district. Thereafter, no new utility poles, overhead lines or associated facilities shall be permitted in the district along the route which is vacated. The ordinance establishing the district may also require that utility lines shall not be extended overhead from elsewhere within the district or within a specified area of the district to serve adjacent property along that route or along a specified part of that route. Prior to placement, the location of all new poles, anchors and guy lines along any new route shall be approved by the director of public works. (3) Replacement of Facilities. If the ordinance establishing a particular utility conversion district requires the replacement of existing poles, overhead lines and associated aboveground facilities with those of an improved design, then every public utility which has poles, overhead lines and associated facilities in the affected area of the district shall remove those which do not conform to the improved design standard and shall replace them with poles, lines and associated facilities which meet the improved standard, as required by the ordinance establishing the district. Thereafter, no new utility poles, overhead lines or associated facilities shall be permitted in the affected district areas which do not meet the improved design standard. Prior to placement, the location, route and design of the new poles (including anchors and guy lines), overhead lines and associated facilities shall be approved by the director of public works. Page 5.14 -.1 (4) Regulations Applicable Only to New Development. If a requirement of the ordinance establishing a particular utility conversion district applies only to new development, then the existing utility poles, overhead lines and associated facilities in the affected district area may continue in use and may be replaced as necessary. However, no additional poles shall be installed and no additional lines shall be extended on existing poles in the affected district area except in conformance with the district requirements. City of Schertz, Unified Development Code, Section 21.15.4 - Utilities The City of Schertz requires underground utilities from the property line to the structure served; however, the regulations allow for above ground utility poles in accordance with the City's requirements. This does not entirely address the issue of above ground poles obstructing airspace and the regulations do not require coordination with the JBSA -R. The following is the excerpt from the City's UDC regarding utilities: Sec. 21.15.4 Utilities All utilities, including, but not limited to, electrical wiring, natural gas, telephone, cable, internet and security systems, shall be located in the front yard, shall be installed underground and shall be maintained in accordance with all applicable City codes and regulations for such systems. Any utilities required to be placed above ground must be placed on steel poles meeting the requirements of the City and the applicable utility provider. The City Manager or his /her designee may waive the requirements of this section to allow wooden poles where he /she finds that unique conditions supporting such waiver exist within the development or along rights -of -ways. Page 5,.14 -18 tune 201 5.15 Water Quality Quantity7!� J Water quality / quantity concerns include the assurance that adequate water supplies of good quality are available for use by the installation and surrounding communities as the area develops. Water supply for agricultural and industrial use is also considered. Edwards . provides the majority of loca� water supply and future supplies could be constrained by various demands. Current and are major concerns. Edwards Aquifer is the sole source of potable water for the greater San Antonio area, including JBSA -R and the surrounding communities. The demand for water has increased as growth has proliferated in the region and there are increasing concerns about the regional economies, such as agriculture and endangered species that depend on the aquifer. A regional study prepared for South Central Texas in 2010 determined that 55.6 percent of the 705,661 acre -feet of water obtained from underground sources was from Edwards Aquifer. Demands on the aquifer for municipal, agricultural, and industrial uses, combined with meteorological conditions, drive the level of the aquifer down such that the flows of the springs are decreased and minimal during summer months. With a projected increase in future population and an associated increase in demand for water in the region, a need to regulate the aquifer emerged. Senate Bill 3 of the 80th Texas Legislature limits the permitted annual withdrawal of water from Edwards Aquifer and specifies that the Edwards Aquifer Authority should implement and enforce water management practices, procedures, and methods to ensure that continuous minimum spring flows are maintained. Given the limited supply of water within the aquifer, the amount of annual rainfall /amount of annual recharge, and the potential future growth in the greater San Antonio area, there are rational concerns about the future availability of water from Edwards Aquifer. In 2010, water supply needs were recorded at 174,234 acre - feet /year; by 2060, the water need is projected to increase to 436,750 acre - feet /year. In 2010 these water supply needs consisted primarily of municipal (55 percent) and irrigated agricultural needs (39 percent). By the year 2060, the water needs are projected to be dominated to an even greater extent (68 percent) by municipal water users. Beyond the immediate impacts of limited water supplies, there are secondary economic impacts. The estimated potential lost income due to lost production is calculated at $5 billion per year in 2020 and $8.9 billion per year in 2060. Unmet water needs will potentially result in 19,948 fewer jobs than expected in 2020 and 76,736 by 2060. Water availability is a regional concern and future issues will be exaggerated over the next 50 years due to an increased water demand and the challenges of water availability. Sources: Texas Water Development Board. Texas Aquifers, 2009 Water Management Plan update for the San Antonio Water System; Texas Water Development Board, 2013; South Central Texas Regional Water Plan, 2011 To address this concern, the state, region, ]BSA, and many cities have developed Water Management Plans or Water Conservation Plans that address anticipated future water demands and needs and the sources from which these demands and needs will be adequately met. Texas State Water Fund Amendment, Proposition 6 (2013) The Texas State Water Fund Amendment, Proposition 6, also referred to as the Texas Rainy Day Fund Amendment, was approved on the November 5, 2013 ballot in Texas as a legislatively- referred constitutional amendment. The measure allows for the creation of a State Water Implementation Fund for Texas (SWIFT) and the State Water Implementation Revenue Fund for Texas (SWIRFT) to assist in the financing of priority projects in the state water plan. The Texas Water Development Board was tasked with adopting a state water plan that addresses the development, management and conservation of water resources and details a plan of action if and when drought conditions occur. The plan's purpose is to ensure that Texas does not face a water shortage that would be detrimental to its residents, economy, growth and natural resources. One of the plan's recommendations was for the legislature to develop a long -term, affordable, and sustainable method to provide financial assistance for the implementation of the plan. The Water Development Board, the agency that oversees the fund, allocates 10 percent of the funds for rural political subdivisions and agricultural water conservation and 20 percent for general water conservation and reuse. Items that the money may be put towards include: low- interest loans, credit enhancement agreements, deferral of interest obligations, and funding for government entities that develop and manage water supplies. Both regional planning groups and the state must prioritize projects when they are needed, project viability, sustainability, and cost - effectiveness. The highest priority Unn 2015 Page 5.13 -1 must be given to projects that serve a large population, managed by a board of directors including promote regionalization, and have a large local representatives from Bexar, Comal, and Guadalupe contribution. Counties and teams of professionals who collaborate daily Source: to manage, enhance, and protect the aquifer. http : / /baliotpedia.org /Texas State Water Fund Amend The Aquifer Authority has regulatory jurisdiction in ment,_Proposition_6_(2013) Bexar County and portions of Comal and Guadalupe Counties. The Authority authorizes a total of Water for Texas 2012 State Water Plan The State Water Management Plan presents information regarding recommended conservation and other types of water management strategies to meet the state's needs in drought conditions, the cost of strategies and estimates the state's financial assistance necessary to implement the strategies. The plan also outlines the economic losses likely to occur if the water supply needs cannot be met. The JLUS Study Area is within the South Central Texas Water Planning Area (Region Q. The South Central Texas Planning Group recommended a variety of water management strategies to meet water supply needs with groundwater, reuse, new major reservoirs, and conservation comprising the primary management strategies. Implementing all the recommended water management strategies would result in 765,738 acre -feet of additional water supplies in 2060 at a total capital cost of $7.6 billion. Conservation strategies account for 11 percent of the total amount of water that would be provided by the region's recommended water management strategies. Water conservation was recommended in general for all municipal and non - municipal water user groups. In instances where the municipal water conservation goals could be achieved through anticipated use of low -flow plumbing fixtures, additional conservation measures were not recommended. Source: Water for Texas 2012 State Water Plan 2011 South Central Texas Regional Water Management Plan Pursuant to Regional and State Water Planning Guidelines (Texas Administrative Code, Title 31, Part 10, Chapters 357 and 358), the South Central Texas Planning Group developed the 2011 South Central Texas Regional Water Plan which was integrated into the 2012 State Water Plan. The Regional Water Plan is updated in a five -year cycle. The findings of the Regional Water Management plan are incorporated in the Water for Texas 2012 State Water Plan. Source: 2011 Regional Water Plan, South Central Texas Regional Water Planning Area, San Antonio River Authority Edwards Aquifer Authority The Edwards Aquifer Authority is a regulatory agency established by the 73rd Legislature in May 1993 with the passage of the Edwards Aquifer Authority Act to preserve and protect the groundwater resource. The agency is 572,000 acre -feet of groundwater withdrawals each year, which are used for municipal, industrial, and irrigation purposes. This total withdrawal amount is determined by calculating historical use combined with a goal to protect springflows and endangered species at Comal and San Marcos springs. Source: Edwards Aquifer Authority website Critical Period Management Plan for Edwards Aquifer Use at Joint Base San Antonio ]BSA entered into formal consultation with the U.S. Fish and Wildlife Service (USFWS) to address the potential impacts on endangered species from the continued use of water from the Edwards Aquifer by JBSA. A "Biological Opinion" (BO), was issued that commits JBSA to rigorous water conservation efforts mandated through the Critical Period Management Plan for Edwards Aquifer Use at Joint Base San Antonio. The Plan provides instruction for the implementation of sound drought management practices to ensure quality of life and economic sustainability for both JBSA and the greater San Antonio area. Alerts to drought management actions occur through the weekly bulletin, marquee messages, newspaper articles, and commander's access channel announcements. The Plan is updated annually and remains in effect until superseded. Source: Critical Period Management Plan for Edwards Aquifer Use at Joint Base San Antonio, July 2013 City of Converse Capital Improvement Plan The City of Converse Capital Improvement Plan addresses water infrastructure and availability in the city. This plan focuses on strategies to address increased future demand as the city experiences growth and development. Proposed strategies include obtaining additional acre -feet of water from the Carrizo Aquifer, production improvements to the existing storage and distribution system, and assessing water impact fees. Source: City of Converse Capital Improvement Plan City of Garden Ridge Water Master Plan The City of Garden Ridge has implemented a Water Master Plan to manage their water supply, since it is limited to groundwater obtained from four wells drilled into Edwards and Trinity Aquifers. The Master Plan Page 5,15-2 June 2015 identifies improvements that enable the water system to comply with criteria established by the Texas Commission on Environmental Quality for public water systems, upgrades to the system infrastructure to provide for the health and safety of the water system customers, and projected future water demands for the city. The City has implemented water conservation efforts for coping with limited availability and drought, applying a higher adjusted fee rate for water use during these times. Source: City of Garden Ridge Water Master Plan City of San Antonio Water System Water Management Plan The San Antonio Water System is the largest drinking water and sewage utility in Bexar County, Texas, USA. The Water System, owned by the City of San Antonio, draws water from the Edwards Aquifer to service its customers in all 8 counties of the Greater San Antonio metropolitan area. The San Antonio Water System updated the Water Management Plan in 2012 which continues to strike a productive balance between water conservation and new supplies. By implementing the plan, San Antonio Water System customers will incrementally save more than 16,500 acre -feet of water per year by 2020 through refocused conservation efforts, and acquire 112,500 acre -feet of additional supplies by 2026. This effort will meet the growing demands of 20,000 new residents per year. Strategies to meet future water demand include water demand reduction, groundwater desalination, expansion of the Carrizo Aquifer supply, additional Edwards Aquifer rights, bringing water in from other state sources, and development of a new pipeline to move water from the desalinization plant and the Carrizo Aquifer to the high growth areas in western San Antonio. Source: San Antonio Water System website Inter -local Agreement between the Cities of Schertz and Converse The City of Schertz does not have a water master plan to address limited water supply or contingency plans for times of drought when water use is restricted. In 2012, Schertz entered into an agreement with the City of Converse to sell 500 acre -feet of water from their existing stock, originating from the Carrizo Aquifer. While the Carrizo Aquifer does not have as stringent use restrictions as Edwards Aquifer, there is evidence that all aquifers are being depleted and the amount of water that can be pumped out of aquifers is likely to be limited in the future. Source: City of Schertz Water Department Inter -local Agreement between Cities of San Antonio, Schertz, and Seguin The Cities of San Antonio, Schertz, and Seguin entered into an agreement in 2011 between the Schertz- Seguin Local Government Corporation (owned by the cities of Schertz and Seguin) and the San Antonio Water System (SAWS). The agreement calls for SAWS to use the Local Government Corporation water transmission lines to bring Carrizo Aquifer water in Gonzales County to Southeast San Antonio. The agreement allows Schertz and Seguin to lease extra water line capacity and extra water since the water lines are oversized to meet the water needs for Schertz and Seguin for decades. Source: City of Schertz website .E additional paving is installed. Pursuant to the Clean Water Act of 1972, all operators of small Municipal Separate Storm Sewer Systems (MS4s) must submit an application for a storm water permit and an associated Storm Water Management Plan. The City of Converse operates an MS4 and prepared a Stormwater Management Plan in 2008. This plan identifies how Converse will reduce the discharge of pollutants to the maximum extent practicable, protect water quality, and satisfy the appropriate water quality requirements of the Clean Water Act. One source of stormwater runoff within the city is JBSA -R runways that discharge into the city's boundaries. Impervious surfaces such as roads, roofs, and runways are sources of runoff, since the stormwater cannot infiltrate it flows to a location where it can infiltrate, e.g. pervious surface or a piped storm drain. If these are unavailable, the water will likely accumulate and cause flooding. The JBSA -R General Plan acknowledges that there are a variety of surface water sources that can absorb and channel stormwater runoff from developed portions of the base. These include Woman Hollering Creek, Cibolo Creek, and ponds along the southwest perimeter of the golf course. There is also a system of underground conduit and open ditches that carry stormwater flow to discharge areas. Yet, in an infrastructure assessment, the storm drainage system was rated 'red' meaning that the system is vulnerable to malfunctions or failures due to age and requires major repair, upgrade, or replacement. This is potentially an issue if new impervious runway paving is installed since malfunctions in the stormwater infrastructure, especially near runways, can create runoff into the City of Converse, whose stormwater management plan does not account Line 2015 Page 5.15-3 for runoff from the base. Additional runoff into Converse from )BSA -R can place additional stress on Converse's stormwater infrastructure. Sources: City of Converse Stormwater Management Plan; Randolph General Plan 2011 JBSA- Randolph Storm Drainage System JBSA maintains a storm drainage system comprising open ditches and underground conduit to manage stormwater onsite. Storm water from the cantonment area is directed to Outfall #3, North Outfall, and South Outfall. Storm water collected from the western portion of the base is directed to four ponds located on the southwest edge of the golf course. These ponds discharge through Outfall #3 into Woman Hollering Creek and eventually into Cibolo Creek. Storm water from the northeastern portion of the base is discharged through the North Outfall located in the northeast portion of the base. Storm water from the eastern portion of the base is discharged through the South Outfall located on the east side of the base near the riding stables. The North and South Outfalls discharge into Cibolo Creek. Storm water discharge and sampling and analysis are regulated by the facility's National Pollutant Discharge Elimination System (NPDES) permit. Source: ]BSA-Randolph General Plan 2011 Page 5,15-4 dune 2015 The following Appendices are provided as supplemental materials to support this JLUS process, the recommendations, and the final JLUS products. The appendices that are included for the JBSA- Randolph AFB JLUS are: AppendixA— Fact Sheets ................................................................. ............................A -1 This appendix provides the fact sheets that were distributed to the committees and public in effort to educate the public about the JLUS process. Ott : i• 1 11111111 t t This appendix provides a copy of the 2011 DOD Instruction for AICUZ Programs for reference. Appendix C— Public Comments.... ... C -1 This appendix provides a compilation of all the public comments received on the JLUS process, report, and recommendations throughout this JLUS process. Aggenclix ID — Advisory Committee This appendix provides a compilation of the advisory committee meeting agendas and sign -in sheets for reference. This appendix provides a compilation of the executive committee meeting agendas and sign -in sheets for reference. Appendix F — Client Comments .................................. ............................... .... F -1 This appendix provides a compilation of all the client comments for each document submitted for review. Appendix A -0 Appendix A jBSA-Randolph AFB Fact. Sheets Appendix A Fact Sheets A -1 and Objectives? A Joint Land Use Study (J LUS) is a cooperative planning effort conducted as a joint venture between an active military installation, surrounding cities and other affected stakeholders. The JBSA-Randolph JLUS is funded through (DOD), Office of Economic Adjustment (OEA) and contributions by the JLUS project manager, Bexar County. The JLUS effort can benefit both JBSA- ° Protecting the health and safety of proximate residents and workers; Preserving long-term land use compatibility between JBSA- Randolph and the surrounding ° Promoting comprehensive community planning that addresses compatibility issues; Enhancing a cooperative spirii between JBSA-Randolph and community officials; and Integrating surrounding local jurisdiction growth policy plans with the installation's plans. develop airmen of today and tomorrow through various education disciplines and training activities. ]BSA-Rando|ph supports local communities through direct and indirect employment, operations and maintenance contracts, and asanactive member of the local communities. JBS&- Rando|phsupportsandservesover 17'000 personnel providing regional economic impact of$zz4million. Who Will Guide the JLUS Interagency Coordination Cornraunication Interagency coordination na!auestnthc level of interaction on compatibility issues among military installations, jurisdictions, land and resource management agencies, and conservation authorities. 2 2 Use Thcbasbnf|andusep|annin8ndaues to the government's role in protecting the public's health, safety, and welfare. County and local jurisdictions' growth policy/ general plans and zoning ordinances can be the most effective tools for avoiding, orresolving, land use compatibility issues. These tnn|` ensure the separation of land uses that differ significantly incharacter. Land use separation also applies tn properties where the use of one property may impact the use of another. For instance, industrial uses are often separated from residential uses toavoid impacts n,|AeP94ise, odors, lighting, etc. 4 Verticc-il Obstructions Vertical obstructions are created by buildings, trees structures, or other features that may encroach into the navigable airspace used for military operations (aircraft approach, transitional, inner horizontal, outer horizontal, and conical areas, aswell as military training routes). These can present asafety hazard to both the public and military personnel and potentially impact military readiness. This factor covers the extension orprovision nf infrastructure (mads, sewer, water, etc)in the vicinity of the installation. Infrastructure can enhance the operations of the installation by providing needed services, such assanitary sewer treatment capacity and transportation systems. However, enhanced orexpanded infrastructure could also encourage growth into areas near h n that might not be compatible with current or future missions. Antijanoricm/pnrooProt—f-iun (AT /PP� relates to the safety of personnel, facilities, and information onan installation from outside threats. Methods ,u protect the installation and its supportive facilities can impact off-installation uses. 19. Energy Development 14Frequency Spectrum 1mpedance/ Interference Public Trespassing tur sources 17 Legislative Initiatives Water quality / quantity concerns include the assurance that adequate water supplies of good quality are available for use bythe installation and surrounding communities as the area develops. Water supply for agricultural and industrial use isalso considered. 0 ON Sensitive biological resources include federally-listed threatened and endangered species and the habitats they exist in or utilize. These resources may also include areas such as wetlands and migratory corridors that are critical to the overall ecosystem. The presence ofsensitive biological resources may require special development considerations and should be included early in the planning process. Cul, Marine Environments Regulatory or permit requirements protecting marine and ocean resource can cumulatively affect the military's ability to conduct operations, training exercises, or testing ina water-based environment. Fact Sheets NA I'm RAO W -M Pressure »o gain access to valuable natural resources (such as oil, natural gas, and minerals) located on military installations, within military training areas, oronpublic lands historically used for military operations can impact land utilization and military operations. 22Spaces The military manages or uses land, air, and sea space to accomplish testing, training, and operational missions. These resources must be available and ofasufficient size' cohesiveness, and quality tnaccommodate effective training and testing. Competition for these shared resources can impact future growth in operations for all users. 24Roadway Capacity Roadway capacity relates to 'he ability ofexisting freeways, highways, arteda|4 and other local roads toprovide adequate mobility and access between nUitary installations and their surrounding IMIMW ]HSA-Randophis located innortheastern Bexur County, Texas and bsituated outside the San Antonio city limits and is completely surrounded byseveral small municipalities: the City ofUniversal City to the north; the City of5chertzto the northeast, east and south; and the City of Converse to the west. This area is almost completely urbanized except for undeveloped areas in Converse and Schertz. ]8SA-Seguhn Auxiliary Airfield isa sub- installation of]BSA'Randn|phandis located one mile east-southeast of the City of Seguin along U.S. Route go(US-go). The City of Seguin is characterized asa rural and agriculture-friendly municipality located 3o miles east ofJ85A-Rando|ph along the Interstate-lo and US-go corridor Stinson Municipal Airport is owned and operated by the City of San Antonio. |t is situated in San Antonio City Council District 3' just south of downtown and is open to public use. |tis approximately 3] miles south-southwest ufJ8SA-Rando|ph proper and is contracted by the DOD to enable flying training exercises. The area around Stinson Municipal Airport is The ]BSA-Rando|phJLUS Study Area was designed to encompass all lands and operational areas of]BSA-Rando|ph locations and use areas that may impact current or future military operations or be impacted by these operations. The proposed Study Area (shown on the map below) is the initial area ofinvestigation for the collection nf data. The final Study Area will be refined based oninformation collected and input from the public and the JLUS Committees. For Additional County nfBexar IJ3N. Pecos La Trinidad, Suite q2O Information Public Works Department San Antonio, TX70207 Contact: /bsa'rj|us@benar.org P(21O)535'U7I6 R(21O)]55'6713 Matri � Rev. 2013 10 08a The strategy types presented within this fact sheet constitute a"too|box" of possible actions that can betaken tn address the range ofcompatibility issues identified during the ]LUSprocess. This document is intended to start the discussion to develop specific strategies � Acquisition * Code Enforcement * Communication and Coordination * Comprehensive / Master Plans that are useful in the study area. For each strategy type, a brief overview is provided to assist incommunicating a general understanding of its intent. It will beupto each individual stakeholder to determine the best assortment of tools / strategies that are appropriate for their jurisdictions oragencies. |tis important to note that once the JLUS process is completed, the final document is not an adopted plan, but rather a recommended set ofstrategies which JLUS stakeholders have agreed should be implemented tuenhance Air Installation Compatible Use Zone (AICUZ) N Partnership with Non-Governmentli Organizations * Real Estate Disclosures * Zoning Ordinancel Subdivision Regulations pua land use planning tool, property rights can be acquired through donation, easement, or the outright purchase of property for public purposes. The purpose ufacquisition tools isto eliminate land use incompatibilities through market transactions and the local development process. Acquisition tools are particularly effective because they advance the complementary goals of shifting future growth away from military installations and preserving community assets such as agriculture, open space, rural character, or sensitive natural habitats. Air Installation The Air Installation Compatible Use Zone (wCUz) program isan Air Force planning program developed in response to incompatible urban development and land use conflicts around military airfields. The m{Uz program seeks to provide information on compatibility, develop acooperative relationship between communities and military bases, and provide land use compatibility guidelines that protect public health and safety while maintaining military readiness. xo Airport Master Plan provides the guidelines for future long-term airport development which will satisfy aviation demand ina financially feasible manner, while at the same time resolving the aviation, environmental, and socioeconomic issues existing ina community. The Airport Master Plan process is guided by the FAA and ultimately results in projections offuture growth and anAirport Layout Plan (ALp). All development at federally obligated airports must bein accordance with and FAA- approved ALP. For compatibility planning, airspace planning provides a coordinated apprnadh«,the designation pfi%,981�ipl use airspace. Avigation Easement ^n easement isa non-possessory right touse land owned by another party. xnavigation easement isan easement that grants the holder one nr more of the following rights: the right of flight; the right ^o cause noise, dust, or other impacts related toaircraft flight; the right tn restrict orprohibit certain lights, electromagnetic signals, and bird-attracting land uses; the right tn unobstructed airspace over the property above a specified height; and, the right of ingress nr egress upon the land toexercise those rights. Similar uza local ju,isdiction,mi|hary installations maintain a|nng-ran8ep|an, such as general plans and master plans. The installation's general/master plan bthe primary document that is used to guide the development and use nf physical assets and the protection ofresources. The general / master plan is used tv ensure aninstallation maintains the land use areas and infrastructure needed to respond tn its development program and future mission potential. Fact Sheets Bird /Wildlife Strike Hazard The Bird /Wildlife Aircraft Strike Hazard (BASV) program is aimed at reducing the potential for collisions between military aircraft and birds and other wildlife. Knowledge of where birds travel, nest, and feed helps the military avoid problem areas, and therefore saves lives and avoids the destruction cd valuable aircraft. The program also looks to work with local stakeholders to avoid actions that would increase BASH incidents. The BASH program considers not only birds / wildlife within the confines ofthe airfield, but also in neighboring areas. Building Codes / Construction Standards Building codes and construction standards are ordinances and regulations controlling the design, construction processes, materials, alteration, and occupancy of any structure to safeguard human safety and welfare. They include both technical and functional standards and generally address structural safety, fire safety, health requirements, and accessibility. Noise attenuation requirements, for example, are typically covered under this category. Program a Capital Improvement Program (op)ba detailed planning document used to plan and direct a jurisdiction's nr agency's investment |n public facilities, including infrastructure. The c|P lays out the public facilities plans and programs ofd`cjurisdicdunn,agcncy and provides details nn expenditures that can bc incorporated into the jurisdiction's or agency's annual budgeting process. Most c|ps cover multiple years in order tn plan for major expenditures and projects. »VA The purpose ofa code enforcement program isto promote and maintain a safe and desirable living and working environment. Related to land use compatibility, code enforcement iso tool used bya community tn ensure adherence to its rules and regulations. Communication and Coordination |n any planning effort, plans can only move toward successful implementation if frequent ongoing communication is maintained among local jurisdictions, the military, state and federal agencies, Native American tribal groups, landowners, and the public. Enhanced communication and coordination isan integral component to successful compatibility planning |nsupport of the military's existing and potential fvturemission(s). These are long-range p|anstha outline goals and policies tn guide the physical development ina county n,city. Comprehensive plans are designed tnserve as the jurisdiction's blueprint for future decisions concerning physical development, including land use, infrastructure, public services, and resource conservation. Most comprehensive plans consist of written text discussing the community's goals, objectives, policies, and programs for the distribution nf land use as well as one or more diagrams illustrating the general location ufexisting and future land uses, roadways, public facilities and parks and open space. Covenants Deed restrictions, or covenants, are written agreements that restrict or limit some ufthe rights associated with property ownership. These restrictions are recorded with the deed for the property and are attached to the property when itis sold toa new owner (ie, they remain ineffect). Deed restrictions are private agreements n,contra'ts executed between a motivated buyer and a willing seller. property, fall into three categories: (1) those that keep the hazard away from people, property, and structures; (z) those that keep people, property, and structures away from the hazard; and (3) those that reduce the impact of the hazard. The primary objective of habitat conservation tools b the conservation and protection of sensitive natural habitats and the species that occupy them. An example of this is the federal Endangered Species Act (ESA) which allows for the development o/Habitat Conservation Plans (HCPs).AnHCPidentifies and provides for the regional orarea-wide protection of plants, animals, and their habitats, while allowing compatible and appropriate economic activity. The primary objective of the *{P program istoconserve natural communities at the ecosystem |eve| while accommodating compatible land use. Hazard mitigation is defined as any sustained, cost effective action taken to reduce or eliminate long-term risk to people, property, and the environment from natural and man-made hazards and their effects. Hazard Mitigation Plans include actions that have a positive impact over an extended period of time. This distinguishes them from emergency planning or emergency services, which are associated with preparedness for immediate response to, and short-term recovery from, a specific event. Hazard mitigation actions, which can be used to eliminate or minimize the risk to life and Appendix A Fact Sheets I Legislative Tools State and local legislation can have a significant impact on compatibility planning by allowing, restricting, or limiting the tools available tu local jurisdictions to control land use planning activities. Legislative Tools are designed to encourage changes instate and local laws and ordinances tusupport the objectives of the recommended JLUS strategies. Memorandum x Memorandum of Understanding (wOU)b a contract between two n, more government entities. The governing bodies ofthe participating public agencies must take appropriate legal actions, often adoption ofan ordinance ur resolution, before such agreements become effective. The purpose of an MOU is to establish a formal framework for coordination andoonpe,ation.These agreements may also assign roles and responsibilities for all nf the agreement's signatories. These agreements are also known as Joint Powers Agreements or mtedoca|Agreements. Military Influence Areas Policy Act The National Environmental Policy Ac (w EPA) b the federal law that established a national policy for the environment and requires federal agencies: (1)tnbecome aware of the environmental ramifications of their proposed actions, (z)to fully disclose to the public proposed federal actions and provide a mechanism for public input to federal decision making, and (3)tnprepare environmental impact statements for every major action that would significantly affect the quality of the human environment. Partnership with Organizations Non-Governmental 0rganizadons(mCOs are recognized for their role indeveloping innovative initiatives and programs to address a variety ofissues. Local governments and military installations can develop relationships with wCOsto provide additional resources toachieve )oint goals. For example, under these partnerships, agreements can be reached tu acquire real estate or property rights in the vicinity of military installations tnprotect military training, testing, operations, and readiness, while at the same time, achieving the objectives of the wCO` such ashabitat protection. Real Estate Disclosures Prior tothe transfer of real property ma new owner, real estate disclosure requires sellers and their agents to disclose certain specified facts related to the condition of the property. These facts could include noise or other proximity impacts associated with property near a military installation nr operations area. The purpose nf real estate disclosure isto protect the seller, buyer, and sales agent from potential litigation resulting from specified existing and /oranticipated conditions (i.r,hazard areas, existing easements). Disclosures provide a practical and cost effective land use compatibility tool as buyers are informed of the possible affects (no� light, etc.) of military operations prior to purchase. Zoning Ordinance / Zoning b the division ofa jurisdiction into districts (zone) within which permissible uses are prescribed and restrictions on building height, bulk, layout, and other requirements are defined. The primary purpose of zoning isto protect the public health, safety, and welfare of the community by separating incompatible land uses and establishing design requirements. Effective zoning can also provide opportunities for the implementation ofregulations supporting land use compatibility near military installations. For instance, zoning can address: For Additional VA County ofBexar Qel Information Public Works Department Contact: /bsa'rj|us@bexacorg 233 N. Pecos La Trinidad, Suite 420 San Antonio, TX78207 p(oU)535-O7z6 R(21O)]55'6n3 ° Nuisances such asnoise, vibration and air emissions, • Land use type and intensity (including clustering), ~ Light and glare, ° Frequency spectrum and impedance, ° Height/ vertica obstructions, ° Development incentives, and ° Development processes and procedures. Land cannot be divided without local government approval. Subdivisions set forth the minimum requirements deemed necessary tn protect the health, safety, and welfare nf the public. Subdivision review allows local governments the opportunity tn ensure that a new subdivision |s properly served by needed services and a public or private agency is responsible for maintaining the subdivision improvements. These regulations can be effectively used for compatibility planning. For example, subdivision regulations might limit the division of land in areas with compatibility issues o, locations without necessary services. Subdivision regulations can also be used to require open-space sctasidcs. Matrix �� Rev. 2014 02 06 wml� 2011 DOD Instruction 4165m57 - Program for Air Installation Compatible Use Zones Appendix B 2011 DOD Instruction for AICUZ Programs B -1 Department of Defense INSTRUCTION NUMBER 4165.57 May 2, 2011 USD(AT &L) SUBJECT: Air Installations Compatible Use Zones (AICUZ) References: See Enclosure 1 1. PURPOSE. This Instruction: a. Reissues DOD Instruction (DoDI) 4165.57 (Reference (a)) in accordance with the authority in DOD Directive (DODD) 5134.01 (Reference (b)) to establish policy, assign responsibilities, and prescribe procedures for the DOD AICUZ program for air installations, in accordance with DoDD 4165.06 (Reference (c)). b. Establishes policy and assigns responsibility for educating air installation personnel and engaging local communities on issues related to noise, safety, and compatible land use in and around air installations. c. Prescribes procedures for plotting noise contours for land use compatibility analysis. 2. APPLICABILITY. This Instruction applies to: a. The Office of the Secretary of Defense, the Military Departments, the Office of the Chairman of the Joint Chiefs of Staff and the Joint Staff, the Combatant Commands, the Office of the Inspector General of the DOD, the Defense Agencies, the DOD Field Activities, and all other organizational entities within the DOD (hereafter referred to collectively as the "DOD Components "). b. Air installations of the DOD Components located within the United States. c. Air installations of the DOD Components located outside of the United States, but for on- base planning purposes only and subject to the requirements of any applicable international agreement, including any basing agreement. 3. DEFINITIONS. See Glossary. Appendix B 2011 DOD Instruction for AICUZ Programs B -2 4. POLICY. It is DOD policy to: a. Promote the health, safety, and welfare of persons in the vicinity of and on air installations by minimizing aircraft noise and safety impacts without degrading flight safety and mission requirements. b. Promote long -term compatible land use on and in the vicinity of air installations by encouraging State and local governments to adopt enabling legislation and compatible land use regulations into their land use planning and control processes and by partnering with communities and other eligible entities to protect land through restrictive use and conservation easements. c. Limit acquisition of real property interests to the minimum necessary to ensure the operational integrity of the air installation. d. Incorporate AICUZ guidelines into on -base land use planning programs. e. Integrate AICUZ compatible land use strategies into the test and training range environment in accordance with DODD 3200.15 (Reference (d)). f. Promote education and engagement with communities affected by military operations at air installations. DODD 5410.18 (Reference (e)) provides policy for the conduct of public affairs community relations activities and programs throughout the DOD. 5. RESPONSIBILITIES. See Enclosure 2. 6. PROCEDURES. See Enclosure 3. 7. RELEASABILITY. UNLIMITED. This Instruction is approved for public release and is available on the Internet from the DOD Issuances Website at http: / /www.dtic.mil /whs /directives. 8. EFFECTIVE DATE. This Instruction is effective upon its publication to the DOD Issuances Website. Appendix B 2011 DOD Instruction for AICUZ Programs B -3 DoDI4165.57, May 2, 2011 Enclosures 1. References 2. Responsibilities 3. Procedures Glossary Appendix B 2011 DOD Instruction for AICUZ Programs B -4 ENCLOSURE 2: RESPONSIBILITIES .........................................................................................6 DEPUTY UNDER SECRETARY (}F DEFENSE FOR INSTALLATIONS AND ENVIRONMENT (D[}SD(I&E)) ........................................................................................ h GENERAL................................................................................................................................. 7 AlCLCZ STUDY CONTENT ..................................................................................................... 0 AIRCRAFT ACCIDENT POTENTIAL ----------------------------9 /\PZS AND CLEAR ZONES FOR FIXED-WING AIRCRAFT .............................................. g APZS AND CLEAR ZONES FOR AIRCRAFT-------------l0 AIRCRAFTNOISE ................................................................................................................. 0 A8CliZUPDATES .................................................................................................................. 1l ACQUISITION OF INTERESTS IN LANDS ........................................................................ ]l APPENDIXES LAPZ GUIDELINES ----------------------------------l5 2. RECOMMENDED LAND USE COMPATIBILITY lNAPZS .................................. 6 3. RECOMMENDED LAND USE COMPATIBILITY IN NOISE ZONES ................... 23 PART 1. ABBREVIATIONS AND ACRONYMS ---------------------. 20 PART 11. DEFINITIONS ----------------------------------..2g l. Land Use Compatibility inAPZs ........................................................................................ l6 2. Land Use Compatibility in Noise Zones ............................................................................. 23 FIGURE Runway AyZm and Clear Zones ............................................................................................... l5 Appendix B 2011 DOD Instruction for AICUZ Programs B-5 ENCLOSURE I REFERENCES (a) DOD Instruction 4165.57, "Air Installations Compatible Use Zones," November 8, 1977 (hereby cancelled) (b) DOD Directive 5134.01, "Under Secretary of Defense for Acquisition, Technology, and Logistics (USD(AT &L))," December 9, 2005 (c) DOD Directive 4165.06, "Real Property," October 13, 2004 (d) DOD Directive 3200.1.5, "Sustainment of Ranges and Operating Areas (OPAREAs)," January 10, 2003 (e) DOD Directive 5410.18, "Public Affairs Community Relations Policy," November 20, 2001. (f) DOD Instruction 4165.70, "Real Property Management," April 6, 2005 (g) DOD Instruction 4165.71, "Real Property Acquisition," January 6, 2005 (h) DOD Instruction 4165.72, "Real Property Disposal," December 21, 2007 (i) Unified Facilities Criteria 3- 260 -01, "Airfield and Heliport Planning and Design," November 17, 2008 (j} Part 77 of title 14, Code of Federal Regulations (k) Federal Interagency Committee on Urban Noise, "Guidelines for Considering Noise In Land Use Planning and Control," June 1980 (1) Federal Interagency Committee on Noise, "Federal Agency Review of Selected Airport Noise Analysis Issues," August 1992 (m) Federal Highway Administration, "Standard Land Use Coding Manual," January 1965 (n) DOD Instruction 4715.13, "DOD Noise Program," November 1.5, 2005 (o) Department of Defense Noise Working Group, "Improving Aviation Noise Planning, Analysis, and Public Communication with Supplemental Metrics," December 2009 (p) Sections 2391(b)(1), 2684a of title 10, United States Code (q) DOD Directive 3030.01, "Office of Economic Adjustment," March 5, 2006 (r) DOD Instruction 3030.3, "Joint Land Use Study (JLUS) Program," July 13, 2004 Appendix B 2011 DOD Instruction for AICUZ Programs B -6 ENCLOSURE 2 1. DEPUTY UNDER SECRETARY OF DEFENSE FOR INSTALLATIONS AND ENVIRONMENT (DUSD(I &E )). The DUSD(I &E), under the authority, direction, and control of the Under Secretary of Defense for Acquisition, Technology, and Logistics, shall: a. Provide general oversight over the AICUZ program. b. Provide additional guidance as necessary. 2. HEADS OF THE DOD COMPONENTS. The Heads of the DOD Components shall: a. Develop, implement, and maintain an AICUZ program for each air installation. b. Ensure that each air installation conducts and maintains an AICUZ study. c. Develop AICUZ for DoD- controlled joint military - civilian use airfields. d. Provide education and training for air installation leadership on aircraft noise and safety, land use compatibility, and community engagement. e. Acquire, manage, and dispose of real property interests associated with the AICUZ program consistent with DoDIs 4165.70, 4165.71, and 4165.72 (References (f), (g), and (h)). f. Review and approve AICUZ studies and updates for each air installation. Appendix B 2011 DOD Instruction for AICUZ Programs B -7 ENCLOSURE 3 Ionia��1�� :��y L GENERAL a. The DOD Components shall ensure that their air installations engage State and local governments and communities to foster compatible land use and to help local governments and communities better understand the nature of aircraft operations and procedures in and around the air installation. DOD Components shall ensure participation in local comprehensive planning processes, engage the community, and seek effective land use controls such as, but not limited to, AICUZ overlay zoning ordinances, planned unit developments, subdivision regulations, and height regulations. Other strategies to achieve compatibility include use of building codes, transfer development rights, real property acquisition, buffer lands and restrictive easement acquisition, and disclosure ordinances. b. Regional and local governments may not always have the authority to enact land use controls to achieve compatibility. In circumstances where incompatible development threatens the mission, acquisition of real property interests may be required to ensure compatibility. c. The DOD Components shall ensure that their air installations establish effective working relationships with State, tribal, and local governments, including local planning commissions, special purpose districts, regional and State agencies, airport land -use commissions, and other Federal agencies to communicate the objectives of the AICUZ program and operational requirements. This Instruction does not impose any requirements on members of the public or State or local governments, nor does it prescribe any specific course of action for these groups to take in dealing with the DOD on land -use questions. d. The DOD Components shall ensure that each of their air installations: (1) Address land use compatibility on and in the vicinity of the air installation where: (a) Aircraft operations may affect the public health, safety, or welfare. (b) Certain uses or structures may obstruct the airspace, attract birds, create electromagnetic or thermal interference, or produce dust, smoke, steam, or light emissions that may impact a pilot's vision, or otherwise be hazardous to or incompatible with aircraft operations. (2) Apply these compatible land use guidelines: (a) Limit concentrations of people and facilities in areas exposed to a higher risk from aircraft accidents. (b) Promote compatibility with the noise exposure from air installation operations. Appendix B 2011 DOD Instruction for AICUZ Programs B -8 (c) Promote restrictions on land uses and heights of natural objects and man -made objects in the vicinity of air installations that may obstruct the airspace, attract birds, cause electromagnetic or thermal interference, or produce dust, steam, smoke, or light emissions to provide for safety of flight and the public welfare. e. The DOD Components shall ensure that their air installations use the land area and height standards defined in the Unified Facilities Criteria 3- 260 -01 (Reference (i)) for purposes of identifying airspace obstructions and potential land use compatibility issues in accordance with part 77 of title 14, Code of Federal Regulations (Reference (j)). 2. AICUZ STUDY CONTENT a. An AICUZ study shall include: (1) A description of the aircraft noise and aircraft accident potential environment around the air installation for existing operations. (2) A description of the long -term (5 -10 year) aircraft noise and accident potential environment for projected aircraft operations that is consistent with the planning horizon used by State, tribal, regional, and local planning bodies. (3) Recommendations for achieving compatible land use development considering aircraft noise, accident potential, bird or wildlife aircraft strike hazard (BASH), electromagnetic interference, dust, steam, smoke or light emissions, and heights of natural and man -made objects near the air installation that affect flight safety within the air installation's environs. (4) Identification of existing and potential incompatible land uses. b. Land use compatibility determinations concerning aircraft noise shall be derived from the Federal Interagency Committee on Urban Noise, "Guidelines for Considering Noise In Land Use Planning and Control" (Reference (k)) and as endorsed by the Federal Interagency Committee on Noise (FICON) in the "Federal Agency Review of Selected Airport Noise Analysis Issues" (Reference (1)). c. The Federal Highway Administration's Standard Land Use Coding Manual (SLUCM) (Reference (m)) shall be used for a standard descriptor of land uses. The SLUCM standards, including their codes and sub - codes, provide planners with detailed information describing specific land use categories. Based on the SLUCM codes, land use compatibility guidelines for Clear Zones and Accident Potential Zones (APZs) (as defined in Glossary and discussed in paragraph 3.f. of this enclosure) are shown in Appendix 1 to this enclosure. Suggested land use compatibility guidelines in aircraft noise zones are shown in Appendix 2. Additions to some land use categories have been incorporated into Tables 1 and 2 of Appendix 2 subsequent to issuance of the SLUCM to reflect additional land uses and to clarify the categorization of certain uses. Appendix B 2011 DOD Instruction for AICUZ Programs B -9 d. Areas of critical concern beyond the AICUZ footprint may be established. a. Areas immediately beyond the ends of runways possess a measurably higher potential for aircraft accidents. For this reason, development should be restricted to certain types of land uses and densities. b. Land use compatibility for APZs is founded on the concept of minimizing density of land use in the vicinity of air installations. In addition to limiting density, certain types of land uses such as residential development, educational facilities, and medical facilities are considered incompatible and are strongly discouraged in APZs. Appendix 2 to this enclosure provides a detailed land use compatibility matrix for local governments as well as DOD personnel for on- base planning. Table 1 of Appendix 2 provides land use compatibility recommendations for the Clear Zones and APZs I and II. To assist local governments in implementing land use controls in APZs, recommended floor area ratios (FAR) are provided for select commercial uses. c. DOD fixed -wing runways are separated into two types, Class A and Class B, for the purpose of defining aircraft accident potential areas. d. Specific details on runway types can be found in Reference (i). e. The descriptions of APZ boundaries in Appendix 1 to this enclosure are guidelines only. Their strict application would increase the safety of the general public but would not provide complete protection against the effects of aircraft accidents. Where it is desirable to restrict the density of development of an area, it is not usually possible to state that one density is safe and another is not. Air installations should work to create the greatest degree of safety that can be reasonably attained based on local circumstances. Local situations may differ significantly from the assumptions and data upon which these guidelines are based and may require individual study. 4. APZS AND CLEAR ZONES FOR FIXED -WING AIRCRAFT a. A Clear Zone is required at the ends of all active DOD runways. b. APZs maybe modified: (1) Where multiple flight tracks exist and significant numbers of aircraft operations are on multiple flight tracks, modifications may be made to create APZs that conform to the multiple flight tracks. Appendix B 2011 DOD Instruction for AICUZ Programs B -10 (2) Where most aircraft do not overfly the APZs, modifications may be made to alter the straight APZs shown in Appendix 2 to this enclosure and adjust them to conform to the actual lines of flight. (3) Where other unusual conditions exist, modifications may be made to alter APZs as necessary. • •' ' • . • Mil VA I R • All a. The dimension of Clear Zones for rotary -wing runways and helipads for visual and standard instrument flight rules (IFR) operations is 400 feet long (the width can vary). The Clear Zone length for Army and Air Force IFR same direction ingress and egress is 825 feet. b. The dimension of APZs for rotary -wing runways and helipads is 800 feet long. c. The dimensions for APZs and Clear Zones for rotary -wing runways and helipads are discussed in greater detail in Reference (i). a. General (1) Long -term land use compatibility with noise resulting from the operation of military aircraft should minimize the effects on people, animals (domestic and wild), and structures on or in proximity to air installations. Appendix 3 to this enclosure provides a detailed land use compatibility matrix for DOD Component personnel to use for on -base planning and to engage with local governments to foster compatible land use development. Table 2 of Appendix 2 provides land use compatibility recommendations based on SLUCM codes and day -night average sound level (DNL) or community noise equivalent level (CNEL) noise areas on and around air installations. (2) The A- weighted day -night average sound level (ADNL) noise descriptor shall be used to describe the aircraft noise environment around air installations, except in California, where the CNEL descriptor shall be used to describe the aircraft noise environment. If laws require some other aircraft noise descriptor, it may be used in addition to, or as a substitute for, ADNL. Supplemental noise metrics may also be used to augment the ADNL or CNEL analysis as noted by the FICON in Reference (k). Since land use compatibility guidelines are based on yearly average noise levels, aircraft noise contours should be developed based on average annual day (AAD) operations. However, where the DOD Component determines that AAD does not adequately represent the aircraft noise impacts at a particular air installation, average busy day (ABD) operations can be used with supporting rationale. b. Reducing Noise Impacts. Reasonable, economical, and practical measures shall be taken to reduce and control the generation of aircraft noise from flying and flying- related activities. Appendix B 2011 DOD Instruction for AICUZ Programs B -11 Typical measures normally include siting of engine test and run -up facilities in remote areas when practical, use of sound suppression equipment, and adjustment of aircraft flight paths to avoid developed areas when such adjustment can be accomplished safely and without significant impairment of operational effectiveness. c. Plotting Aircraft Noise Contours (1) As a minimum, contours for DNL 65, 70, 75, 80, and 85 shall be plotted on maps for Air Force, Navy, and Marine Corps air installations as part of AICUZ studies. The Army shall apply Operational Noise Management Program DNL designations of 60 -65, 65 -75, and greater than 75 at its air installations. Contours below 65 DNL are not required but may be provided if local conditions warrant discussion of lower aircraft noise levels, such as in rural and desert areas, or where significant noise complaints have been received from areas outside DNL 65 contours. (2) Utilize guidance and noise assessment and management techniques from the DOD Noise Program in accordance with DoDI 471.5.13 (Reference (n)) to support the AICUZ program. (3) Supplemental noise metrics may be used to augment DNL and CNEL noise analyses to provide additional information to describe the noise environment in the vicinity of air installations. A detailed discussion of supplemental metrics and their application can be found in the DOD Noise Working Group's "Improving Aviation Noise Planning, Analysis, and Public Communication with Supplemental Metrics" (Reference (o)). 7. AICUZ UPDATES. Land use planning involves long -range strategies to influence present and future uses of lands. Frequent AICUZ updates and changes in land use recommendations can undermine the neighboring community's willingness to incorporate DOD Component recommendations into local comprehensive plans or to enact land use controls. AICUZ study recommendations should be based on best available, realistic long -range projections of air installation operations in support of local, State, and regional government land use planning objectives. Examples of when AICUZ updates should be undertaken include major mission changes, increases in nighttime flying (flights between 10:00 p.m. and 7:00 a.m.), basing of significant numbers of additional or a new type of aircraft, and base realignment affecting flying operations. UISITION OF INTERESTS IN LANDS a. When local development regulations do not provide sufficient protection for aircraft operations (e.g., preventing incompatible development or airspace obstructions), the DOD Component shall consider the acquisition of necessary real property interests. Appendix B 2011 DOD Instruction for AICUZ Programs B -12 (1) Ownership in fee or of an appropriate restrictive use easement within the Clear Zone is preferred, unless State and local government development regulations will clearly have long- term effectiveness or acquisition is not practicable. (2) The acquisition of restrictive use easements or interests in land outside the Clear Zone, such as APZs and noise zones, should only be pursued when State and local governments are unwilling or unable to enact land use controls to achieve land use compatibility in accordance with AICUZ guidelines and the operational integrity of the air installation is manifestly threatened. Acquisition of interests in land may also be pursued in such circumstances where long -term land use controls are considered to be ineffective and the DOD Component determines all possibilities of achieving compatible use zoning, or similar protection, have been exhausted. b. Acquisition of real property interests shall follow the policy and procedures in References (c) and (f). Acquisition of real property interests from willing sellers pursuant to agreements with non - Federal governmental agencies and non - governmental organizations, authorized by section 2684a of title 10, United States Code (Reference (p)), can be an effective means of preserving compatible land uses. c. For real property acquisitions, in accordance with paragraph 4.c. above the signature of this Instruction, these types of rights should be considered, as appropriate: with: (1) To make low and frequent flights over the land and to generate noises associated (a) Aircraft in flight, whether or not while directly over the land. (b) Aircraft and aircraft engines operating on the ground at the installation. (c) Aircraft engine test stand, test cell, and hush -house operations at the installation. (2) To prohibit or limit the release into the air of any substance that would impair the visibility or otherwise interfere with the operations of aircraft, such as, but not limited to, steam, dust, and smoke. (3) To prohibit or limit light emissions, either direct or indirect (reflective), visible or invisible, including lasers, that might interfere with pilot vision or performance of instruments, equipment and weapons systems. (4) To prohibit electromagnetic emissions that would interfere with aircrew, aircraft, aircraft sensors, aircraft communications systems, or aircraft navigational equipment. (5) To prohibit any use of the land that would unnecessarily attract birds, such as, but not limited to, operation of sanitary landfills, maintenance of feeding stations, or growing of certain types of vegetation attractive to birds. (6) To prohibit and remove any buildings or other non - frangible structures. Appendix B 2011 DOD Instruction for AICUZ Programs B -13 (7) To top, cut to ground level, and to remove trees, shrubs, brush, or other forms of obstructions that the DOD Component determines might interfere with the operation of aircraft, including emergency landings. (8) To ingress and egress upon, over, and across the land for the purpose of exercising the rights acquired or retained. (9) To post signs on the land indicating the nature and extent of the Government's control over it. (10) To prohibit land uses other than: (a) Agriculture (except such uses that would attract birds or waterfowl). (b) Livestock grazing (except managed intensive grazing, concentrated animal feeding operations, feedlots, dairy herds, and intensive animal husbandry). (c) Permanent open space (open space recreational use shall conform to the compatibility guidelines in Appendix 2 of this enclosure). (d) Existing water areas. (e) Rights -of -way for fenced highways, without sidewalks or bicycle trails. (f) Rights -of -way for railroads without terminals or platforms so long as rail traffic does not extend into the flight path. (g) Communications and utility rights -of -way, provided all facilities are at or below grade. (11) To prohibit entry of persons onto the land except in connection with activities otherwise authorized. flight. (12) To control the height of structures to ensure that they do not become a hazard to (13) To install airfield lighting and navigational aids. d. When disposal of non -DoD Federal property at or in the vicinity of an air installation will impact its mission, the Military Department exercising real property accountability for the air installation will seek to have the disposal agency retain compatible land use easements over the property to be disposed of for the benefit of the air installation. Appendix B 2011 DOD Instruction for AICUZ Programs B -14 DoDI4165.57, May 2, 2011 M6 a. The Office of Economic Adjustment (OEA) administers the JLUS Program pursuant to section 2391(b)(1) of Reference (p) and in accordance with DODD 3030.01 (Reference (c)) and DOM 3030.3 (Reference (r)) to promote consistent ongoing compatible use and outreach programs between installations and local communities. b. Each time an AICUZ is updated, the DOD Components shall consider whether further engagement with the neighboring local communities is needed through a JLUS to preserve the operational utility of the air installation. 14 ENCLOSURE 3 Appendix B 2011 DOD Instruction for AICUZ Programs B -15 Fagg NO 01 KIM 0 ILU BIRIN • ' Fdyi[•i0117 wi`►t1DLy Guidelines for runway APZs and Clear Zones are depicted in the Figure. Figure. Runway APZs and Clear Zones t uillfi NOTES: "- on Navy C! r, one Shape AP'Z I I L t 1. Class B runway Clear Zones are rectangular in shape, with the width of 1000 feet for Department of Army airfields and 3000 feet for Department of Air Force airfields. Class B runway Clear Zones for Department of Navy airfields are trapezoidal in shape following the established approach and departure surface and width of the primary surface for existing runways and new runway construction. 2. Depictions of APZs in the figure are a nominal representation. Flight tracks may depart the runway centerline before the end of the Clear Zone. APZs for Class A or Class B runways can follow major flight paths including curved flight paths based on Military Service analysis. 3. The APZ I and APZ II width for a Class B runway at Department of Air Force and Department of Navy airfields is 3000 feet and is 1000 feet for a Class B runway at Department of Army airfields. Appendix B 2011 DOD Instruction for AICUZ Programs B -16 Inaps7JimIyellaDa Wo`► 11o1 •Ly Kam owl IIn Inv 1►•�1► /_�yi� Suggested land use compatibility guidelines in the Clear Zone and APZs are shown in Table 1. Additions to some land use categories have been incorporated into Table 1 subsequent to issuance of the SLUCM to reflect additional land uses and to clarify the categorization of certain uses. The compatible land use recommendations for the Clear Zone and APZs are provided for local governments as well as DOD personnel for on -base planning. Table 1. Land Use Compatibility in APZs SLUCM LAND USE NAME CLEAR ZONE APZ-1 APZ -II DENSITY NO. Recommendation' Recommendation' Recommendation' Recommendation' to Residential 11 Household Units 11.11 Single units: detached N N Y 2 Maximum density of 2 Du/Ac 11.12 Single units: semi - detached N N N 11.13 Single units: attached row N N N 11.21 Two units: side -by -side N N N 11.22 Two units: one above the N N N other 11.31 Apartments: walk -up N N N 11.32 Apartment: elevator N N N 12 1 Group quarters N N N 13 Residential hotels N N N 14 Mobile home parks or courts N N N 15 Transient lodgings N N N 16 Other residential N N N 24 1 Ianufaeturing s 21 Food and kindred products; N N Y Maximum FAR -------manufacturing 0.56 IN APZ II 22 Textile mill products; N N Y Maximum FAR manufacturing 0.56 IN APZ II 23 Apparel and other finished N N N products; products made from fabrics, leather and similar materials; manufacturing 24 Lumber and wood products N Y Y Maximum FAR of (except furniture); 0.28 in APZ I & manufacturing 0.56 in APZ II 25 Furniture and fixtures; N Y Y Maximum FAR of manufacturing 0.28 in APZ I & 0.56 in APZ I1 26 Paper and allied products; N Y Y Maximum FAR of manufacturing 0.28 in APZ I & 0.56 in APZ II 27 Printing, publishing, and N Y Y Maximum FAR of allied industries 0.28 in APZ I & 0.56 in APZ II 28 Chemicals and allied N N N products; manufacturing Appendix B 2011 DOD Instruction for AICUZ Programs B -17 Table 1. Land Use Compatibility in A:PZs, Continued SLUCM LAND USE NAME CLEAR ZONE APZ -I APZ -II DENSITY NO. Recommendation' Recommendation' Recommendation' Recommendation' 20 Manufacturing' (continued) 29 Petroleum refining and N N N related industries 30 Manufaeturings (continued) 31 Rubber and miscellaneous N N N plastic products; manufacturing 32 Stone, clay, and glass N N Y Maximum FAR products; manufacturing 0.56 in APZ II 33 Primary metal products; N N Y Maximum FAR manufacturing 0.56 in APZ II 34 Fabricated metal products; N N Y Maximum FAR manufacturing 0.56 in APZ II 35 Professional, scientific, N N N and controlling instruments; photographic and optical goods; watches and clocks 39 Miscellaneous N Y Y Maximum FAR of manufacturing 0.28 in APZ I & 0.56 in APZ II 40 Transportation, communication, and utilities 3' 4 41 Railroad, rapid rail transit, N Y6 Y Maximum FAR of and street railway 0.28 in APZ I & transportation 0.56 in APZ II 42 Motor vehicle N Y6 Y Maximum FAR of transportation 0.28 in APZ I & 0.56 in APZ II 43 Aircraft transportation N Y6 Y Maximum FAR of 0.28 in APZ I & 0.56 in APZ II 44 Marine craft transportation N Y6 Y Maximum FAR of 0.28 in APZ I & 0.56 in APZ II 45 Highway and street right- Y Y Y Maximum FAR of of -way 0.28 in APZ I & 0.56 in APZ II 46 Automobile parking N Y6 Y Maximum FAR of 0.28 in APZ I & 0.56 in APZ II 47 Communication N Y6 Y Maximum FAR of 0.28 in APZ I & 0.56 in APZ TI 48 Utilities N Y6 Y Maximum FAR of 0.28 in APZ I & 0.56 in APZ II 48.5 Solid waste disposal N N N (landfills, incinerators, etc.) 49 Other transportation, N Y Y See Note 6 below communication, and utilities 50 Trade 51 Wholesale trade N Y Y Maximum FAR of 0.28 in APZ I & .56 in APZ II Appendix B 2011 DOD Instruction for AICUZ Programs B -18 Table 1. Land Use Compatibility in APZs, Continued SLUCM LAND USE NAME CLEAR ZONE APZ -I APZ -II Density NO. Recommendation' Recommendation' Recommendation' Recommendation' 50 Trade (,continued) 52 Retail trade — building N Y Y See Note 8 below materials, hardware and farm equipment 53 Retail trade — including N N Y Maximum FAR shopping centers, discount of 0.16 in APZ II clubs, home improvement stores, electronics superstores, etc. 54 Retail trade — food N N Y Maximum FAR of 0.24 in APZ II 55 Retail trade — automotive, N Y Y Maximum FAR marine craft, aircraft, and of 0.14 in APZ I accessories & 0.28 in APZ II 56 Retail trade — apparel and N N Y Maximum FAR accessories of 0.28 in APZ II 57 Retail trade — furniture, N N Y Maximum FAR home, furnishings and of 0.28 in APZ II equipment 58 Retail trade — eating and N N N drinking establishments 59 Other retail trade N N Y Maximum FAR of 0.1.6 in APZ II 60 Services to 61 Finance, insurance and real N N Y Maximum FAR estate services of 0.22 in APZ II 62 Personal services N N Y Office uses only. Maximum FAR of 0.22 in APZ 11. 62.4 Cemeteries N Y11 Y11 63 Business services (credit N N Y Maximum FAR reporting; mail, of 0.22 in APZ II stenographic, reproduction; advertising) 63.7 Warehousing and storage N Y Y Maximum FAR services 12 of 1.0 in APZ I; 2.0 in APZ II 64 Repair Services N Y Y Maximum FAR of 0.11 APZ I; 0.22 in APZ II 65 Professional services N N Y Maximum FAR of 0.22 in APZ II 65.1 Hospitals, nursing homes N N N 65.1 Other medical facilities N N N 66 Contract construction N Y Y Maximum FAR services of 0.11 APZ I; 0.22 in APZ II 67 Government Services N N Y Maximum FAR of 0.24 in APZ 11 68 Educational services N N N 68.1 Child care services, child N N N development centers, and nurseries Appendix B 2011 DOD Instruction for AICUZ Programs B -19 Table 1. Land Use Compatibility in A:PZs, Continued SLUCM LAND USE NAME CLEAR ZONE APZ -I APZ -II Density NO. Recommendation' Recommendation' Recommendation' Recommendation' 60 Services 10 (continued) 69 Miscellaneous N N Y Maximum FAR of 0.22 in APZ II 69.1 Religious activities N N N 70 Cultural; entertainment and recreational 71 Cultural activities N N N 71.2 Nature exhibits N Y Y 72 Public assembly N N N 72.1 Auditoriums, concert halls N N N 72.11 Outdoor music shells, N N N amphitheaters 72.2 Outdoor sports arenas, N N N spectator sports 73 Amusements — fairgrounds, N N Y miniature golf, driving ranges; amusement parks, etc. 74 Recreational activities N Y13 Yt3 Maximum FAR (including golf courses, of 0.11 in APZ I; riding stables, water 0.22 in APZ II recreation) 75 Resorts and group camps N N N 76 Parks N Y13 Yt3 Maximum FAR of 0.11 in APZ I; 0.22 in APZ II 79 Other cultural, entertainment N Y 1 Y1 Maximum FAR and recreation of 0.11 in APZ I; 0.22 in APZ II 80 Resource production and extraction 81 Agriculture (except live Y Y14 Yi4 stock) 81.5, Livestock farming and N Y Y 14,15 81.7 breeding 82 Agriculture related activities N Y14 Y14 Maximum FAR of 0.28 in APZ I; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives 83 Forestry activities 16 N Y Y Maximum FAR of 0.28 in APZ I; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives 84 Fishing activities 17 N17 Y Y Maximum FAR of 0.28 in APZ I; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives Appendix B 2011 DOD Instruction for AICUZ Programs B -20 Table 1. Land Use Compatibility in A:PZs, Continued SLUCM LAND USE NAME CLEAR ZONE APZ -I APZ -II Density NO. Recommendation' Recommendation' Recommendation' Recommendation' 80 Resource production and extraction (continued) 85 Mining activities'8 N Y1 Y1 Maximum FAR of 0.28 in APZ I; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives 89 Other resource production or N Y Y Maximum FAR extraction of 0.28 in APZ 1; 0.56 in APZ II, no activity which produces smoke, glare, or involves explosives 90 Other 91 Undeveloped land Y Y Y 93 Water areas19 N19 N19 N19 KEY TO TABLE 1 — LAND USE COMPATIBILITY IN APZS SLUCM — Standard Land Use Coding Manual, U.S. Department of Transportation Y (Yes) — Land uses and related structures are normally compatible without restriction N (No) — Land use and related structures are not normally compatible and should be prohibited. Yx — Yes with restrictions. The land uses and related structures are generally compatible. However, see notes indicated by the superscript. Nx — No with exceptions. The land uses and related structures are generally incompatible. However, see notes indicated by the superscript. FAR — Floor Area Ratio. A floor area ratio is the ratio between the square feet of floor area of the building and the gross site area. It is customarily used to measure non - residential intensities. Du /Ac — Dwelling Units an Acre. This is customarily used to measure residential densities. NOTES FOR TABLE 1 — LAND USE COMPATIBILITY IN APZS 1. A "Yes" or a "No" designation for compatible land use is to be used only for general comparison. Within each, uses exist where further evaluation may be needed in each category as to whether it is clearly compatible, normally compatible, or not compatible due to the variation of densities of people and structures. In order to assist air installations and local governments, general suggestions as to FARs are provided as a guide to density in some categories. In general, land use restrictions that limit occupants, including employees, of commercial, service, or industrial buildings or structures to 25 an acre in APZ I and 50 an acre in APZ II are considered to be low density. Outside events should normally be limited to assemblies of not more that 25 people an acre in APZ I, and maximum assemblies of 50 people an acre in APZ IL Recommended FARs are calculated using standard parking generation rates for various land uses, vehicle occupancy rates, and desired density in APZ I and II. For APZ I, the formula is FAR = 25 people an acre /(Average Vehicle Occupancy x Average Parking Rate x (43560/1000)). The formula for APZ II is FAR= 50 /(Average Vehicle Occupancy x Average Parking Rate x (43560/1000)). Appendix B 2011 DOD Instruction for AICUZ Programs B -21 Table 1. Land Use Compatibility in A:PZs, Continued NOTES FOR TABLE 1 — LAND USE COMPATIBILITY IN APZS 2. The suggested maximum density for detached single family housing is two Du/Ac. In a planned unit development (PUD) of single family detached units where clustered housing development results in large open areas, this density could possibly be increased slightly provided the amount of surface area covered by structures does not exceed 20 percent of the PUD total area. PUD encourages clustered development that leaves large open areas. 3. Other factors to be considered: Labor intensity, structural coverage, explosive characteristics, air - pollution, electronic interference with aircraft, height of structures, and potential glare to pilots. 4. No structures (except airfield lighting and navigational aids necessary for the safe operation of the airfield when there are no other siting options), buildings, or above - ground utility and communications lines should normally be located in Clear Zone areas on or off the air installation. The Clear Zone is subject to the most severe restrictions. 5. Rights -of -way for fenced highways, without sidewalks or bicycle trails, are allowed. 6. No above ground passenger terminals and no above ground power transmission or distribution lines. Prohibited power lines include high - voltage transmission lines and distribution lines that provide power to cities, towns, or regional power for unincorporated areas. 7. Development of renewable energy resources, including solar and geothermal facilities and wind turbines, may impact military operations through hazards to flight or electromagnetic interference. Each new development should to be analyzed for compatibility issues on a case -by -case basis that considers both the proposal and potentially affected mission. 8. Within SLUCM Code 52, maximum FARs for lumberyards (SLUCM Code 52 1) are 0.20 in APZ -I and 0.40 in APZ -11. For hardware, paint, and farm equipment stores, SLUCM Code 525, the maximum FARs are 0.12 in APZ I and 0.24 in APZ 11. 9. A shopping center is an integrated group of commercial establishments that is planned, developed, owned, or managed as a unit. Shopping center types include strip, neighborhood, community, regional, and super - regional facilities anchored by small businesses, a supermarket or drug store, discount retailer, department store, or several department stores, respectively. Included in this category are such uses as big box discount clubs, home improvement superstores, office supply superstores, and electronics superstores. The maximum recommended FAR for SLUCM 53 should be applied to the gross leasable area of the shopping center rather than attempting to use other recommended FARs listed in Table 1 under Retail or Trade. 10. Ancillary uses such as meeting places, auditoriums, etc., are not recommended. 11. No chapels or houses of worship are allowed within APZ I or APZ II. 12. Big box home improvement stores are not included as part of this category. 13. Facilities must be low intensity, and provide no playgrounds, etc. Facilities such as club houses, meeting places, auditoriums, large classes, etc., are not recommended. 14. Livestock grazing is a compatible land use, but feedlots and intensive animal husbandry are excluded. Activities that attract concentrations of birds creating a hazard to aircraft operations should be excluded. 15. Feedlots and intensive animal husbandry are included as compatible land uses. Appendix B 2011 DOD Instruction for AICUZ Programs B -22 DoDI4165.57, May 2, 2011 Table 1. Land Use Compatibility in APZs, Continued NOTES FOR TABLE 1 — LAND USE COMPATIBILITY IN APZS 16. Lumber and timber products removed due to establishment, expansion, or maintenance of Clear Zone lands owned in fee will be disposed of in accordance with applicable DoD guidance. 17. Controlled hunting and fishing may be permitted for the purpose of wildlife management. 18. Surface mining operations that could create retention ponds that may attract waterfowl and present bird/wildlife aircraft strike hazards (BASH), or operations that produce dust or light emissions that could affect pilot vision are not compatible. 19. Naturally occurring water features (e.g., rivers, lakes, streams, wetlands) are pre - existing, nonconforming land uses. Naturally occurring water features that attract waterfowl present a potential BASH. Actions to expand naturally occurring water features or construction of new water features should not be encouraged. If construction of new features is necessary for storm water retention, such features should be designed so that they do not attract water fowl. 22 APPENDIX 2 TO ENCLOSURE 3 Appendix B 2011 DOD Instruction for AICUZ Programs B -23 IN =610y My 1.1►1IlaaW001 -1161 [K•7►/i7WAVII H INN fia10904lMM06l9hfy Suggested land use compatibility guidelines in noise zones are shown in Table 2. Additions to some land use categories have been incorporated into Table 2 subsequent to issuance of the SLUCM to reflect additional land uses and to clarify the categorization of certain uses. The land use compatibility recommendations are provided for local governments as well as DOD personnel for on -base planning. Table 2. Land Use Compatibility in Noise Zones LAND USE SUGGESTED LAND USE COMPATIBILITY SLUCM NO. LAND USE NAME DNL or CNEL 65 -69 DNL or CNEL 70 -74 DNL or CNEL 75 -79 DNL or CNEL 80 -84 DNL or CNEL 85+ 10 Residential Ni Ni N N N 11 Household units N 1 N 1 N N N 11.11 Single units: detached Ni Ni N N N 11.12 Single units: semidetached Ni Ni N N N 11.13 Single units: attached row Ni Ni N N N 11.21 Two units: side-by-side Ni Ni N N N 11.22 Two units: one above the other Ni Ni N N N 11.31 Apartments: walk-up Ni Ni N N N 11.32 Apartment: elevator Ni Ni N N N 12 Group quarters Ni Ni N N N 13 Residential hotels Ni Ni N N N 14 Mobile home parks or courts N N N N N 15 Transient lodgings Ni Ni N' N N 16 Other residential Ni Ni N N N 20 Manufacturing' 21 Food and kindred products; manufacturing Y YZ Y3 Y4 N 22 Textile mill products; manufacturing Y Y2 Y3 Y4 N 23 Apparel and other finished products; products made from fabrics, leather, and similar materials; manufacturing Y Y2 Y3 Y4 N 24 Lumber and wood products (except furniture); manufacturing Y Y2 Y3 Y4 N 25 Furniture and fixtures; manufacturing Y Y2 Y3 Y4 N 26 Paper and allied products; manufacturing Y Y2 Y3 Y4 N 27 Printing, publishing, and allied industries Y Y2 Y3 Y4 N Appendix B 2011 DOD Instruction for AICUZ Programs B -24 Table 2. Land Use Compatibility in Noise Zones, Continued Land Use Suggested Land Use Compatibility SLUCM LAND USE NAME DNL or DNL or DNL or DNL or DNL or NO. CNEL CNEL CNEL CNEL CNEL 65 -69 70 -74 75 -79 80 -84 85+ 20 Manufacturing (continued) 28 Chemicals and allied products; Y Y2 Y3 Y4 N manufacturing 29 Petroleum refining and related Y Y2 Y3 Y4 N industries 30 Manufacturing (continued) 31 Rubber and misc. plastic Y Y2 Y3 Y4 N products; manufacturing 32 Stone, clay and glass products; Y Y2 Y3 Y4 N manufacturing 33 Primary metal products; Y Y2 Y3 Y4 N manufacturing 34 Fabricated metal products; Y Y2 Y3 Y4 N manufacturing 35 Professional scientific, and Y 25 30 N N controlling instruments; photographic and optical goods; watches and clocks 39 Miscellaneous manufacturing Y Y2 Y3 Y4 N 40 Transportation, communication and utilities 41 Railroad, rapid rail transit, and Y Y2 Y3 Y4 N street railway transportation 42 Motor vehicle transportation Y Y2 Y 3 Y4 N 43 Aircraft transportation Y Y2 Y3 Y4 N 44 Marine craft transportation Y Y2 Y3 Y4 N 45 Highway and street right -of- Y Y Y Y N way 46 Automobile parking Y Y Y Y N 47 Communication Y 255 305 N N 48 Utilities Y Yz Y3 Y4 N 49 Other transportation, Y 255 305 N N communication and utilities 50 'Trade 51 Wholesale trade Y YZ Y3 Y4 N 52 Retail trade — building Y 25 30 Y4 N materials, hardware and farm equipment 53 Retail trade — including Y 25 30 N N shopping centers, discount clubs, home improvement stores, electronics superstores, etc. 54 Retail trade — food Y 25 30 N N Appendix B 2011 DOD Instruction for AICUZ Programs B -25 Table 2. Land Use Compatibility in Noise Zones, Continued Land Use Suggested Land Use Compatibility SLUCM NO. LAND USE NAME DNL or CNEL 65- 69 DNL or CNEL 70 -74 DNL or CNEL 75 -79 DNL or CNEL 80 -84 DNL or CNEL 85+ 50 55 Trade Continued Retail trade — automotive, marine craft, aircraft and accessories Y 25 30 N N 56 Retail trade — apparel and accessories 57 Retail trade — furniture, home, furnishings and equipment 58 Retail trade — eating and drinking establishments Y 25 30 N N 59 Other retail trade Y 25 30 N N 60 Services 61 Finance, insurance and real estate services Y 25 30 N N 62 Personal services Y 25 30 N N 62.4 Cemeteries Y Y2 Y3 Y4°" Y6 °" 63 Business services Y 25 30 N N 63.7 Warehousing and storage Y Y2 Y3 Y4 N 64 Repair services Y Y2 Y3 Y4 N 65 Professional services Y 25 30 N N 65.1 Hospitals, other medical facilities 25 30 N N N 65.16 Nursing homes N' N' N N N 66 Contract construction services Y 25 30 N N 67 Government services Y' 25 30 N N 68 Educational services 25 30 N N N 68.1 Child care services, child development centers, and nurseries 25 30 N N N 69 Miscellaneous Y 25 30 N N 69.1 Religious activities Y 25 30 N N 70 Cultural, entertainment and recreational. 71 Cultural activities (& churches 25 30 N N N 71.2 Nature exhibits Y' N N N N 72 Public assembly Y N N N N 72.1 Auditoriums, concert halls 25 30 N N N 72.11 Outdoor music shells, amphitheaters N N N N N 72.2 Outdoor sports arenas, spectator sports Y7 Y7 N N N 73 Amusements Y Y N N N Appendix B 2011 DOD Instruction for AICUZ Programs B -26 Table 2. Land Use Compatibility in Noise Zones, Continued Land Use Suggested Land Use Compatibility SLUCM DNL or DNL or DNL or DNL or DNL or NO. LAND USE NAME CNEL 65- CNEL CNEL CNEL CNEL 69 70 -74 75 -79 80 -84 85+ 70 Cultural, entertainment and recreational continued 74 Recreational activities Y 25 30 N N (including gold courses, riding stables, water recreation 75 Resorts and group camps Y 25 N N N 76 Parks Y 25 N N N 79 Other cultural, Y 25 N N N entertainment and recreation 80 Resource production and extraction 81 Agriculture (except live Y8 Y9 Ylo Y10,11 Y10,11 stock 81.5 Livestock fanning Y8 Y9 N N N 81.7 Animal breeding Y8 Y9 N N N 82 Agriculture related activities Y8 Y9 Yio Y10,11 Y10,11 83 Forestry activities Y8 Y9 Yio Y10,11 Y10,11 84 Fishing activities Y Y Y Y Y 85 Mining activities Y Y Y Y Y 89 Other resource production Y Y Y Y Y or extraction KEY TO TABLE 2 — LAND USE COMPATIBILITY IN NOISE ZONES SLUCM — Standard Land Use Coding Manual, U.S. Department of Transportation Y (Yes) — Land use and related structures compatible without restrictions. N (No) — Land use and related structures are not compatible and should be prohibited. YX — Yes with restrictions. The land use and related structures generally are compatible. However, see note(s) indicated by the superscript. NX — No with exceptions. The land use and related structures are generally incompatible. However, see note(s) indicated by the superscript. 25, 30, or 35 — The numbers refer to noise level reduction (NLR) levels. NLR (outdoor to indoor) is achieved through the incorporation of noise attenuation into the design and construction of a structure. Land use and related structures are generally compatible; however, measures to achieve NLR of 25, 30, or 35 must be incorporated into design and construction of structures. However, measures to achieve an overall noise reduction do not necessarily solve noise difficulties outside the structure and additional evaluation is warranted. Also, see notes indicated by superscripts where they appear with one of these numbers. DNL — Day -Night Average Sound Level. CNEL — Community Noise Equivalent Level (normally within a very small decibel difference of DNL) Ldn — Mathematical symbol for DNL. Appendix B 2011 DOD Instruction for AICUZ Programs B -27 Table 2. Land Use Compatibility in Noise Zones, Continued NOTES FOR TABLE 2 — LAND USE COMPATIBILITY IN NOISE ZONES 1. General a. Although local conditions regarding the need for housing may require residential use in these zones, residential use is discouraged in DNL 65 -69 and strongly discouraged in DNL 70 -74. The absence of viable alternative development options should be determined and an evaluation should be conducted locally prior to local approvals indicating that a demonstrated community need for the residential use would not be met if development were prohibited in these zones. Existing residential development is considered as pre - existing, non - conforming land uses. b. Where the community determines that these uses must be allowed, measures to achieve outdoor to indoor NLR of at least 25 decibels (dB) in DNL 65 -69 and 30 dB in DNL 70 -74 should be incorporated into building codes and be considered in individual approvals; for transient housing, an NLR of at least 35 dB should be incorporated in DNL 75 -79. c. Normal permanent construction can be expected to provide an NLR of 20 dB, thus the reduction requirements are often stated as 5, 10, or 15 dB over standard construction and normally assume mechanical ventilation, upgraded sound transmission class ratings in windows and doors, and closed windows year round. Additional consideration should be given to modifying NLR levels based on peak noise levels or vibrations. d. NLR criteria will not eliminate outdoor noise problems. However, building location, site planning, design, and use of berms and barriers can help mitigate outdoor noise exposure particularly from ground level sources. Measures that reduce noise at a site should be used wherever practical in preference to measures that only protect interior spaces. 2. Measures to achieve NLR of 25 must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas, or where the normal noise level is low. 3. Measures to achieve NLR of 30 must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas, or where the normal noise level is low. 4. Measures to achieve NLR of 35 must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas, or where the normal noise level is low. 5. If project or proposed development is noise sensitive, use indicated NLR; if not, land use is compatible without NLR. 6. Buildings are not permitted. 7. Land use is compatible provided special sound reinforcement systems are installed. 8. Residential buildings require an NLR of 25 9. Residential buildings require an NLR of 30. Appendix B 2011 DOD Instruction for AICUZ Programs B -28 DoDI4165.57, May 2, 2011 Table 2. Land Use Compatibility in Noise Zones, Continued NOTES FOR TABLE 2 LAND USE COMPATIBILITY IN NOISE ZONES 10. Residential buildings are not permitted. 11. Land use that involves outdoor activities is not recommended, but if the community allows such activities, hearing protection devices should be worn when noise sources are present. Long -term exposure (multiple hours per day over many years) to high noise levels can cause hearing loss in some unprotected individuals. 28 APPENDIX 3 TO ENCLOSURE 3 Appendix B 2011 DOD Instruction for AICUZ Programs B -29 GLOSSARY PART I. ABBREVIATIONS AND ACRONYMS AAD average annual day AB average busy day ADNL A-weighted day-night average sound level AICUZ air installations compatible use zone APZ Accident Potential Zone BASH bird or wildlife aircraft strike hazard CNEL community noise equivalent level dB decibel DNL day-night average sound level DODD DOD Directive DoDl DOD Instruction Du/Ac dwelling units an acre FAR floor area ratio FICON Federal Interagency Committee on Noise IFR instrument flight rules JLUS joint land use study NLR noise level reduction OEA Office of Economic Adjustment PUD planned unit development SLUCM Standard Land Use Coding Manual PART 11. DEFINITIONS These terms and their definitions are for the purposes of this Instruction. A — weighted. An expression of the relative loudness of sounds in air as perceived by the human ear where the decibel values of sounds at low frequencies are reduced. By contrast, unweighted decibels make no correction for audio frequency. air installation. Fixed-wing and rotary-wing military airfields. Appendix B 2011 DOD Instruction for AICUZ Programs B-30 DoDI4165.57, May 2, 2011 APZ I. The area beyond the Clear Zone that possesses a significant potential for accidents. APZ IL The area beyond APZ I having a measurable potential for accidents. area of critical concern. An area within the airfield environment as defined by the DOD Component where land use controls may be desirable to protect long -term mission capability. The development of the final boundary of areas of critical concern shall also take into account natural and manmade features. Class A runway. A runway primarily intended for small, light aircraft and that does not have the potential for development for heavy or high performance aircraft use, or for which no foreseeable requirements for such use exists. Ordinarily, less than 10 percent of the operations at airfields with Class A runways involve aircraft in the Class B category and the runway(s) are less than 8,000 feet long. Class B runway. A runway primarily intended for high - performance and large, heavy aircraft. For example, runways that accommodate heavy aircraft or have the potential for development to heavy aircraft use. Clear Zone. A surface on the ground or water beginning at the runway end and symmetrical about the runway centerline extended. United States. The several States, the District of Columbia, the Commonwealths of Puerto Rico and the Northern. Mariana Islands, American. Samoa, Guam, Midway and Wake Islands, the United States Virgin Islands, any other territory or possession of the United States, and associated navigable waters, contiguous zones, and ocean waters of which the natural resources are under the exclusive management authority of the United States. 30 GLOSSARY Appendix B 2011 DOD Instruction for AICUZ Programs B -31 Appendix C Public Workshops and Comments C -1 OCTOBER 16, 2013 6:00 PM - 8:00 PM JOINT BASE SAN ANTONIO- RANDOLPH JOINT LAND USE STUDY PUBLIC WORKSHOP I GARDEN RIDGE COMMUNITY CENTER 9400 MUNICIPAL PARKWAY, GARDEN RIDGE, TX 78266 . ... . ......... ............ . .... .......... . ........ NAME TeLEp HO Or4E N E -MAIL ADDRESS, MAILING ADDRESS ' M C) (D E O O E 0 0 CL FOR IMMEDIATE MEDIA RELEASE: October 7, 2013 Public Workshop on Land Use Study around Joint Base San Antonio - Randolph The public is invited to participate in a presentation and round table discussion of the Joint Land Use Study (JLUS), which addresses compatibility planning for the areas surrounding Joint Base San Antonio (JBSA)- Randolph, JBSA- Seguin Auxiliary Airfield, and Stinson Municipal Airport. Bexar County, in cooperation with other communities, agencies, and organizations in the region, is conducting a JLUS to identify existing and / or potential land use issues that could impact the JBSA- Randolph missions and operations and to develop recommendations to mitigate or prevent the issues identified. The study's objective is to develop a set of recommendations that will guide compatibility planning around JBSA- Randolph, JBSA- Seguin Auxiliary Airfield, and Stinson Municipal Airport to accommodate new growth and economic development, protect public health and safety, and sustain the operational missions of the base. The JLUS will explore how JBSA- Randolph and local jurisdictions might work together through enhanced communication and coordination to best achieve the mutual goals of all stakeholders. There will be several public workshops held throughout the JLUS process. The first public workshop will be held on: Date: Wednesday, October 16, 2013 Time: 6 pm Location: Garden Ridge Community Center 9400 Municipal Parkway Garden Ridge, TX 78266 The JLUS will assess compatibility factors (man -made and / or natural factors), such as: • Noise / Vibration a Interagency Coordination • Aircraft Safety Zones a Water Quality / Quantity • Roadway Capacity n Vertical Obstructions • Light and Glare a Alternative Energy Development The public is encouraged to join us at this workshop and learn more about this planning process and provide input on the issues relevant to the JLUS. To develop a plan that is responsive to local needs, it is critical to obtain input from the community. For more information, about the JLUS project: Visit the project's website at: www.jbsa- randolphjlus.com or Contact: Bexar County Economic Development Department Phone: 210 - 335 -0667 E -mail: jbsa -rjlus @bexar.org Page ii Committee Draft September 2014 Appendix C Public Workshops and Comments C -4 Public Workshop #1 Date: October 16, 2013 Time: 6:oo pm to 8:oo pm Garden Ridge Community Center 9400 Municipal Parkway Garden Ridge, TX 78266 1. Welcome/ Introductions ................................................................... ............................... Bexar County z. JBSA- Randolph Overview .................................................................... ..........................JBSA - Randolph 3. JLUS Overview ...................................................................... ............................... .........................Matrix 4. Overview of Compatibility Factors ....................................... ............................... .........................Matrix 5. Compatibility Factor Workshop Exercise ............................... ............................... Meeting Attendees 6. Next Steps ............................................................................. ............................... .........................Matrix 7. Adjourn ............................................................................................... ............................... Bexar County Appendix C Public Workshops and Comments C -5 m x 7 '` £ pry Y G { at 9�`P"N #� �� }Sits s't��utft} MA wo� #t4i MI INS, "ON hiss. Mir m x 7 '` £ pry Y G { at 9�`P"N #� �� }Sits s't��utft} MA wo� #t4i MI INS, "ON hiss. Mir M " MINIM M. MM d t M NAS Patuxent River J LUS ffm Cmm= I OF 0 m x 7 '` £ pry Y G { at 9�`P"N #� �� }Sits s't��utft} MA wo� #t4i MI INS, "ON hiss. Mir Bexar County Elected & Appointed Officials JBSA- Randolph Representatives Coordination Accountability Grant Management Financial Contribution Policy Direction Study Oversight Monitoring Report Adoption Planning Staff Technical Issues Engineering Staff Alternatives Technical Specialists = Report Development Special Interests x Recommendations All interested persons Public Input Public Comments C o ma `r 'c%e 3 %1110"', ta`ex kb, 7 W il l i l" 4 :141" ^rti l IfIR t 3.,to d' a7m mjTxTTTT 1, '� , "fi ,� ..: r � n� �'* irk �+ fox �'rcm„` „ �:r '*vim,. t +u � _� *,t z r� xm"'t �"`"Mi+rorow��da,ryttlk { nu m x 7 '` £ pry Y G { at 9�`P"N #� �� }Sits s't��utft} MA wo� #t4i MI INS, "ON hiss. Mir Ell m x 7 '` £ pry Y G { at 9�`P"N #� �� }Sits s't��utft} MA wo� #t4i MI INS, "ON hiss. Mir 'r I 3 { 30,ODO ft 500' ISO, � (Primary Surface) EAF EAE t 4 �pp 1,000 ft. �r Primary Surface Yj { 2,050 ft, � :f Eransitional Surface (MOD-8) Norizontat Surface (MOD -C) ` } �F {tt 5 14,500 6tv F. ", fs 201 Conical Surface (MOD -D) {,( 44,SOO ft. Pu t Outer Horizontal Surfa a Off -F hops and Comments m x 7 '` £ pry Y G { at 9�`P"N #� �� }Sits s't��utft} MA wo� #t4i MI INS, "ON hiss. Mir Interagency Coordination Vertical Obstruction Communication m x 7 '` £ pry Y G { at 9�`P"N #� �� }Sits s't��utft} MA wo� #t4i MI INS, "ON hiss. Mir U Y , 14 - JOINT BASE SAN ANTONIO- RANDOLPH JOINT LAND USE STUDY SCHERTZ CIVIC CENTER FEBRAR 12 20 6:00 PM 8:00 PM PUBLIC OSO P 1400 SCHERTZ PARKWAY, CHERTZ, TX 78154 E P O 0 0 CL FEBRUARY 12,2014/6:00 PM -8:00 PM JOINT BASE SAN ANTONIO- RANDOLPH JOINT LAND USE STUDY PUBLIC WORKSHOP SCHERTZ CIVIC CENTER 1400 SCHERTZ PARKWAY, SCHERTZ, TX 78154 YN 6—a-1 0cpL 7F�16- xt) 5t 0 Ai Ng 51�— rz`�A L C Ill j'?t?X 43, C4 M //Yl fros v, i(k u, Y r ---------- s RS 6�5;qT�r, -4 0, r; P.;- T w a -Amu 7) 4 :�vs& u Pec AA 7S- C> 'Q L c JBSA-R—Public Wkshp 2 Sign In Sheet-2013 12 17 TW Page of CD C.) E E 0 0 � ac) CL CD E P 0 0 0 CL I mii Mme 7 JOINT USA STUDY ' Ell SCHERTZ CIVIC CENTER 1400 SCHERTZ PARKWAY, SCHERTZ, TX 78154 JBSA-R—Public Wkshp 2 Sign In Sheet 2013 12 17 TW E P O 0 0 CL FEBRUARY 12, 2014 / 6:00 PM - 8:00 PM JOINT BASE SAN ANTONIO- RANDOLPH JOINT LAND USE STUDY SCHERTZ CIVIC CENTER PUBLIC WORKSHOP 1400 SCHERTZ PARKWAY, SCHERTZ, TX 78154 I oil 4 2-1 z (o nor-4i/Le Sr'l"eL - �?C' orcl JBSA-R—Public Wkshp Sign In Sheet 2013 12 17 TW Page of E (D E 0 0 CL FOR IMMEDIATE MEDIA RELEASE: January 15, 2014 Public Workshop on Land Use Study around Joint Base San Antonio - Randolph The public is invited to participate in an interactive workshop in support of developing the Joint Land Use Study (JLUS). The JLUS is a cooperative planning effort between Joint Base San Antonio (JBSA)- Randolph and the surrounding communities. The objective of the study is to develop a set of recommendations that will promote well- suited compatibility growth and economic development compatible with military training and operations being conducted at JBSA- Randolph, JBSA- Seguin Auxiliary Airfield, and Stinson Municipal Airport. The purpose of the second public workshop is to provide an update on the JLUS project, present the JBSA - Randolph military mission footprint, and to obtain input from the public on prioritizing the compatibility issues, such as, land use, noise and vibration, aircraft safety zones, vertical obstructions, and interagency coordination. There will be four public workshops held throughout the JLUS process; this is the second in the series. The second public workshop will be held on: Date: Wednesday, February 12, 2014 Time: 6 pm Location: Schertz Civic Center Bluebonnet Room 1400 Schertz Parkway Schertz, TX 78154 The public is encouraged to attend this workshop. It is critical to obtain input from the community in order to develop a plan that is responsive to local needs. Please join us to hear about the JLUS and provide your input on local land use issues relevant to the JLUS. For more information, about the JLUS project: Visit the project's website at: www,jbsa- randolphilus.com or Contact: Bexar County Public Works Department Phone: 210 - 335 -0726 E -mail: jbsa -rjlus @bexar.org 'age iv Revised Committee Draft Background Report Appendix C Public Workshops and Comments C -70 AGENDA Public Workshop #2 Date: February 12, 2014 Time: 6:0o pm to 8:0o pm Schertz Civic Center Bluebonnet Room 1400 Schertz Parkway Schertz, TX 78154 8. Welcome/ Introductions ................................................................... ............................... Bexar County 9. JLUS Overview/ Update ....................................................... ............................... .........................Matrix lo. Presentation of Military Footprint ....................................... ............................... .........................Matrix 11. Presentation of Compatibility Issues ................................... ............................... .........................Matrix 12. Compatibility Issues Prioritization Exercise ......................... ............................... .........................Matrix 13. Next Steps ............................................................................. ............................... .........................Matrix Revir;ed t ornniittee Draft Background Rerp rrt Page v Appendix C Public Workshops and Comments C -71 Appendix C e or a project re went tive to4igs 4 t. Appendix C �ec.� -3—j