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15-R-96 Attachment (JLUS) StudyCounty r Public r Department Pecos-La 233 N ri Street, Suite San Antonio, - Matrix i Group 3, DES9GN GROUP � 13 Please see the next page. Executive itt 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 Adkisson, Commissioner Tim Pruski, Representative (Former) Greater San Antonio Builders County of Bexar Association Tommy Calvert, Jr. Commissioner Been Karen S. Rankin, Commissioner County of Bexar USAF (Ret) Judy Cope, Commissioner Texas Military Preparedness County of Guadalupe Commission Jeannette Crabb, Councilwoman Darcie Schipull, Transportation City of Seguin Planner Texas Department of Phil Crane, Representative Transportation Real Estate Council of San Antonio Greg Seidenberger, Commissioner Tom Daly, Mayor County of Guadalupe City of Selma Al Suarez, Mayor Lloyd Doggett, Representative, District 35 City of Converse U.S. House of Representatives Rebecca Viagran, Councilwoman Joe Farias, Representative, District 118 District 3, City of San Antonio Texas House of Representatives Scott Wayman, Assistant City Jim Fowler, Councilman Manager City of Schertz City of Live Oak Gilbert Gonzalez, VP of Risk Management John Williams, Mayor San Antonio Board of Realtors City of Universal City Col. Gerald Goodfellow, Commander (former) Jim Wolverton, Commissioner 12th FTW, JBSA- Randolph County of Guadalupe 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 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 Texas House of Representatives Julianna Gonzaba, Chief of Staff, District 118 Deborah Hosey, Senior Executive Secretary City of San Antonio Felipe Jimenez, Technical Director 502 ABW, JBSA Amy Putney, Chief of Staff County of Bexar Cavett McCrary, Executive Assistant County of Bexar Marge Reyna, Office Manager, District 120 Texas House of Representatives Ken Roberts, City Administrator City of Selma Francess Randall, Representative County of Guadalupe 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 ii e 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 Allen Dunn, Representative County of Guadalupe Arthur Emerson, Commissioner Texas Military Preparedness Commission Jesus Garza, AICP, Office of Military Affairs City of San Antonio Gabriel Gonzales, Community Planner JBSA Lt. Col. Courtney Hamilton, 12th Operations Support Squadron 12TH FTW, JBSA- 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 Lt. Col. Robin Baldwin, Director of Staff 12th FTW, JBSA- Randolph Timothy Ginn, Program Manager, Office of the Governor, Texas Military Preparedness Commission J. Landon Kane, Representative Real Estate Council of San Antonio Randy Luensmann, Director of Public Works City of Universal City Larry Verner, Engineer City of Selma Walt Williams, Representative County of Guadalupe James Wimberley, 502 CES/CENPL JBSA Nina Nixon - Mendez, AICP, Planning Administrator 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 Celeste Werner, AICP Rick Rust, AICP { 5_ Project Manager Technical Manager DESIGN U P Mike Hrapla Michele Zehr -Mora Deputy Project Manager Planning Lead Please see the next page. Acranyms ....................... ,,. 1 Introduction ........................................................................... ............................... 1 1.1 Why Prepare a JLUS ............................................................ ..............................1 1.2 Economic Benefit to the Region ......................................... ..............................2 1.3 Compatibility Concerns ....................................................... ..............................2 1.4 JLUS Goal and Objectives .................................................... ..............................2 1.5 JLUS Partners ...................................................................... ..............................2 1.6 Local Communities .............................................................. ..............................3 1.7 Public Participation ............................................................. ..............................3 1.8 JLUS Study Area ................................................................... ..............................5 2 Community Profile .................................................................. ............................... 7 2.1 JLUS Community Growth Trends ........................................ ..............................7 2.2 Current Development in Adjacent Communities ............... ..............................9 3 Military Profile..... ......... ............. - ... ........ -- ............. ....... - ...... ..... 11 3.1 JBSA- Randolph ................................................................... .............................11 3.2 JBSA- Randolph Military Mission Profile ............................. .............................12 3.3 JBSA- Seguin Auxiliary Airfield ............................................ .............................17 3.4 Stinson Municipal Airport .................................................. .............................19 Existing Compatibility Tools. ...... ... - ... ...... ....... ....... ........... ...... — 23 4.1 Federal Programs and Policies ........................................... .............................23 4.2 JBSA- Randolph Tools .......................................................... .............................23 4.3 State of Texas Tools ........................................................... .............................24 4.4 Texas Local Jurisdiction Planning Tools ............................. .............................24 CompatibilityIssues .............................................................. ............................... 25 5.1 Identification of Compatibility Issues ................................ .............................25 5.2 JBSA- Randolph Compatibility Issues by Factor .................. .............................25 ImplementationPlan ............................................................ ............................... 31 6.1 Implementation Plan ......................................................... .............................31 6.2 How to Read the Implementation Plan ............................. .............................43 Page i Table 1. Population Change 2000'7O10]8SA'Rando|ph]LUS Study Area ...................................................................... 8 Table 2. Population Projections 201O-2050]BSA-Rando|ph]LUS Study Area ................................................................ 8 Figure1. ]LUS Study Area— ... ................ —................ —................ —............ —........................ —................ —......... 4 Figure 2. Military Footprint Composite ]BSA-Rando|ph ................................................................................................. I] Figure 3. Special Use Airspace ]BSA'Randu|ph ............................................................................................................... 14 Figure 4. Military Footprint Composite JBSA-e0uin Auxiliary Airfield ......................................................................... 18 Figure 5. Military Footprint Composite Stinson Municipal Airport ............................................................................... 2U Figure 6.1. Military Influence Area Overlay District (MIAOD) and Subzones Composite JBSA-Randolph -------'35 Figure 6.2. Military Influence Area Overlay District (MIAOD) with Subzones JBSA-Randolph -------------.36 Figure 6.3 Military Overlay District (M0D) with SubzonesJBIA-Rando|ph ..................................................................... 37 Figure 7.1. Military Influence Area Overlay District (M|AOD) with Subzones]83A- eguinAuxi|iaryAir0e|d------39 Figure 7.2. Military Influence Area Overlay District (M|AOD) with 5ubzones]85A- eguinAuxi|iaryAir0e|d------.40 Figure 7.3 Military Influence Area Overlay District (K1|AOD) with Subzones]BSA' eQuinAuxi|iaryAidie|d------.41 Figure 8.1 Military Influence Area Overlay Diothct(M|AOD) and Subzones Composite Stinson Municipal Airport --43 Figure 8.2 Military Influence Area Overlay District (MIAOD) with Subzones Stinson Municipal Airport ... .................... 44 *** A- AC Acq AAFES AE ABW AFB AGL AICUZ AHOD APZ AT ATCT AT /FP .• Alert Area Advisory Committee Acquisition Army and Air Force Exchange Service Alternative Energy Development Air Base Wing Air Force Base above ground level Air Installation Compatible Use Zone Airport Hazard Overlay District Accident Potential Zone Anti- Terrorism / Force Protection Air Traffic Control Tower Anti - Terrorism / Force Protection Bird Aircraft Strike Hazard Base Realignment and Closure CCLUA Controlled Compatible Land Use Area CFR Code of Federal Regulations CIP Capital Improvement Program COM Communication / Coordination Comm Communication and Coordination CPS City Public Service Energy CY Calendar Year CZ Clear Zone MOMMINNIMMINIM dB decibel Disc Real Estate Disclosures DOD Department of Defense DNL Day -night level DSS Dust, Smoke and Steam EC Executive Committee ETJ Extraterritorial Jurisdiction Page iii FAA Federal Aviation Administration FAR Floor to Area Ratio FM Farm to Market FTW Flying Training Wing FY fiscal year GIS Geographic Information System HA Housing Availability Hab Habitat Conservation Tools HQ Headquarters I Interstate IE Infrastructure Extensions IFR instrument flight rule JAZB Joint Airport Zoning Board JBSA- Joint Base San Antonio - Randolph Randolph JBSA- Joint Base San Antonio - Seguin Auxiliary Seguin Airfield JLUS Joint Land Use Study LAS Land, Air and Sea Space Competition LEG Legislative Initiatives Leg Legislative Tools LG Light and Glare LU Land Use MAOZ Military Airport Overlay Zone MIA Military Influence Area MIAOD Military Influence Area Overlay District MOA Military operating area MOA Memorandum of Agreement MOU Memorandum of Understanding MSL mean sea level MTR Military Training Route NGO Jill Nongovernmental Organization NV Noise and Vibration OEA Office of Economic Adjustment OFA Object Free Area OFZ Obstacle Free Zone RA (R-) Restricted Airspace RC Roadway Capacity RECSA Real Estate Council of San Antonio RPZ Runway Protection Zone RSA Runway Safety Area SABOR San Antonio Board of Realtors SAF Safety Zones SAWS San Antonio Water System SIP Strategic Impact Plan SH State Highway SR Slow speed low altitude training route STC Sound Transmission Class SUA Special Use Airspace Page v TSDC Texas State Data Center TX Texas TXDOT Texas Department of Transportation UDC Unified Development Code U.S. United States USAF United States Air Force Page v Please see the next page. Page vi The Joint Base San Antonio - Randolph (JBSA - Randolph) Joint Land Use Study (JLUS) is a joint effort between the cities of Cibolo, Converse, Garden Ridge, Live Oak, San Antonio, Schertz, Selma, and Seguin, and the counties of Bexar and Guadalupe, and JBSA- Randolph. The JLUS was undertaken in an effort to guide planning and development in local jurisdictions surrounding JBSA- Randolph, JBSA- Seguin Auxiliary Airfield (JBSA- Seguin), and the Stinson Municipal Airport (Stinson). JBSA - Randolph is a flying training wing asset in the United States Air Force and the Air Education Training Command. Because these activities are vital to continuing the military mission at JBSA- Randolph, the land used for the activities must be protected. Landowners with property near JBSA - Randolph, JBSA- Seguin,Stinson, and residents and businessowners on property surrounding these facilities must also be protected from adverse impacts that could occur due to training activities performed at these facilities. Joint planning efforts on the part of the local governments and JBSA - Randolph will establish recommended strategies that will equally protect all interested parties. The JLUS for JBSA - Randolph has resulted in a set of strategy recommendations in the areas of legislation, policy, planning and zoning, coordination and communication, acquisition, and outreach. A set of strategies was provided to address each JBSA - Randolph Compatibility Factor. Priorities were set initially to help determine when the strategies would be implemented, either within two years, five years, or longer than five years. One of the key recommendations is the formation of a JLUS Implementation Task Force that will be responsible for overseeing implementation in the months and years following the JLUS completion. The recommended strategies are outlined in more detail in Chapter 6 of this report. Additionally, a Background Report was prepared in conjunction with the JLUS that details the compatibility issues and process integral to the development of the strategies. These recommendations address the need for increased coordination and communication between JBSA- Randolph, local governments, regional agencies, and the public. They also seek to address public health, safety, and welfare, and protection of quality of life in the areas surrounding JBSA- Randolph and its sub - facilities. The collaborative spirit of the JLUS is an effective starting point for a continued collaborative planning and communication effort between all involved parties. 1. 1 Why Pr are a JLUS? A JLUS is necessary to ensure the future compatibility between land uses in surrounding communities necessary to support the continuation of the military mission at JBSA- Randolph and the increasing development occurring proximate to the installation. JBSA- Randolph is one of the three noncontiguous installations that comprise Joint Base San Antonio located in Bexar County. JBSA- Randolph is home to the 12th Flying Training Wing (FTW) whose primary mission is to provide basic pilot training and instructor pilot training to airmen. In addition, JBSA - Randolph is Headquarters for Air Education Training Command (AETC) whose mission is to develop airmen of today and tomorrow through various education disciplines and training activities. In addition to being a critical flying training asset in the United States Air Force (USAF), JBSA- Randolph is also an important economic engine contributing to the local and regional economies through annual payroll, annual expenditures, and value of jobs created. The JLUS assists in preserving the continued economic benefit that JBSA - Randolph provides. In 2012, JBSA- Randolph generated over $1.3 billion in local and regional economic impact and supported and served over 17,000 personnel. The $1.3 billion in impact is broken down into three categories: annual payroll at $892.1 million, annual expenditures (i.e. contracts and operations and maintenance) procured at $190.3 million, and value of jobs created at $314.5 million. Value ©4 Jobs Created; m w_ �xpen�iafur�s;, �94,�fi8�Ct�T 1.3 Compatibility cams At JBSA - Randolph, the compatibility concerns relate to the growing population and expansion of developed land taking place in the incorporated communities surrounding the Joint Base. Over the past 10 years, the local communities surrounding JBSA- Randolph have increased by 60 percent from a base population of nearly 82,000 (from the communities surrounding the base and facilities excluding the City of San Antonio) to over 131,000 by the year 2010. While the regional area is expected to grow at a slow, steady rate for the next 20 years, the areas surrounding the base are growing rapidly. Such growth has the potential to cause development and infrastructure to be located in areas that are adjacent to or proximate to JBSA - Randolph. While adjacent development exists in various locations along the installation perimeter, without proper oversight and guidance, this continued pattern of Page 2 1.4 JLUS Goal and Objectives 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. To achieve this goal, three primary JLUS objectives were identified: Understanding. Convene community and military representatives to identify, confirm, and understand compatibility issues in an open forum, taking into consideration both community and JBSA- 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 JBSA- Randolph and the surrounding communities so that future community growth and development are compatible with the training and operational missions at JBSA - Randolph seeking ways to reduce operational impacts on adjacent land proximate and within the study area. Actions. Provide a set of mutually supported tools, activities, and procedures from which local jurisdictions, agencies, and JBSA- Randolph can select, prepare, and approve / adopt and use to implement the recommendations developed during the JLUS process. The actions include both operational measures to mitigate installation impacts on surrounding communities and local government and agency approaches to reduce community impacts on military operations. 1.5 JLUS Partners As highlighted in the objectives stated previously, the JBSA- Randolph JLUS process was designed to create a locally relevant study that builds consensus and obtains support from the various stakeholders involved. To achieve the stated JLUS goal and objectives, the planning n City of Schertz process included a public outreach program that utilized m City of Selma a variety of opportunities for interested parties to m City of Universal City contribute to the development of the study. n Guadalupe County City of Cibolo Stakeholders include individuals, groups, organizations, m City of Seguin and government entities interested in, affected by, or affecting the outcome of the JLUS project. An early step in any planning process is the identification of stakeholders. Informing or involving them early in the project is essential in the identification of their most important issues to address and resolve through the development of integrated strategies and measures. Stakeholders identified for the JBSA - Randolph JLUS included, but were not limited to, the following: JBSA- Randolph and JBSA personnel; Local jurisdictions (cities, counties and In addition to the partners listed above, the JBSA - Randolph JLUS partnered with other agencies and organizations that provide a state, regional and / or community perspective. These partners brought to the study a vast, expert knowledge base in varying disciplines, including regional transportation practices, natural resources, and local "on- the - ground" perspective relevant to the unique land features and land ownership patterns. A complete listing of affiliated stakeholder groups that played a vital role in the development of the JBSA- Randolph JLUS includes: metropolitan planning organizations); m Federal Aviation Administration (FAA) Greater San Antonio Builders Association • Other partner agencies and organizations, such as M Real Estate Council of San Antonio local, regional, and state planning, regulatory, and m San Antonio Board of Realtors land management agencies; landholding and m Texas House of Representatives, District 118 regulatory federal agencies; landowner and realty m Texas House of Representatives, District 119 associations; and other special interest groups m Texas House of Representatives, District 120 (including local educational institutions and school m Texas Military Preparedness Commission districts); m U.S. House of Representatives, District 35 Texas Department of Transportation • The general public, including residents and landowners. Public Participation These groups of stakeholders played a critical role in the development of the JBSA- Randolph JLUS and Background Report. Their input provided comprehensive, technical guidance relevant to their jurisdiction's policies, regulations, culture, and values. The JBSA- Randolph stakeholder groups helped shape the various strategies identified in this document. 1.6 Local Communities This JLUS could not have been possible without the effort provided by the 11 communities participating in this study illustrated on Figure 1: • Bexar County • City of Converse • City of Garden Ridge • City of Live Oak • City of San Antonio The general public was instrumental in the development of the JLUS and strategies by providing their perspective and feedback, both in public workshops and through the use of the interactive project website (www.jbsa- randolphjlus.com). During the development of the JLUS, three public workshops and one public hearing were held to solicit public input on the direction and content of the JLUS. Page 4 Committees AUS The area around Stinson Municipal Airport is Two committees, comprising city, county, military, and characterized by portions of residential development other partner agencies and organizations, guided the and open and park space. Figure 1 illustrates the overall development of the JBSA - Randolph JLUS: JBSA - Randolph JLUS study area. Executive Committee (EC). This committee was responsible for leading the direction of the JLUS; its members are listed in the Acknowledgements section of this report. JBSA- Randolph is located in northeastern Bexar County, Texas, situated outside the San Antonio city limits, and is surrounded by several small municipalities: the City of Universal City to the north; the City of Schertz to the northeast, east and south; and the City of Converse to the west. The areas north and west of the installation are urbanized, while the area south and east of the installation are predominantly agricultural and open space with pockets of residential subdivisions. JBSA- Seguin is a sub - installation of JBSA - Randolph and is located one mile east - southeast of the City of Seguin along U.S. Route 90 (US -90). The City of Seguin is characterized as a rural and agriculture - friendly municipality located 30 miles east of JBSA- Randolph along the Interstate -10 and US -90 corridor. Stinson Municipal Airport is owned and operated by the City of San Antonio. It is situated in San Antonio City Council District 3, just south of downtown and is open to public use. It is approximately 33 miles south - southwest of JBSA - Randolph proper and is contracted by the Department of Defense (DOD) to enable flying training exercises. Please see the next page. The Joint Land Use Study (JLUS) study area includes three distinct and separate locations all within south - central Texas. Joint Base San Antonio - Randolph (JBSA - Randolph) is northeast of the City of San Antonio and is located between Interstates 10 and 35 in Bexar County. JBSA- Seguin Auxiliary Airfield (JBSA- Seguin) is located about 30 miles east of JBSA- Randolph, just south of Interstate -10 (1 -10) in Guadalupe County. Stinson Municipal Airport, which is owned and operated by the City of San Antonio, is located in the southeast sector of San Antonio in City Council District 3, just west of 1 -37. The present setting and character of the three areas within the overall study area are both, urban and rural. The area surrounding JBSA- Randolph includes both developed and undeveloped lands. The northern and western areas adjacent to the installation are primarily developed including residential, commercial, and industrial uses. The east and south areas of JBSA- Randolph are characterized by more rural land including agricultural, open / undeveloped, and low- density or rural residential uses. The San Antonio metropolitan area is host to a diverse local economy and is a regional center for retail, business, and manufacturing. Several significant 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. The diverse economy within the San Antonio metropolitan area comprises 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 suburban communities have diverse economies, but also rely on JBSA - Randolph for local economic support. .1 JLUS Community Growth Trends 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 Converse, Cibolo, Garden Ridge, and Schertz all experienced substantial growth due to the outward expansion from the central core of San Antonio and general expansion within these cities. Table 1 shows the population change from 2000 to 2010 and notes the percent change in the 10 years. Despite this being a large, urbanized area, the majority of land in Bexar County is developed characterized by one major city, the City of San Antonio, numerous other cities, towns and military bases. This urbanized area encompasses 656 square miles within Bexar County, while the unincorporated area covers 600 square miles. JBSA R and Stinson Municipal Airport are located entirely within the county while JBSA -S is located in neighboring Guadalupe County. 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. Page 7 The balance of Guadalupe County remains unchanged from earlier times and is primarily rural and agricultural Table JBSA-Randolph Bexar County 1,392,931 1,714,773 23% City of 11,508 18,198 58% Converse City of Garden 1,882 3,259 73% Ridge City of San Antonio City of Scher City of Selma City of Universal Cit Guadalupe County 1,144,646 1,327,407 16% 18,694 31,465 68% 788 5,540 603% 89,023 City of Seguin 22,011 Source: Census.gov, 2000, 2010. 131,533 48% 25,175 14% s' 'rr •'_ 11 1 1 i as Future i ti on Projections 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 identified in Table 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 JLUS study area, it is helpful as it substantiates other growth projections and helpful in understanding regional growth trends. 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 2012JLUS Community Economic Trends Bexar County 1,714,773 1,974,041 2,231,550 2,468,254 44% Source: Texas State Data Center, Projections of the Population of Texas and Counties in Texas by Age, Sex and Race /Ethnicity for 2010 -2050, November 2012 Current Development in Adjacent unities A few of the communities within the JBSA - 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 impact JBSA- Randolph operations and vice versa the military operations can impact the communities' ability to develop. The cities of Cibolo, Garden Ridge, Live Oak, San Antonio, and Selma, comprise the other communities included in the study area, which are proximate or adjacent to Converse, Schertz and Universal City and can absorb development from the adjacent communities or create additional impacts for the installation. Otherwise, the City of Seguin is located proximate to JBSA- Seguin and the City of San Antonio is located proximate to the Stinson Municipal Airport (Stinson). City of Converse The City of Converse while mostly developed, hired a firm to develop a plan for the city's 1604 Corridor to expand upon its amenities offered to its residents and visitors. The development is proposed for the city's eastern / southeastern boundary along the alignment of Loop 1604. This area encompasses both incorporated land and proposed future extraterritorial jurisdiction (ETJ). This corridor development is outlined in the 1604 Commercial Corridor Study and provides a variety of uses and amenities to the city's residents and visitors including but not limited to a healthcare / medical zone, several retail zones, and open space and recreational opportunities. The proposed development would be considered the gateway for the community and provide another foundation for the city's economic base. Source: 1604 Commercial Corridor Study, Aug 2013 City f Schertz According to 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 and industrial growth is occurring more in northern areas of Schertz when compared to the southern areas, since the southern areas face development challenges. Future constraints for continued residential and industrial growth include available land, flood plain, and the recommended land use guidelines to develop property located within the JBSA -R airfield safety zones and noise contours. 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 City i rs City The main retail corridor through the City of Universal City is State Highway (SH) 218, Pat Booker Road, which provides the greatest development opportunity within the city. In the 2008 Universal City Comprehensive Plan, the city identified redevelopment and infill as the major means to obtain 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 i 9 The City of Cibolo includes a large amount of ETJ area south of the incorporated city area. This ETJ extends south past 1 -10, abutting the City of San Antonio's ETJ, and east along 1 -10, abutting the City of Seguin's ETJ. The recent rapid population growth is likely to spur development and increase the rate of annexation. The ETJ area along 1 -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 1 -10 as rural residential, while the areas closer to 1 -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 expanding business development, industrial parks, and 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 Ridge City of Garden The City of Garden Ridge is bound 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, in the middle of the city. The city expects that the quarry will conclude 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 bound 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. 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 1 -35 and Loop 1604 by furthering development of the business district in the area through redevelopment and infill. Sources: Future Land Use Plan, City of Live Oak Comprehensive Plan 2022, undated; City of Live Oak, Texas, Zoning Map, Jul 2008 City t i 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 ofJBSA- 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 occur in the area controlled by the City of San Antonio. Sources: City of San Antonio Comprehensive Master Plan Framework, 2011; City of San Antonio Future Land Use Plan, I -10 East Perimeter Plan Update, 2008 City of Selma The City of Selma is bound 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, approximately 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. Source: City of Selma, 2005 -2020 Comprehensive Development Plan Volume 1, Jun 2007 To appropriately develop and assess compatibility issues for the ]8SA-Rando|ph]LUS, it is critical to understand the military operations and activities associated with JBSA-Randolph missions and how those operations interface with nearby communities. This chapter provides a brief overview of the mission operational footprint for JBSA-Randolph, ]8SA-Seguin, and Stinson. ]85A-Rando|phis located inBexar County, Texas about 15 miles northeast ofdowntown San Antonio. The installation is near major transportation corridors including Interstate 35 (|-35),|-1l and Loop l6O4 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-Randolph extending from the installation's northeast corner to the installation's southwest corner. |n addition, there are other communities that are proximate tothe aforementioned cities indudinQ[ibo|o' Garden Ridge, Live Oak, and Selma. 3°1 JBSA~Randobph The installation covers 2,894 acres and supports numerous activities and buildings that support the mission. These include facilities and uses associated with airfield operations; industrial / maintenance; administration; community commercial, i.e., Army and Air Force Exchange Service (AAFES), and community service, i.e., chapel; medical; housing; outdoor recreation; and open space /water. sovrcraencm/planxondvlphxFB,rx(undoted) Military Strategic Importance JBSA-Randolph is a critical asset to the DOD and provides flying training to student and instructor pilots. Test and evaluation of aviation-related training systems is also conducted as part of the overall mission. ]BSA-Rando|ph not only trains pilots and instructor pilots, the base is also home to major headquarters within the United States Air Force (USAF) including Air Education and Training Command, a major command in the USAF responsible for all education and training of today's airmen, Headquarters (HQ) Air Force Personnel Center, and HD Air Force Recruiting Service. In addition to being a critical flying training wing in the USAF and a home to several AF HQs, JBSA-Randolph provides over $1.3 billion in economic impact to both local and regional economies. This impact is comprised of three components: annual payroll, annual expenditures and value of jobs created. Moreover, ]8SA comprised of]8SA-Randu|ph, JBSA-Lackland, and JBSA-Fort Sam Houston / Camp Bullis, in Bexar County provides over $27.7 billion in economic impact to the region. These figures not only demonstrate the economic importance of JBSA to the region, but demonstrate that JBSA-Randolph is a significant component of the local economy. Page 11 Military r i The 12th Flying Training Wing (FTW), the host unit at JBSA- Randolph, conducts training for instructor pilots, combat systems officers and introduction to fighter fundamentals student pilot training. Pilot training is performed in the T -6A Texan II, T -38 Talon, and T -1A Jayhawk aircraft. Flight operations in support of the 12th FTW mission are conducted 260 days annually. These operations are conducted during the day and generally limited to the hours between 7:00 a.m. and 6:00 p.m. 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. T -38C Talon aircraft. Photo courtesy of JBSA- Randolph. Aside from flight operations conducted by aircraft based at JBSA- Randolph, other military aircraft occasionally utilize the airfield at the installation. These operations are considered transient operations and have steadily decreased over the years with 1,124 operations in calendar year (CY) 2010 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. In addition to flying training mission, the 12th FTW provides repair or replacement of external parts on aircraft engines from aircraft at JBSA -R and other AF installations. Future r ti To enable the US Air Force 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, Page 12 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 on the communities in the vicinity of the JBSA- Randolph airfield. w 2 J13SA-Randolph Military Mission file The JBSA- Randolph mission profile is composed of various footprints that are associated with the mission. These components 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 footprint is noise associated with aircraft activity; one example of an intangible component is the flight path that an aircraft follows. These tangible and intangible footprints comprise the mission profile. Oftentimes, the profile is not contained within the confines of the military installation; noise, for example, does not stop at the fence line. The mission profile 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. The JBSA- Randolph mission footprints are both localized and regional in nature. Localized footprints are shown in Figure 2 and include: • Accident Potential Zones • Noise Contours • Bird and Wildlife Air Strike Hazard (BASH) • Vertical Obstructions • Imaginary Surfaces Regional footprints are illustrated in Figure 3 and include: • Military Training Routes (MTRs) • Military Operating Areas (MOAs) • Restricted Airspace adalupe ;runty Legend Airfield Imaginary Surface Inner Horizontal 5-mile BASH FAA Part 77 Regional Cities JBSA - Randolph Primary Surface Surface = 150 ft Relevancy Area CZ3 Up to 2W @ 3NIVI JLUS Partners Runway Centerline Approach/Departure Conical Surface 20 ft to 1 ft -ial Use Airspace Spec (Alert Area A-635) Up to 300'@4NM < City / Community Interstate / Highway Clearance Surface (glide angle) = 50 ft Outer Horizontal Noise Contour Up to 400' @ 5NIVI Bexarand Road to 1 ft up to 500 it Surface = 500 ft (dB) Up to 500'@ 6NIVI Guadalupe County Boundaries 1'\,,e Railroad Approach/Departure Clearance Surface Transitional Surface 7ft to 1 ft 65 Accident Potential Zones River /0 ��\ (horizontal) = 500 ft 70 Clear Zone /"V 75 APZ 1 0 1 2 Sources: JBSA - Randolph, 2013; FAA, 2013. I^V 80 APZ 11 ammmmu--= Miles Page 13 1 Page 14 4 g C as Fort M � � 5 bi en e r ' F i i��➢�.� sr1 d „ M, U 2 t '8�s6�759 actres, } �tt4 Son W g ^4��iLLPtl ?di.ini�t �tt�Yt�� tfSSttt 1: 3ttY $ tf TEXON';MOA TIC Mef n 889 .acres �< <k } w. 'y all ae6i`' YY} $4{ 482,Yy ores Randolph s,q A u st iii 51 i}t The vb,)A hlJ5,?1 A635 118,186 acres ,: j_.� r 5R293 9"5fa�res �� (Closedt,,MI rF R292 �� 163 acres l' 109,468 acres '� ea Bea �m Page 14 Maintaining and sustaining these local and regional footprints plays a significant role in the long -term viability of JBSA- Randolph and continued mission readiness of the USAF. J13SA-R Local Operational Footprint The JBSA- Randolph airfield operational footprint is comprised of the mission components associated with airfield operations including accident potential zones, noise contours, the BASH area, and imaginary surfaces. These components involve varying levels of land use planning from jurisdictions and the military to enable compatibility with the military mission. Such planning recommendations include restricting development in the clear zone (CZ) of the airfield and lowering building heights to prevent unnecessary vertical obstructions and promote navigable airspace. Accident Potential Zones Accident potential zones (APZs) encompass three main areas from the end of the runway(s): the CZ, APZ I, and APZ 11. These zones start at the ends of the runways and extend outward and are delineated based upon historical data of aircraft accidents. DoD recommends land uses for these areas to encourage and promote compatibility with military operations and to protect the public welfare. As shown in Figure 2, the CZ extends outward from the ends of the runways by 3,000 feet and is 3,000 feet wide and has the potential to create compatibility issues within the cities that are encompassed within the CZs. The APZ I measures 3,000 feet wide by 5,000 in length and APZ II measures 3,000 feet wide and 7,000 feet in length, they extend outward from the CZ respectively. It should be noted that the northern JBSA- Randolph CZs encompass land within Universal City and the City of Schertz, and the southern CZs encompass land within the cities of Converse and Schertz. The northern APZ I areas are within the cities of Universal City and Schertz and the southern APZ I encompasses land in the cities of Converse, Schertz, and San Antonio. The northern and southern APZ II areas extend into the cities of Universal City, Selma, and Schertz, respectively. Aircraft Noise Contours The noise contour information was prepared for Randolph AFB in the 2008 AICUZ Study. The AICUZ was updated in part, due to the change in noise exposure since the 2000 AICUZ. The noise exposure is modeled based off of the type of aircraft flown, including the T -6 and T -38 for annual average busy -day aircraft operations. The loudest JBSA -R noise contours generated by military aircraft operations occur within the installation boundaries, but portions of the 65 dB and 70 dB noise contours extend off base into the surrounding communities of Converse, Universal City and Schertz and in small portions of land not contained in the Study Area. Imaginary Surfaces The DOD under Unified Facilities Criteria (UFC) 03- 260 -01 has identified certain imaginary surfaces around runways at military installations to determine how structures and facilities are evaluated for creating vertical obstructions around an active airfield. The imaginary surfaces build upon each other and are designed to eliminate obstructions either natural or man -made, to air navigation and operations. Each type of imaginary surface has different dimensions, planes or slopes in which a structure intruding upon it may be considered a vertical obstruction. Figure 2 illustrates the JBSA- Randolph imaginary surfaces and provides the allowable heights and slopes in these imaginary surfaces. Bird Air Strike Hazard Relevancy Area 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 percent 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. Page 15 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. Figure 2 illustrates the FAA statistical BASH relevancy area around JBSA - Randolph. BASH impact to aircraft. Photo courtesy of JBSA- Randolph. Vertical Obstructions Separately from and in addition to the established imaginary surfaces, the FAA also establishes further 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- Randolph operations. It is included here, within the military profile, nonetheless, because it is associated with airfield operations. Figure 2 illustrates Part 77 relevancy areas. JBSA-R Regional ti Airspace With respect to military operations, regulatory special use airspace (SUA) 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- Randolph, regulatory and non - regulatory special use airspace includes MOAs, MTRs, and slow -speed low altitude training routes, as well as alert areas and restricted airspace as illustrated in Figure 3. Military Operating Areas 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 the greatest distance away from San Antonio out of all of the MOA. While these areas are not located within this JLUS study area, it is discussed here and shown in Figure 3 to provide a comprehensive picture of the overall airspace footprint for the JBSA - Randolph mission. 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 There are two types of MTRs associated with the JBSA -R operations: instrument flight rule or IFR and visual flight rule or VFR. The primary difference between IFR and VFR MTR is the ability to fly with or without the use of instruments in various weather conditions. There are also Slow Speed Altitude Training Routes associated with JBSA- Randolph and an alert area. Slow speed, low altitude training routes (SR) are generally not considered a MTR, but are treated much the same as a MTR. The SUA and Slow Speed Low Altitude Training Routes are illustrated in Figure 3. This figure also illustrates the regional airspaces for which numerous installations in the region use to perform their training missions. Source: Area Planning AP 11B 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 JBSA -R Alert Area A -635 The large amount of flight activity involving student pilots associated with the JBSA- Randolph 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 associated with the JBSA- Randolph 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. Alert Area A -638 Like the designation of Alert Area A -635 due to the large amount of flight activity involving student pilots associated with the JBSA- Randolph mission, the airspace over the JBSA- Seguin airfield is also designated as Alert Area A -638 for the same reasons. A -638 covers an area comprising 109,468 acres. This SUA is shown in Figure 3. 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 includes an operational area that extends vertically to and including 3,000 ft. mean sea level (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 Z 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 ofJBSA- 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://ivoous.org /main/ pilot /military /Airrefueitracks.pdf JBSA-Seguin Auxiliary Airfield JBSA - Seguin is centrally located in Guadalupe County, three miles east - southeast of the City of Seguin and almost 27 miles east of JBSA- Randolph. It has one runway and covers 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- Seguin are the responsibility ofJBSA- Randolph. Military a ti JBSA- Seguin supports the flight instruction training mission at JBSA- Randolph, providing an area free from urban encroachment ideal for touch - and -go operations, practice approaches, and emergency landing procedures practice. Runway renovations were recently completed at JBSA - Seguin and the airfield is operational to support the flight instruction training mission. Accident Potential Zones The APZ zones, i.e., CZ and APZs, for JBSA-Seguin were mapped in the 2000 AICUZ Study for Seguin Auxiliary Airfield, Texas. Knowing that the length of the runway has not changed since that time, the safety zone dimensions have not changed. As mentioned before, the AF standard measurements for CZs extend outward 3,000 feet from the end of the runway and 3,000 feet wide. The CZ is the standard size and encompasses areas in unincorporated Guadalupe County. The APZ I and 11 measurements are the standard size affecting both the city and county. Figure 4 illustrates these APZs. Source: AICUZ Studyfor Seguin Auxiliary Airfield, TX, Dec 2000. Page 17 C a1 d ,l I _C . ty Gonzales G ua d a I u pe County County Legend Airfield Imaginary Surface Inner Horizontal 5-mile BASH FAA Part 77 Regional Cities JBSA - Seguin Auxiliary Airfield Primary Surface Surface = 150 ft Relevancy Area Up to 200'@ 3NIVI JLUS Partners Runway Centerline Approach/Departure Conical Surface 20 it 1 it Special Use Airspace Area A-638) Up to 300- @ 4NM Seguin Interstate Highway Clearance Surface to (Alert [:3 Up 400'@ 5NIVI .,_,,.3 = Guadalupe County (glide angle) = 50 it Outer Horizontal Noise Contour to Road to 1 ft up to 500 it Surface = 500 ft (dB) Up to 500'@ 6NIVI Railroad Approach/Departure Transitional Surface 65 Accident Potential Zones River Clearance Surface 7 ft to 1 it Clear Zone (horizontal) = 500 it 70 75 APZ I Sources: JBSA - Randolph, 2013; FAA, 2013; 80 APZ 11 =mm==== Miles AICUZ Study for Seguin Auxiliary Airfield, 2000. Aircraft Noise Contours As shown in Figure 4, the JBSA- Seguin 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 Guadalupe County. Additionally, the 65 dB contour is proximate to a portion of the eastern city limit of Seguin, and there is a small portion of the 75 dB noise contour that is located off - installation. Imaginary Surfaces Figure 4 also displays the dimensions of the imaginary surfaces layers that build upon each other and surround the JBSA - Seguin airfield. The dimensions, planes, and slopes of these surfaces are the same as those associated with the JBSA- Randolph airfield, as both JBSA- Randolph and JBSA- Seguin airfields include Class B runways. Source: AICUZ Study for Seguin Auxiliary Airfield, TX (Dec 2000); Unified Facilities Criteria: Airfield and Heliport Planning and Design (Nov 17, 2008) DOD Bird Air Strike Hazard Relevancy Area Figure 4 illustrates the JBSA- Seguin BASH relevancy area, the BASH Plan notes one issue related to this area — circling and soaring raptors and increased vulture activity. JBSA- Randolph believes these activities are associated with hunting field dressing deer during the season, beginning the end of September to the beginning of November for archery only and beginning November to the beginning of January for the general season. Vertical Obstructions As previously indicated within the information regarding JBSA- Randolph, 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- Randolph description. Figure 4 displays JBSA- Seguin Part 77 relevancy areas. Source: 14 CFR § 77.17 Stinson Municipal Airport Stinson Municipal Airport (Stinson) is owned and operated by the City of San Antonio. The inclusion of Stinson within the JBSA- Randolph 1LUS is based on the JBSA - Randolph military flight operations that occur at Stinson. Accordingly, information in this section regarding Stinson will be limited to the operations involving JBSA - Randolph to the extent possible. Current Operations While the majority of Stinson's current operations are general aviation, the relevant component to this JLUS is the JBSA- Randolph military operation involvement. The total of all military activities totaled 7,146 for a 12 -month period ending March 26, 2011. 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. 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; FAA Airport Master Record, 2013. Stinson issi on Footpri The overall footprint relating to the operations at Stinson is likely to be reflective of the general aviation operations unlike the footprint for JBSA - Randolph and JBSA- Seguin, where data for those two locations only included military operations. In addition, the footprint relative to military operations, as illustrated in Figure 5, is likely to be exaggerated since the military operations only comprise a small percentage of the overall aviation operations. Safety s Several different safety and protection zones comprise the Stinson Municipal Airport Safety Zones. They are Object Free Areas, Runway Protection Zones, Runway Safety Areas and Obstacle Free Zones. Page 19 Page 20 Object Free Areas and Runway Protection 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 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. RPZs, though, differ from APZs in size, shape, and property ownership requirements. RPZs vary in size and are enlarged or minimized according to the type of aircraft a runway supports. Figure 5 displays RPZs at Stinson. All of the runways at Stinson include RPZs, but do not include OFAs. 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. 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. 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." The size of the RSA is standardized based on the aircraft approach category and the aircraft design group. Source: Advisory Circular 15015300 -13A (Sep 28, 2012) FAA; Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc.; FAA AC, 2012. 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 dimensions for civilian runways are fully dependent on "approach minimums for the runway end and the aircraft on approach ". Accordingly, the size of the OFZ is standardized based on the aircraft approach category and the aircraft design group. Source: Advisory Circular 15015300 -13A (Sep 28, 2012) FAA; Stinson Municipal Airport Master Plan Update (May 2013) Kimley -Horn and Assoc.; FAA AC, 2012. Aircraft Noise Contours Similar to the noise modeling and resulting noise contours prepared for JBSA- Randolph, noise contours were produced for activities at Stinson and are shown in Figure 5. While the DNL 75 dB and 70 dB noise contours are confined to the Stinson Municipal Airport property, the DNL 65 dB contour extends off the southern end of Stinson approximately 500 feet into San Antonio. The DNL 60 dB noise contour associated with the south end of the airport property extends into areas where residential and industrial uses are located. According to the Airport Improvements document, four residential dwelling units having approximately 11 persons would be affected by noise equal to or greater than DNL 60 dB. Source: Airport Improvements for Stinson Municipal Airport Environmental Assessment (Jun 2007) Ricondo & Assoc Imaginary Surfaces The imaginary surfaces that help to define acceptable height limits for civilian airports 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 Stinson. These surfaces are shown in Figure 5. Source: 14 CFR § 77.17, City of San Antonio Unified Development Code Section 35 -331: 'AHOD" Airport Hazard Overlay District, Jan 2006 Page 21 Bird Air Strike Hazard Subzone FAA recommendations for BASH management state that land use management around an active airfield out to five statute miles from the center of the runway is key to mitigating the incidence of BASH. The FAA indicated this area was the area where BASH incidents were most likely to occur because aircraft are flying at lower altitudes and speeds. This makes the probability for BASH incidents to occur higher as BASH incidents typically occur at altitudes up to 3,500 feet AGE. The BASH relevancy area for Stinson is shown on Figure 5. Vertical Obstructions As previously mentioned in the JBSA - Randolph and JBSA- Seguin operational footprints, the FAA established guidance to reduce the potential for accidents surrounding an airfield based on heights of structures and ground elevation. More information about the FAA guidance is included in Section 4: Existing Tools and in the JBSA -R description. Figure 5 illustrates the FAA Part 77 footprint for Stinson. Page 22 There are numerous existing tools that can be used to encourage, promote, and manage compatibility between military installations and their neighboring communities. These tools exist at the federal, installation, state, regional, and local level and are used for compatibility purposes to guide every day land use and operational decisions in communities and on military installations. This chapter lists some of the key tools that are currently, or are recommended to be more efficiently utilized or enhanced to address the compatibility issues identified by the JBSA- Randolph (JBSA - Randolph) Joint Land Use Study (JLUS) process. The tools listed in this section are not exhaustive, but are meant to provide a brief overview of the primary tools currently utilized in the JLUS Study Area. .1 Federal Programs and Policies The federal programs and policies are provided for by the various branches of the federal government. These tools authorize other federal, state, and local agencies to implement regulatory measures and policies to protect the multiple resources that are involved in land use and military compatibility planning. The intent of these regulatory measures and policies include the protection and preservation of the quality of life and public welfare and the myriad of natural resources including land, water, and airspace. These tools assist land use decision makers and planners of all levels to make informed decisions, which can enable compatible land use development between joint land uses — military and community land uses. Federal programs and policies were evaluated in the JBSA- Randolph JLUS to assist in determining where areas of improvement could enable enhanced land use planning at the local level. Some key federal programs that were evaluated in the JBSA - Randolph JLUS process include but are not limited to the Air Installation Compatible Use Zone (AICUZ) Program and the Federal Aviation Act, specifically FAA Regulation Title 14 Part 77. For a complete description of these programs and tools, see the Background Report, Chapter 4, Existing Compatibility Tools. J13SA-Randolph Tools The JBSA - Randolph installation tools provide guidance for land uses and development activities on the installation. These tools govern land use decisions that occur inside the fence line. These tools provide guidance and establish standard operating procedures during certain events such as a bird air strike hazard (BASH) condition and / or the parameters for conducting missions within the military operating area (MCA). There are various installation tools that are instrumental in assisting and guiding land use decisions as they interface with the military mission. Some key JBSA- Randolph tools that were evaluated in the JLUS process include but are not limited to the BASH Plan and the JBSA- Randolph 2030 General Plan. However it should be noted, 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 substantially increases mission risk and the likelihood that people and property will be significantly impacted by an aircraft mishap. Page 23 State of Texas Tools The state tools provide further assistance and protection of land uses in the State of Texas. The tools authorize or mandate local counties and cities to provide for the protection of the State's valuable industries including the DOD and agriculture. In addition, the State's tools require communities and developers to protect and preserve the State's natural resources including land and water by establishing further regulatory measures to ensure the natural environment is preserved and protected from over - consumptive practices. Some essential State tools that were analyzed in this JLUS include but are not limited to the Joint Airport Zoning Board (JAZB) authorized by Chapter 241 of the Texas Local Government Code, the Texas Military Preparedness Commission and the Airport Compatibility Guidelines authored by the Texas Department of Transportation, Aviation Division. Texas Local Jurisdiction Planning The planning tools used by the study area jurisdictions were analyzed and categorized as permanent, semi - permanent, or conditional. In Texas, only cities may enforce traditional land use and development regulatory authority. Very few counties in Texas have limited authority to regulate land uses, i.e. Bexar County is authorized to regulate lighting in the unincorporated portions of the county. Counties are not required to adopt Comprehensive Plans; however, cities are required by state law to have a comprehensive plan and update it every five years. Texas Local Government Code provides cities and counties with authority to regulate the subdivision of land within incorporated and extraterritorial jurisdiction (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 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, Page 24 drainage facilities, etc.). Counties may only regulate subdivisions as they apply to roads, property setbacks and groundwater. There are 29 incorporated municipalities and numerous smaller, unincorporated communities within Bexar and Guadalupe Counties. While the missions conducted at JBSA- Randolph 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- Randolph operations and conversely, are the areas that have the most potential to pose compatibility issues forJBSA- Randolph. Some essential local jurisdiction planning tools that were analyzed in this JLUS include but are not limited to the following: Comprehensive Plans, Unified Development Code and Zoning Ordinances and Orders, and Subdivision Regulations • Building Codes • Annexation Regulations • City of San Antonio Airport Hazard Overlay District/ Military Airport Overlay Zone • City of San Antonio Military Sound Attenuation Overlay Districts, Section 35- 339.05 • City of Schertz Airport Installation Compatible Use Zone District • City of Universal City Perpetual Clear Zone Easement and Formal Coordination Letters The local jurisdiction planning tools provide further assistance and protection of land uses in the communities proximate to JBSA- Randolph facilities. 5°1 Identification of Compatibility Issues Compatibility, in relation to military readiness, is defined as the balance or compromise between community and military needs and interests. The goal of compatibility planning is to promote an environment where both entities communicate, coordinate, and implement mutually supportive actions that allow them to achieve their respective goals and objectives. Numerous factors influence whether community and military plans, programs, and activities are compatible orinconflict. For the ]BIA'Rando|ph]LUS,24compatibility factors were evaluated to confirm the presence of, and establish priorities for, the key Study Area issues. Two of these factors, noise and vibration, were grouped together due to similar issues and strategies. 5~2 MA-Randolph Compatibility Issues by Factor Alternative Energy Development is the likelihood of development of alternative energy developments within the ]8SA-Rando|ph]LUS Study Area. Alternative energy includes wind and solar energy facilities. Any current or proposed wind or solar facilities inthe study area located in areas where low-altitude aviationopemtionscanoccurcancreatea vertical obstruction and /or visual impairment for pilots. The uncoordinated placement of these facilities can lead to incompatibilities with the JBSA-Randolph mission. The following Alternative Energy Development issue was identified: N Local ordinances do not regulate alternative energy equipment or facility siting which may pose a vertical obstruction and/or safety issue for flight operations. Anti-Terrorism / Force Protection is the protection and security of the nation's defense assets. Issues are created when national defenses can be breached or compromised, such as development close to the fence line where the public can view operational activities. It is important for the DOD andJ8SA-Rando|ph to address these issues to ensure military readiness. The following Anti-Terrorism / Force Protection issue was identified: 0 ]BSA-Randolph Eas Gate does not meet all AT/FPrequirements, which may affect security and local community traffic congestion due to the traffic throughput constraints at the gate. Communication / Coordination is the communication and collaboration between multiple agencies engaged ino common goal. For the ]BSA-Rando|ph]LUS,interagency coordination represents several challenges for both JBSA-Randolph and surrounding communities. The lack ofa coordinated approach when planning activities including proposed development and infrastructure extensions can result in incompatibilities for sustaining the JBSA-Randolph mission and growth of the surrounding communities. The lack of information sharing such as important geographic information system data used for planning and mapping can potentially result in incompatible development near the installation and ranges. The following Interagency Communication /Coordination issues were identified: 0 Local jurisdictions and the public are not clear who they should contact at JBSA-Randolph regarding specific questions, complaints or coordination, Page 25 0 There isa need for ]8SA-Rando|phtoenhance 0 The Metropolitan Planning Organization Board their coordination and notification with the local does not include ]BSA'Randu|phrepresentation. jurisdictions / public when there isan increase in a There isa lack of temporary construction and military training activities that are outside their crane operation permits within the jurisdictions typical training schedule. for the approach and departure corridor. 0 There is a need for better coordination between JBSA-Rando|ph and local jurisdictions regarding proposed development applications toachieve compatible development in support of the military mission and the positive economic impact the military brings to the community. E There isno defined ]BSA-Rando|ph response time for reviewing proposed development actions within the Universal City Perpetual Clear Zone Easement Area. E There is lack ufnotification or accurate notification to potential buyers looking to purchase property / homes within the Accident Potential or Clear Zones. n There is a lack ofnotification to potential home buyers that a military installation is located within the area which may generate noise, vibration or other impacts associated with military missions. El r"I'll LJ El Multiple agencies advocate for the preservation uf military mission and local economic development and have similar overarching goals, but lack integrated coordination reducing the potential for maximization of resource use and shared benefits. A comprehensive set of Geographic |nfunnation Systems (G|S) data depicting military mission profiles and footprints is not available to local jurisdictions and agencies. Continued coordination of the shared airspace between ]BSA-Rando|ph and San Antonio International Airport is important to ensure the safety of the pilots and the public located beneath the airspace. Despite notification from Houston Air Route Traffic Control Center, general aviation aircraft enter Military Operating Areas where military aircraft are conducting nontraditional flight maneuvers. Page 26 Dust, Smoke and Steam isaby-product generated by both military and civilian activities. Dust and smoke is not only a visibility nuisance, but can also bean air quality issue for 8exarCounty. Dust from agriculture activities located near the airfields can be incompatible with low-level flight operations and create visual impediments for pilot navigation. The following Dust, Smoke, and Steam issue was identified: 0 The refinery near Stinson Municipal Airport emits particulate into the air that can create avisibility hazard for pilots. Housing Availability is the availability of eligible and qualified housing units to military personnel and their families. While military personnel from visiting units reside on-base, mission increases will need to be coordinated with communities su that they can plan and prepare for additional housing to accommodate any growth in personnel. The following Local Housing Availability issue was identified: E As growth continues to occur within the area surrounding ]BSA-Rondo|ph, the availability of adequate housing to support the needs ofmilitary personnel maybe limited. Infrastructure Extensions represent compatibility issues fur]BSA'Rando|ph based on their proposed or planned location. Transportation routes and electrical and water infrastructure impact land uses differently based on location, magnitude of the improvements, and the resulting outcome. Infrastructure extensions tend to catalyze development in the surrounding communities. This development can create incompatibilities with )B6A-Rando|ph military operations. The following Infrastructure Extensions issues were identified: w Desire for additional sewer teatmentcapadty vvithintheCityofSchertz — southandeastof ]86A-Kando|phas well as other future plans for infrastructure improvements in surrounding communities could encourage incompatible E ]BSA-Rando|ph currently does not have a redundant water supply system and may be at risk if their existing system fails. Land /Air Space Competition is defined as multiple uses of both land and air spaces. The ]8SA'Rando|ph]LUS evaluated land and air space shared between military and civilian activities relative to commercial / civilian— general aviationopenationsintheregion. The ]B5A- Rando|phJLUS also assessed several land areas used for recreational purposes. The following Competition for Land and Air Spaces issues were identified: m The airspace that ]85A-Rando|ph uses isalready congested and concerns exist that the competition for airspace will increase due to community airport growth, expanded ]B5A-Rando|ph operations, and potential San Antonio International Airport runway improvements. E New Braunfels Regional Airport and Stinson Municipal Airport civilian flight training operations occur in the same airspace used by]BSA-Rando|ph military trainers for runway approach. 0 Proximity of other airfields to]DSA-Rando|phand ]BSA-S auxiliary runway approaches create airspace conflicts. ` military training activities by encouraging annexation practices in areas critical to the military mission. The following Land Use issues were identified: * Several local jurisdictions that have areas which are located within the airfield safety zones or noise contours do not reference or implement the A|CUZrecommendadons. * The language about A|[UZ recommendations ina few ofthe local jurisdictions zoning ordinances are not clear and may create an interpretation challenge. 0 Concern about the application of the 2011AJCUZ DOD Instructions Floor to Area Ratio (FAR) recommendation. The Floor to Area ratio recommendation was not part of the A|[UZ but it is part of the instructions. Legislative Initiatives are issues that require legislative action or amendments to ensure compatibility factors are addressed within local jurisdictions that affect orare affected by proximity toJBSA-Rando|ph. The following Legislative Initiatives issue was identified: 0 Current real estate seller disclosure forms donot contain notice informing potential buyers that military training operations occur within the area. 0 Bexar and Guadalupe Counties have limited zoning and subdivision authority, which restricts the enforcement of compatible development. Light and Glare can be generated by both military and civilian uses. Light and glare can be generated from certain construction materials during the daytime when sunlight reflects off the structure. This can create visual impairments for pilots flying at low altitudes. Certain types of alternative energy development can create glare for pilots in training' posing safety hazard to the pilot and the aircraft. The following Light and Glare issues were identified: 0 Commercial and retail development, particularly outdoor retail and commercial activities that require additional lighting, may impact flight operations at]BSA-Kando|ph. w Rooftop- or ground-mounted solar panels without anti-reflective coating can create glare. m Directed light from unregulated and unconventional sources, ie, laser scope for paint Page 27 ball shooting accuracy, can be hazardous to pilots improvements are completed and flight and cause temporary blinding. operations resume. A lack of consistency in controlling light sources, glare, and general ambient light may result in an unsuitable night training environment for flying training operations. Noise and Vibration are the result of both military training exercises and construction and development activities. These factors can be incompatible with sensitive land uses. Noise that is loud and extending into night hours can disrupt the lives of the public. Vibration can disrupt daily living activities and in extreme cases cause structural damage. The JLUS strives to balance community quality of life with mission operations and readiness. The following Noise and Vibration issues were identified: El Ll The military flight operations that occur at JBSA- Randolph, JBSA -S, and Stinson Municipal Airport produce noise that is heard outside the boundaries of the installations. Local jurisdiction's building codes do not require sound attenuation per the Federal Aviation Administration / Department Of Defense guidance. JBSA - Randolph and San Antonio International Airport flight patterns may be redirected due to weather or congestion which may lead to noise complaints sent to JBSA- Randolph that were actually caused by aircraft from the commercial airport. General concern that JBSA - Randolph cannot forecast future mission requirements, i.e., larger aircraft, 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. JBSA - Randolph may expand maintenance depot activities and night operations that could include engine run -up exercises on test cells which may generate an increase in noise complaints. Concern that noise complaints may increase at JBSA -S Auxiliary Airfield after the runway Page 28 Vibration complaints are an issue in the cities of Schertz and Universal City. Roadway Capacity can create incompatibilities between military operations and civilian activities due to limited roadway capacity. Roadway Capacity was evaluated for coordination of improved public roadways to meet the needs of both military and civilian uses. The following Roadway Capacity issue was identified: Mass transit is limited around JBSA- Randolph due to the suburban nature of the area. Road network near JBSA- Randolph is congested with frequent wait times / delays during peak use hours; this affects JBSA- Randolph and local communities. Potential retail development along FM -3009 (Roy Richard Drive) and Interstate 35 in the city of Schertz may result in increased local traffic. Current Union Pacific rail operations supporting the natural gas extraction industry temporarily halt thru- traffic on State Highway 218 (Pat Booker Road) causing periodic vehicle stacking near JBSA- Randolph. Thirty to forty commercial deliveries / trucks queue along Old Seguin Road to enter JBSA- Randolph through the South Gate and impact local roadway congestion. Existing interstate infrastructure is at capacity, which results in regional traffic congestion and impacts daily workforce commuters to and from JBSA- Randolph. Safety issues are generated by both military and civilian land uses. Safety concerns relevant to military operations include development (i.e. even the stacking of hay bales and other such commodities) near or adjacent to the runway in areas where development is strongly discouraged such as the Clear Zone. Safety issues are also evaluated based on the land uses located near active runways, such as water features, that can attract birds and wildlife to this critical aviation area where low -speed low- altitude aircraft perform operations. The following Safety issues were identified: There are existing land uses and proposed developments within the airfield safety zones around JBSA - Randolph that are incompatible. A portion of existing development within the JBSA- Seguin airfield safety zones is incompatible due to the type of land use and / or density. A portion of existing development near Stinson Municipal Airport is nonconforming due to buildings or structures located in runway protection zones. There are no policies or regulations that deal with land uses that may pose Bird /Wildlife Aircraft Strike Hazard risks near JBSA-Randolph and JBSA- Seguin. Any development that occurs within the CZ and is not part of the CZ easement will be incompatible per DOD AICUZ instructions. San Antonio International Airport's aging radar equipment services all local airfields, but requires routine repairs and lacks a backup and redundancy system. Current ordinances do not adequately regulate building heights in conjunction with FAA Imaginary Surfaces height recommendations. 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 JBSA- 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. Allowing each new vertical structure / equipment application to construct an individual tower results in crowded airspace. Above ground utility poles are located in JBSA- Randolph runway approach and departure flight corridors and may be a vertical obstruction to flight operations and pose a safety risk. Water Quality and Quantity is the factor that assesses the quantity and quality of water resources in the JBSA - Randolph JLUS Study Area. This factor evaluates the amount of water that is utilized by the installation relative to the available supply of water and then compares that with the demand and supply that is utilized by the surrounding communities to provide for the necessary public services. In addition to evaluating the water supply, this factor also reviews the overall quality of public water use in the JLUS Study Area. Water quality can be affected by military operations, public recreation use and stormwater drainage. The following Water Quality and Quantity issues have been identified: Edwards Aquifer provides the majority of local water supply and future supplies could be constrained by various demands. Current and future regional water quantity and availability are major concerns. The City of Converse may face additional storm water runoff from the JBSA - Randolph runway if additional paving is installed. Please see the next page. Page 30 6.1 Implementation This section identifies and organizes the recommended actions (strategies) developed through a collaborative effort between representatives of local jurisdictions, JBSA- Randolph (JBSA - Randolph), state and federal agencies, local organizations, the general public and other stakeholders that own or manage land or resources in the region. Because the JBSA- Randolph JLUS is the result of a collaborative planning process, the recommendations in this section represent a true consensus plan; a realistic and coordinated approach to compatibility planning developed with the support of stakeholders involved throughout the process. JLUS strategies incorporate a variety of actions that can be implemented to promote compatible land use and resource planning. Upon implementation, existing and potential compatibility issues arising from the civilian / military interface can be removed or significantly mitigated. As such, the recommended strategies function as the heart of the JLUS document and are the culmination of the planning process. The recommended strategies for JBSA - Randolph JLUS have been tailored to consider the unique flight operations and associated risk factors including Bird / Wildlife Aircraft Strike Hazards (BASH) specific to JBSA -R and to assist the installation and surrounding counties and cities with informed development decisions that protect the aviation mission and growth capability of communities while protecting the public health, safety, and welfare. The JBSA- Randolph mission is unique within the Air Force due to its high volume of pilot training aircraft operations, making the installation control 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 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. Due to the requirement to deconflict operations from the east parallel runway, departing aircraft must fly a course heading of 160 degrees to the west of the APZs. However, on every takeoff, there is a 30 second window in which a pilot's only safe option is to eject in the case of an engine failure. In this circumstance, the probability that the aircraft will land in the APZs is high. 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. The 2008 Air Installation Compatible Use Zone (AICUZ) study indicates that 80 percent of all aircraft mishaps that occur within 10 nautical miles involve fighter- trainer type aircraft. A safety risk assessment conducted by the 12th Flying Training Wing concluded that the development recommendations made by the 2000 and 2008 Air Installation Compatible Use Zone Study (AICUZ) are not sufficiently restrictive to protect the community from the risks involved in high - volume trainer operations and that high - volume trainer operations flown by the 12th Flying Training Wing's 145 T -38, T -6, and T -1 aircraft are not compatible with urban environments. Page 31 Bird / Wildlife Aircraft Strike Hazards present a significant threat to aircraft safety. In particular, there is a significant year -round bird strike risk caused by thousands of migratory and resident white - winged doves that transit JBSA- Randolph's east runway on a daily basis. These birds have become a major problem for JBSA- Randolph and significant resources have been invested to modify the habitat on Base. Unique to Randolph, aircraft operating at this location frequently strike these birds on takeoff which results in a much greater hazard to development in the southern APZs. The bird strike risk is heightened because T -38 engines are highly susceptible to engine loss due to bird ingestion. Due to risk profile associated with the aircraft operations and BASH at JBSA- Randolph, the 12th Flying Training Wing has recommended restrictions on development: Urban development within southern APZ I of either the west or east runway is not compatible. Residential development of 1 house per 10 acres in a non - linear arrangement within southern APZ II of the west runway is compatible. Residential development of 1 house per 20 acres within southern APZ II of the west runway is compatible. Other uses in accordance with AICUZ criteria may be compatible. Residential development within the 65 decibel noise contour is not compatible. Residential construction in these zones presents the possibility of future training restrictions due to the sustained impact of noise on residents. These collective factors and recommended development restrictions are critical considerations that have influenced the unique nature of the recommended strategies as they apply to the JBSA -R JLUS. Page 32 The key to the implementation of the strategies is the establishment of the JLUS Implementation Task Force to oversee the JLUS execution. Through this Task Force, local jurisdictions, JBSA- Randolph, and other interested parties can 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. Implementation I an Guideli The key to a successful plan is balancing the different needs of all involved stakeholders. Several guidelines formed the basis upon which the strategies were developed: In concert with the Texas state laws, the Implementation Plan was developed with the understanding that the recommended strategies must not result in a taking of property value. In some cases, the recommended strategies can only be implemented with new enabling legislation. In order to minimize regulation, where appropriate, strategies were recommended only for specific geographic areas to resolve the compatibility issue. Similar to other planning processes that include numerous stakeholders, the challenge is to create a solution or strategy that meets the needs of all parties. In lieu of eliminating strategies that do not have 100 percent buy -in from all stakeholders, it was determined that the solution / strategy may result in the creation of multiple strategies that address the same issue but tailored to individual circumstances. Military c Areas JBSA-Randolph In compatibility planning, the term "Military Influence JBSA- Randolph Military Influence Area Area" (MIA) is used to formally designate a geographic Overlay District area where military operations may impact local communities, and conversely, where local activities may affect the military's ability to conduct its mission. An MIA is designated to accomplish the following: 1. Promote an orderly transition between community and military land uses so that land uses remain compatible. 2. Protect public health, safety, and welfare. 3. Maintain operational capabilities of military installations and areas. 4. Promote an awareness of the size and scope of military training areas to protect areas separate from the actual military installation (i.e., critical air space) used for training purposes. 5. Establish compatibility requirements within the designated area, such as requirements for sound attenuation and avigation easements. An MIA delineates a geographic area where strategies are recommended to support compatibility planning and JLUS goals and objectives. The MIAs are where the majority of the recommended strategies apply. The proposed JBSA - Randolph, JBSA- Seguin, and Stinson Municipal Airport (Stinson) Military Influence Area Overlay Districts ( MIAOD) are areas that incorporate all MIAs and Subzones. To better reflect the area of interest and focus implementation, several MIAs are further divided into subzones. The MIAOD and its subzones including the Controlled Compatible Land Use Area for JBSA- Seguin (CCLUA) are used to define the geographic areas where policies and regulations will be developed and applied to implement the JLUS strategies. This technique ensures the strategies are applied to the appropriate areas, and that locations deemed not subject to a specific compatibility issue are not adversely impacted by regulations inappropriate for their location or circumstance. The JBSA- Randolph MIAOD is a proposed geographic area where strategies associated with each JBSA- Randolph MIA subzone apply. Figure 6.1 illustrates the overall MIAOD with all of the subzones. Figure 6.2 illustrates the MIAOD and areas comprising the BASH and Vertical Obstruction Subzones. Figure 6.3 illustrates the Safety and Noise Subzones encompassed within the MIAOD geographic area. ,JBSA- Randolph Military Influence Area Subzones The four MIA subzones identified for JBSA - Randolph are shown on Figures 6.1, 6.2 and 6.3 and described on the following pages: • Bird Air Strike Hazard (BASH) MIA Subzone • Vertical Obstruction MIA Subzone • Safety MIA Subzone • Noise MIA Subzone BASH Military Influence Area Subzone The BASH MIA subzone is characterized by areas that could be affected by bird and wildlife strikes due to low -level flight operations. These operations can impact community activities and conversely, community activities could adversely affect operations in this area if not coordinated with JBSA -R. The BASH MIA subzone is illustrated in Figure 6.2. The BASH subzone represents a 5 -mile statistical relevancy area from the center of the runway recommended by the Federal Aviation Administration (FAA). Land uses in this area may be subject to additional regulations to prevent attractants of birds and wildlife that could increase the risk of safety to pilots and aircraft flying at lower speeds and altitudes. Vertical Obstruction Military Influence Area Subzone The Vertical Obstruction MIA subzone includes both the imaginary surfaces and FAA Part 77 guidance for determining vertical obstructions illustrated on Figure 6.2. This combined guidance serves to protect important flight areas for aircraft that operate out of JBSA- Randolph. Within this MIA subzone, strategies address various height restrictions to avoid vertical obstructions. 500 -Foot Vertical Clearance The 500 -foot clearance zone is characterized by the vertical limits of the most expansive imaginary surface — the approach and departure clearance surface, illustrated on Figure 6.2. In this surface, for every 50 horizontal feet extending from the end of runway, development can extend one vertical foot up to 500 feet. Land uses should be coordinated with JBSA- Randolph to ensure safety to the public and pilots is of highest priority. Safety Military Influence Area Subzone The Safety MIA Subzone addresses areas that could be affected by low -speed and low- altitude aircraft associated with military training operations. As described in Chapter 3 of the Background Report, the safety zones include the Clear Zone and Accident Potential Zones I and II. These areas are characterized by a high risk for aircraft collisions due to location and types of aviation operations that occur. The size and location of these areas are illustrated in Figure 6.3. New development located within this MIA subzone may be subject to lower densities and potentially other regulations to control attractants for birds and other wildlife. Noise Military Influence Area Subzone The Noise MIA subzone includes all land located off installation within the 65 dB noise contour for JBSA -R. Other noise contours represent subzones for which residential development and other noise sensitive land uses within this MIA subzone may be subject to sound attenuation measures to reduce noise impacts. Figure 6.3 illustrates the Noise MIA subzone. Page 34 Guadalupe County Legend _. _ MIAOD Vertical Obstruction Subzone Nose Subzone JBSA Randolph Boundary FAA Part 77 Airfield Imaginary Surface 65 dB Perpetual CZ 5 -mile BASH 1= Up to 200' @ 3NM Approach /Departure Clearance 70 dB Easement rMRelevancy Area CM Up to 300'@ 4NM Surface Subzone (horizontal) 500 ft IV Runway Centerline Subzone Inner Horizontal Surface 75 dB Safety Subzone Up to 400'@ 5NM Subzone = 150 ft 80 dB Interstate / Highway Clear Zone Up to 500' @ 6NM 117M Conical Surface Regional Cities Road APZi Airfield Imaginary Surface Subzone = 20 ft to 1 ft J�US Partners Railroad APZ 11 Primary Surface Subzone Outer Horizontal Surface Subzone = 500 ft City / Community River Approach /Departure Clearance Surface Subzone (glide angle) Transitional Surface Subzone = 7fY to 1 ft - Bexar and Guadalupe a = 50ftto1 ftupto500ft t_�J County Boundaries 0 1 2 tiumwm== Mlles Sources: FAA, 2013; JBSA - Randolph, 2013 Page 35 t Legena MIAOD Boundary Vertical Obstruction Subzone Regional Cities Interstate / Highway FAA Part 77 Airfield Imaginary Surface 5-mile BASH �Wmm Relevancy Area Up to 200' @3NM Approach /Departure Clearance JLUS Partners mm 11 Road Subzone Up to 300' @ 4NM Surface Subzone (horizontal) = 500 ft City / Community 1A\1 Railroad Up to 400'@ 5NM Inner Horizontal Surface Subzone = 150 It — Bexar and Guadalupe County Boundaries River Up to 500'@ 6NM Conical Surface Subzone = 20 ft tot ft JBSA - Randolph Airfield Imaginary Surface Outer Horizontal Surface Perpetual CZ 'dz Easement a Primary Surface Subzone Subzone = 500 It Approach/Departure Clearance Transitional Surface ^� Runway Centerline Surface Subzone (glide angle) NINE" Subzone = 7ft to 1 ft O 1 2 Sources FAA, 2013, J88A- Rando1ph 2013 = 50 It to 1 it up to 500 ft. mmmww== Milers Page 36 Page 37 JBSA- Seguin Military Influence Area Overlay District The JBSA- Seguin MIAOD is a proposed geographic area where strategies associated with each JBSA - Seguin MIA subzone apply. Figure 7.1 illustrates the overall MIAOD with all of the subzones. Figure 7.2 illustrates the MIAOD and areas comprising the BASH and Vertical Obstruction Subzones. Figure 7.3 illustrates the CCLUA, Safety. And Noise Subzones encompassed within the MIAOD geographic area for JBSA-Seguin airfield. The four MIA subzones and Controlled Compatible Land Use Area (CCLUA) for JBSA- Seguin are identified below, and shown and described on the following pages: • BASH MIA Subzone • Vertical Obstruction MIA Subzone • Controlled Compatible Land Use Area Subzone • Safety MIA Subzone • Noise MIA Subzone BASH Military Influence Area Subzone The BASH MIA subzone is characterized by areas that could be affected by bird and wildlife strikes due to low -level flight operations. The BASH MIA Subzone illustrated in Figure 7.2 represents a 5 -mile statistical relevancy area from the center of the runway around the JBSA- Seguin airfield prescribed by the FAA. Certain land uses in this area may be subject to additional regulations to prevent attractants of birds and wildlife that could increase the risk of safety to pilots and aircraft flying at lower speeds and altitudes. Vertical Obstruction Military Influence Area Subzone The Vertical Obstruction MIA Subzone includes both the imaginary surfaces and FAA Part 77 guidance for determining vertical obstructions illustrated on Figure 7.2. This combined guidance serves to protect important flight areas for aircraft that operate out of JBSA -S. Within this MIA Subzone, strategies address various height restrictions to avoid vertical obstructions. 500 -Foot Vertical Clearance The 500 -foot clearance zone is characterized by the vertical limits of the most expansive imaginary surface — the approach and departure clearance surface, illustrated on Figure 7.2. In this surface, for every 50 horizontal feet extending from the end of runway, development can extend one vertical foot up to 500 feet. Controlled Compatible Land Use Area Subzone The CCLUA boundary around JBSA- Seguin is the MIA Subzone that would allow for airfield zoning coordination and would give land use authority to an established Joint Airport Zoning Board (JAZB), pursuant to Texas Local Government Code, Section 241.014. This MIA Subzone defines an area for the JAZB to regulate and adopt airport zoning regulations for lower densities and height restrictions, including areas within the Safety and Noise Subzones, and within the unincorporated portion of Guadalupe County since the county does not have land use authority. The CCLUA boundaries for JBSA- Seguin are shown on Figure 7.3. Noise Military Influence Area Subzone The Noise MIA Subzone includes all land located off installation within the 65 dB noise contour for JBSA- Seguin. Other noise contours represent subzones for which noise sensitive land uses within this MIA subzone may be subject to sound attenuation measures to reduce noise impacts. Figure 7.3 illustrates the Noise MIA Subzone. Safety Military Influence Area Subzone The Safety MIA Subzone addresses areas that could be affected by low -speed and low- altitude aircraft associated with military training operations. As described in Chapter 3 of the Background Report, the safety zones include the Clear Zone and Accident Potential Zones I and II. These areas are characterized by a high risk for aircraft collisions due to location and types of aviation operations that occur. The size and location of these areas are indicated in Figure 7.3. Although development proximate to JBSA- Seguin is minimal, any new development located within this MIA subzone may be subject to lower densities and potentially other regulations. Gonzales Guadalupe J/ C o a n t y County Legend L MOD Boundary Vertical Obstruction Subzone Noise Subzone JBSA - Seguin _j 5-mile BASH FAA Part 77 Airfield Imaginary Surface 65 dB 0 Auxiliary Airfield Relevancy Area Subzone Up to 200' @ 3NM Approach/Departure Clearance /o/ 70 dB Runway Centerline Up to 300'@ 4NM Surface Subzone (horizontal) 500 ft 75 dB Interstate / Highway Controlled Compatible Land Use Area Up to 400' @ 5NM Inner Horizontal Surface Subzone = 150 ft /N/ 80 dB Road Subzone Safety Subzone Up to 500'@ 6NM Conical Surface 1XII Regional Cities Railroad Airfield Imaginary Surface Subzone = 20 ft to 1 ft JLUS Partners River Clear Zone Primary Surface Subzone Outer Horizontal Surface Subzone = 500 ft Seguin APZ I Approach/Departure Clearance Surface Subzone Transitional Surface Guadalupe County APZ 11 (glide angle) k1t111111 Subzone = 7ft to 1 ft Boundary 50 ft to 1 ft up to 500 ft 0 1 2 mmmmmr=== Miles Sources: FAA, 2013; JBSA-Randolph, 2013. Page 39 1 Gonzales Guadalupe Coun t y County Legend MOD Boundary Vertical Obstruction Subzone Regional Cities Railroad 5-mile BASH FAA Part 77 Airfield Imaginary Surface JLUS Partners River Relevancy Area Up to 200' @ 3NM Approach/Departure Clearance —1 Se uin E"— g Subzone Up to 300' @ 4NM Surface Subzone (horizontal) 500 ft Guadalupe County Up to 400'@ 5NM Inner Horizontal Surface Subzone = 150 ft Boundary Up to 500'@ 6NM Conical Surface JBSA - Seguin Auxiliary Airfield Airfield Imaginary Surface Subzone = 20 ft to 1 ft Outer Horizontal Surface Runway Centerline Primary Surface Subzone Subzone = 500 ft Interstate / Highway Approach/Departure Clearance Surface Subzone (glide angle) Sd Transitional Surface Road = 50ftto 1 ftupto 500 ft Subzone— 7ft to 1 ft 0 1 2 mmmmmow_---_� Miles Sources: FAA, 2013; JBSA-Randolph, 2013. Page 40 Page 41 Stinson Municipal Airport Military Influence Area Overlay District The Stinson MIAOD is a proposed geographic area where strategies associated with each Stinson MIA subzone apply. Figure 8.1 illustrates the overall MIAOD, which is designed to reflect the area comprising all the MIA subzones for Stinson Municipal Airport. Figure 8.2 provides an inset of the Safety and Noise Subzones surrounding the airport. Stinson Municipal Airport Military Influence Area Subzones The four MIA subzones for Stinson are shown in Figure 8.1 and described on the following pages: BASH MIA Subzone Vertical Obstruction MIA Subzone Safety MIA Subzone Noise MIA Subzone BASH Military Influence Area Subzone The BASH MIA subzone is characterized by areas that could be affected by bird and wildlife strikes due to low -level flight operations. The BASH MIA subzone illustrated on Figure 8.1 represents a 5 -mile statistical relevancy area from the center of the runway around Stinson. Certain land uses in this area may be subject to additional regulations to prevent attractants of birds and wildlife that could increase the risk of safety to pilots and aircraft flying at lower speeds and altitudes. Vertical Obstruction Military Influence Area Subzone The FAA Part 77 Vertical Obstruction MIA subzone serves to protect important flight areas for aviation operations associated with Stinson. Within this MIA subzone, strategies address height restrictions to avoid vertical obstructions. The Vertical Obstruction MIA subzone for Stinson is depicted on Figure 8.1. Safety Military Influence Area Subzone The Safety MIA subzone addresses areas that could be affected by low -speed and low- altitude aircraft associated with military training operations. Safety zones for civilian airports include Object Free Areas, Runway Protection Zones, Runway Safety Areas and Page 42 Obstacle Free Zones. These areas are characterized by a high risk for aircraft collisions due to location and types of aviation operations that occur. The size and location of the Stinson Runway Protection Zones are illustrated in Figures 8.1 and 8.2. Noise Military Influence Area Subzone The Noise MIA subzone includes all land located off installation within the 60 dB noise contour for Stinson. Other noise contours represent subzones for which residential development and other noise sensitive land uses within this MIA subzone may be subject to sound attenuation measures to reduce noise impacts. Figures 8.1 and 8.2 illustrate the 60 dB Noise MIA subzone. Page 43 Page 44 6.2 How to Read the Geographic Area. This column indicates the applicable Implementation Plan Military Influence Area (MIA), if the strategy relates to an area outside JBSA -R. Additional details on MIAs are Drovided under the previous "Influence Areas" section. The strategies developed were designed to address the issues identified during preparation of the JLUS. The purpose of each strategy is to: 1. Avoid future actions, operations, or approvals that would cause a compatibility issue, 2. Eliminate an existing compatibility issue, 3. Reduce the adversity of an existing issue, or 4. Provide for on -going communications and collaboration. To make the strategies easier to use, they are presented in a table format that provides the strategy and information on when and how that strategy will be implemented. Figure 9 highlights the format and content of the strategy table, and the following paragraphs provide an overview of how to read the information presented within each strategy. Issue #. The issue # is an alpha- numeric number that provides a unique reference for each specific issue and strategy. Type of Strategy. This column identifies the type of strategy being recommended. The column contains one of the following acronyms to represent the tool type: Acq Acquisition CIP Capital Improvement Program Comm Communication and Coordination Disc Real Estate Disclosures Hab Habitat Conservation Tools Leg Legislative Tools IA Military Influence Area MOA Memorandum of Agreement MOU Memorandum of Understanding Plans General / Comprehensive / Master / Hazard /Airport Plans Zon Zoning Ordinance / Subdivision Regulations Strategy. In bold type is a title that describes the strategy. This is followed by the complete strategy statement that describes the action needed. Timefrome. This column indicates the projected timeframe of each strategy. The timeframes are described below: 2015 Strategy to be initiated by 2015 (within 2 -2 years of JLUS completion) 2017 Strategy to be initiated by 2017 (3 to 5 years from JLUS completion) On -Going An on -going implementation action Responsible Warty. At the right end of the strategy table are a series of columns, one for each jurisdiction, military entity, agency, and organization with responsibility for implementing the JLUS strategies. If an entity has responsibility relative to implementing a strategy, a mark is shown under their name. This mark is one of two symbols that represent their role. A solid square ( ■) designates that the entity identified is responsible for implementing the strategy. A hollow square (❑) designates that the entity plays a key supporting role, but is not directly responsible for implementation. The responsible parties are identified by their assigned acronym in the heading at the top of each page. JBSA Joint Base San Antonio CPS /SAWS City Public Service Energy/ San Antonio Water System FAA Federal Aviation Administration RECSA Real Estate Council of San Antonio SABOR San Antonio Board of Realtors TXDOT Texas Department of Transportation Page 45 BE Iffffm AE -1 Zon Vertical Amend Unified Development 2015 in N in ■ ■ ■ Obs Codes and Zoning ordinances MIA to Establish Height Limits for Alternative Energy Development Structures. Unified Development Codes and zoning ordinances need to require height restrictions for t energy development structures within the vertical obstruction MIA, Ordinances should also be amended to require review and coordination by Air Force prior to issuing permit for all commercial alternative energy developments in the study area: Issue i Type of Militaay Influenoa Area: Strategy. Tirneframe. , Responsible Party: The primary and partner Strategy Strategy: Where each strategy Description The expected responsible, agencies. For example, the a Number. - An applies. For example if of the initiation date denotes the primary agency who will take the Alpha- abbreviated only MIA is indicated then strategy. for strategy s lead in implementation. The C denotes partner numeric description i that strategy only applies to f implementation ii agency who will assist the primary agency in identifier of the type ' areas within the M lK g_ implementation, used for of strategy 6 reference: r` used. Figure 9. JBSA-R Strategy Key Page 46 Page 47 JBSA- Randolph JLUS Strategies .p d A AE -1 Zon JBSA -R Amend Unified 2015 ■ ■ ■ ■ ■ ■ ■ JBSA -S Development Codes Stinson and Zoning Vertical Ordinances to Obs Establish Height MIAOD Limits, and Siting for Subzone Alternative Energy Development Structures. In an effort to be proactive, amend unified development codes and zoning ordinances to regulate the height and siting of residential and commercial wind energy turbines to prevent interference with the safety of aviation within both the Vertical Obstruction MIAOD Subzones AE -2 Comm JBSA -R Educate Utility 2015 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ■ JBSA -S Companies and Stinson Encourage Them to Vertical Adopt Non - Reflective Obs Solar Panel Criteria. MIAOD Educate utility Subzone companies on the importance of non - reflective solar panels and encourage them to adopt criteria for use within the Vertical Obstruction Military Overlay District. Page 47 AE -2 (cont'd) Other Partners: CPS Energy, GVEC AE -3 Plans/ JBSA -R Coordinate with DoD 2015/ ❑ 1 3 0 1 1 1 1 1 3 1 1 1 1 ■ Ell] ❑ Zon/ JBSA -S Siting Clearinghouse. On- MOA Stinson Update going Vertical comprehensive Obs plans to include MOD policies and amend Subzone Unified Development Codes (UDCs) and zoning ordinances to require all proposed alternative energy development projects be submitted to the DOD Siting Clearinghouse to review each project for mission compatibility. Include coordination with DOD Siting Clearinghouse as part of the MOA between JBSA and stakeholders. Note: The DOD Siting Clearinghouse requirements and standards published in Title 32, Code of Federal Regulations, Part 211 shall advise and guide the process to facilitate the early submission of renewable energy project proposals to the Clearinghouse for military mission compatible review. Page 48 Page 49 AT -3 Plans/ JBSA -R FM 78 JBSA CIPs MIAOD Randolph East Gate Intersection Improvements JBSA should coordinate with TXDOT and plan, budgetand construct dedicated turn lane from western FM 78 into East Gate and restriping of center turn lane from eastern FM 78 into East Gate entrance. Other Partners: Alamo Area Metropolitan Planning Oraanization (MPO) COM -1 MCA JBSA -R JBSA -S Stinson MIAOD �F 0MM 0■0■0■M■0■M JBSA Representative 2015 ❑ to Attend City Council, Planning Commission, County Commissioners Court and other Agency Board Meetings to Provide Comments on Mission Compatibility Concerns for Proposed Developments In an effort to continue a collaborative partnership, include in the MCA between stakeholders and JBSA that JBSA MMMMMMM" 0 0 COM -1 agrees to provide a (cont'd) representative to attend and comment on mission compatibility issues on proposed developments at City Council, Planning Commission, County Commissioner Court and other agency board meetings. Note: The JBSA representative will provide technical information on items being considered, but shall not directly vote to approve, conditionally approve, or deny a project or development application. Other Partners: Alamo Area MPO, Bexar Regional Watershed Management (BRWM), San Antonio River Authority (SARA) COM -2 MOA JBSA -R Stakeholders to JBSA -S Provide JBSA an Stinson Opportunity to MIAOD Review and Comment on Proposed Developments within the MIAOD In an effort to continue a collaborative partnership, include r�'�0��00000000�� Page 51 COM -2 in the MOA between (cont'd) stakeholders and J BSA that the stakeholders agree to inform JBSA of any proposed developments within the MIAOD, and JBSA will provide comments regarding mission compatibility concerns, within an agreed upon and reasonable timeframe. This will include: • Provide technical input and assistance to local jurisdictions to support discussion of projects and potential compatibility issues • Definition of project types that require review • Identification of the Points of Contact for all coordination • Identify opportunities for appropriate JBSA personnel to participate in pre - application meetings for significant Page 52 Page 53 COM-2 and procedures for (cont'd) receiving notices and review opportunities on significant regional projects. Other Partners: Alamo Area MPO, BRWM, SARA COM-3 Plan Study JBSA to Develop a 2015 ■ MOA Area Stakeholders' Communications Protocol Plan and a Community Communications Portal JBSA should develop both an internal and external stakeholders' communications protocol plan to manage external communications with the public, civic and business leaders, and other groups. ■ Develop a Stakeholder Communications Protocol Plan that identifies who stakeholders at all technical and leadership levels should call for questions and coordination. • Plan should include frequently called numbers and Page 54 Page 55 ® .a a a ® • ® .o so .o • s o • m a COM -3 poi nts -of- m® (cont'd) contact • Develop a JBSA Community Communications Portal that includes a JBSA portal phone number and email that acts as a clearinghouse for all incoming community questions • Incorporate the Stakeholders' Communication Plan into the MOA between JBSA and stakeholders • Add "Who -to- Call" Lists to the websites for topic matters that would be useful to the public Other Partners: Alamo Area MPO, BRWM, SARA COM -4 Comm Study JBSA to Enhance 2015 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ■ ❑ ❑ Area Notifications to the Public for Training that Occurs Outside the Routine Schedule and Other Current Event News Relevant to Communities JBSA should enhance notification techniques and measures about Page 55 COM -4 training events that (cont'd) occur outside or in addition to the normal training schedule and other current events that are relevant to the citizens. Include a point of contact in all notifications. Notification techniques should include but not be limited to: • JBSA Facebook/ Twitter • Public Service Announcements • JBSA newspaper and other local newspapers • Jurisdictions Public Affairs Office • Links from jurisdiction websites to the JBSA website • Group Email Blast to jurisdiction's elected and appointed officials and public safety officers COM -S Comm Study Enhance Visibility of 2015 ■ Area the 12th FTW Community Engagement Office. The 12th FTW should enhance the visibility of the Page 56 Page 57 ® .a a a ® • ® .o so .o • s o • m a COM -S Community m® (cont'd) Engagement Office to include but not limited to: • Post the contact information and building location on the main JBSA - Randolph website • Outreach to adjacent and proximate communities with the contact information for the office • Provide regular updates to community officials and staff • Respond in a timely manner in the events of complaints, etc. COM -6 Zon JBSA -R Amend the Perpetual 2017 ■ ■ Safety Clear Zone Easement MOD To Define a JBSA Subzone Response Time For Proposed Development Application Reviews JBSA -R and the City of Universal City should amend the Easement to incorporate a reasonable response time from the Air Force to enable efficient use of resources and maintain consistency with mandated Page 57 COM -6 (cont'd) timeframes for the development review process. COM -7 Comm JBSA -R Response Time from 2015 ■ ■ ■ ■ ■ ■ ■ ■ ■ JBSA -S JBSA Stinson The cities, counties MIAODs and JBSA should work together to delineate a reasonable amount of time for JBSA to respond to development applications and other such planning matters. {See Strategy COM -21 COM -8 Comm Study Establish a JBSA -R 2015 ❑ 0 0 0 0 0 ■ 0 0 0 0 0 0 Area JLUS Implementation Task Force Formalize through a resolution that the JLUS -R Executive and Advisory Committees will transition to a JLUS Implementation Task Force and Sub Committee respectfully, and be responsible for monitoring the implementation of the recommended JLUS strategies and act as a forum for continued communication and sharing of information and current events associated with military Page 58 Page 59 ® .a a a ® • ® .o so .o • s o • m a COM -8 compatibility. m® (cont'd) Note: This may be achieved through existing collaborative efforts, such as the JBSA Community Partnership. COM -9 Comm Study Plan and Facilitate a 2015 ❑ 0 0 0 0 0 ■ 1111 Area Visioning Session for Multiple Military Advocacy Organizations. Bexar County should plan and facilitate a visioning session among all the organizations in the JBSA metrocom area that have similar missions and common goals to determine where efficiencies can be realized, resources can be optimized and advocate with a one -voice approach while preventing competing missions. Other Partners: Alamo Area Council of Governments (AACOG), Tri- County Chamber of Commerce, San Antonio Chamber of Commerce, Northeast Partnership (NEP), Schertz Chamber of Commerce, JBSA Community Partnership Page 59 COM -10 MOA Region Develop 2015 ❑ 0 0 0 0 0 ■ 1111 Wide Memorandum of Agreement (MOA) for Multiple Military Advocacy Agencies The County should work with JBSA to determine needs for advocacy of military - related matters. Then County should develop a MCA with the cities and other advocacy agencies AACOG and NEP delineating points - of- contacts and protocols for communication methods of contact, identification of appropriate agency for certain matters, and an action plan for managing and aligning multiple advocacy agencies in the Bexar and Guadalupe Counties. Other Partners: AACOG, Tri- County Chamber of Commerce, San Antonio Chamber of Commerce, NEP, Schertz Chamber of Commerce, JBSA Community Partnership Page 61 ® .a a a m m �® • so .a • s o • m a ® COM -11 Comm Study Create and Maintain 2015 ❑ ■ ❑ ❑ ❑ ❑ m® ❑ ❑ a® ❑ ❑ ❑ ❑ ❑ Area / a Regional Portal GIS County- Information wide Clearinghouse for Collecting and Distributing Updated GIS Layers / Maps Related to Military Operations Currently, the City of San Antonio has a grant with the OEA to determine and identify an agency that could serve as the Regional Clearinghouse that can provide a portal to all JLUS stakeholders that would house as well as make available GIS layers and maps related to military operations. JBSA would be responsible for providing a comprehensive set of GIS layers for all military to the clearinghouse. The clearinghouse would be responsible for distributing all updated military operation GIS layers and maps to the partnering jurisdictions and stakeholder agencies to enable enhanced long -range compatibility Page 61 COM -11 planning. A protocol (cont'd) for accessing and updating the information should be developed to ensure accuracy and appropriate security measures are established. /A/Awv, /Alamo /Area MPO, BRWM, SARA COM -12 Comm Study Randolph Tower 2015 ■ ❑ Area (RND) Airspace Manager and 12 FTW Safety Office should continue working with General Aviation groups and the FAA in reducing VFR pop -up traffic transiting Military Operating Areas (MOAS) RND Airspace Manager, Airspace squadron Points -of- Contact (POCs) and squadron Duty Officers (DOs) should continue to visit Houston Center and San Antonio Tower /Terminal Radar Approach Control (TRACON) to brief air traffic controllers on an annual basis the importance of issuing Traffic Advisories and Alerts to all users of RND Page 62 COM -12 MOAs. (cont'd) ■ 12 FTW Safety Office and Airspace Manager should continue safety briefings at venues attended by General Aviation pilots and inform them of the hazards associated with flying into active MOAs. ■ 12 FTW Safety Office should vigorously reach out to airports in the surrounding area by conducting on site visits and posting diagrams depicting RND flying routes and MOAs along with Mid -Air- Collision- Avoidance brochures. MOA scheduling utilizing the latest software program sanctioned by the Air Force will be utilized and specified in Letters of Agreement with RND and FAA agencies as required so that Page 63 COM -12 Notices to (cont'd) Airmen are automatically issued advising all General Aviation flyers when the MOAs are active. Page 64 Jan Hnronio International Airport (SAT) and RN© COM -13 Zon JBSA -R Amend UDCs or 2015 ■ ■ ■ ❑ ❑ JBSA -S Building Codes to Stinson Not Permit Vertical Temporary Cranes Obs within the MOD Transitional Area of Subzone the Airfield The cities should amend their UDCs to incorporate regulations for not permitting temporary cranes within the transitional area of the imaginary surface in order to prevent vertical obstruction into critical navigable airspace. The cities should require coordination with the FAA to determine obstruction evaluations so mitigation measures and coordination with JBSA can be applied. Page 64 Page 65 ® .a a a ® • ® .o so .o • s o • m a COM -14 Comm Study Consider Public- 2015 ■ ■ ■ ■ ■ ■ m® ■ ■ ■ ■ ■ Area Public or Public - Private (P4) Partnerships for Cost Savings Identify opportunities for jurisdictions and JBSA to partner on and use Section 331 of the Federal Regulations to achieve cost savings. COM -15 Zon MIAOD / Update or Develop 2015 ■ ■ ■ ■ ❑ ❑ CCLUAs Crane /Temporary Construction Permit Forms Some jurisdictions surrounding JBSA -R regulate temporary construction cranes through the use of permits; however the permits need to be updated to reflect current information and other cities need to develop these permits to regulate such activity. • The City of San Antonio should update their website with the updated Crane / Temporary Construction Form and remove old copies on internal sites and the website. • The cities of Page 65 COM -15 Schertz, Selma, (cont'd) Live Oak, and Universal City should develop temporary crane / construction permits to enable appropriate coordination with the FAA and JBSA -R and determine obstruction evaluations so mitigation measures can be applied prior to construction. COM -16 Comm JBSA -R JBSA Representative 2015 ■ ❑ to Accompany City On- Officials to talk to going Landowners A uniformed JBSA Representative should accompany City of Converse Officials to talk to Landowners about the issue with the clear zones and the 1604 Corridor Study. Page 67 ® .a a a m m �® • so .a • s o • m a ® COM -17 Comm JBSA -R Coordinate 2015 m® a® ■ Study partnering Efforts Area The Air Force / JBSA will use the JLUS Report and associated information / data as part of the communities' input into the ICEMAP development process to eliminate the potential for conflicting data and recommendations. If there are conflicts between the ICEMAP and JLUS recommendations, JBSA- Randolph shall resolve them with the communities. COM -18 Comm JBSA -R Incorporate 2015 ■ JBSA -S Recommendations of and the JBSA- Randolph Stinson JLUS into the Joint Study Base San Antonio Area Regional Joint Land Use Implementation Strategy The City of San Antonio should ensure that the findings and recommendations of the JBSA-Randolph JLUS are incorporated into and coordinated with the Joint Base San Antonio Regional Implementation Strategy. Page 67 DSS -1 Comm JBSA -R Coordinate with JBSA On- ■ ■ ■ IN ■ ■ ❑ JBSA -S Regarding Proposed going and Developments that Stinson Generate Dust, Study Smoke or Steam Area Within the Approach and Departure Corridor Coordinate with JBSA about any existing facilities undergoing renovations and proposed developments that generate dust, smoke, or steam that are located within the approach and departure corridor in order to prevent plumes that may impair the vision of the pilots. Other Partners: TCEQ, Texas Railroad Commission (TRRC) r � Page 69 HA -1 Comm Study Coordinate JBSA On- ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ■ ❑ Area Housing Needs going Develop partnership with local realtors, realtor associations, and local planning departments to share information regarding military housing needs on a regular basis via the JBSA Housing Market Analysis (HMA) report Page 71 IE -1 Plans JBSA -R Coordinate On- ■ ■ ■ ■ ■ ■ ■ ■ ❑ ■ ■ JBSA -S Infrastructure going and Capacity Planning Stinson with JBSA MIAOD Stakeholders should coordinate with JBSA on a region -wide basis in the development of infrastructure master plans, capital improvement plans (CIP), utility service agreements (USAs), and other similar long -range plans to avoid overlap and duplication of services. Development of systems that can serve both community (including Converse) and JBSA -R's needs should be evaluated when appropriate. Other Partners: Alamo Area MPO, BRWM, SARA, Regional Mobility Authority (RMA) IE -2 Comm JBSA -R Coordination on 2015 ■ ■ ■ ■ ■ ■ ■ ■ ❑ ■ ■ JBSA -S Infrastructure and Planning Stinson Notify and MIAOD coordinate infrastructure expansion plans with JBSA. When communities or Page 73 LS -1 CIP Study Next Generation Air 2017 ❑ ❑ ■ Area Transportation System Improvements SAT and RND should work with the FAA to identify and budget for specific NextGen improvements that have a regional benefit including System Wide Information Management (SWIM) program and Automatic Dependent Surveillance — Broadcast (ADS -B) technology. LS -2 Comm Study Advertise / Educate 2015 ■ ❑ Area Mid -Air Collision On- Avoidance (MACA) going Program Develop education brochures on how to avoid mid -air collisions within airspace where military operations occur. Provide the MACA Handbook and the mid -air collision brochure on the JBSA website and other online locations where general aviation pilots have access. Page 74 Page 75 LEG -1 Leg Study Facilitate Legislative 2017 ■ ❑ Area Initiative to Amend Property Sellers Disclosure Work with San Antonio Board of Realtors (SABOR), Real Estate Council of San Antonio (RECSA), Texas Association of Realtors (TAR) and other real estate advocates to facilitate a legislative initiative to include notification of military impacts on property in seller disclosures (TAR Forms 1406 and 1506). Other Partners: SABOR, RECSA, TAR, other rea/s estate advocates Page 77 ® .a a a ® 4 ® .o so s o ® m a LEG -2 Leg Study Amend Property 2015 m® ■ Area Code Section 5.008 of Sellers Disclosure of Military Impacts The State Legislature with the support of TAR and Non -TAR members to amend the property code to incorporate language that discloses information related to military impacts, as it pertains to the property in the transaction. Primary Partner: State Legislature LEG -3 Plans JBSA -R State to Adopt Part 2015 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ J BSA -S 77 as State Law to and ensure Federal Stinson Aviation Regulation Vertical (FAR) Part 77 Obs Compliance MIAOD State should adopt Subzone Part 77 and any amendments to the law to ensure Part 77 compliance for local jurisdictions. For all new, redeveloped or rehabilitated transmission, communications, energy generation structures (including electrical transmission towers /lines, cellular and radio transmission towers, wind generation Page 77 LEG-3 towers, and other (cont'd) similar usesjorany type ofstructures that have a proposed height of 99'ur higher, ensure compliance with FAR Part 77 height limit requirements to minimize vertical obstructions and congested airspace. In addition' ensure the developments and structures are compatible with, and do not pose a safety hazard to, air operations in the region. Primary Partner: State Legislature Page 79 LG -1 Plans Study Conduct Lighting 2015 ❑ 0 0 0 0 0 ■ 111111 Area Study / Screening Bexar County should work with JBSA and the surrounding communities to conduct a lighting study/ screening to determine areas where light pollution may adversely impact the base's mission. This will determine for the communities what types of lighting regulations would be necessary to stop further light pollution in this area and region -wide. LG -2 Zon Study Amend UDCs and 2017 ■ ■ ■ ■ ■ ■ ■ ■ ❑ Area Zoning Ordinances to Incorporate Dark Sky Lighting Controls The cities should amend their UDCs and zoning ordinances delineating the downward directional lighting for land uses, regulations for light pollution trespass including lumens and not permitting light to be emitted above the 90 degree horizontal plane, and timers for lights. r � Page 81 ® .a a a m m �® • so .a • s o • m a ® LG -2 Limit Correlated m® a® (cont'd) Color Temperature (CCT) values for LED street lights to 4100k. This shall include requirements for downward directional, shielded, or fully- cutoff lighting in new construction and street lights, and controls for unregulated and unconventional sources of light, i.e. laser scopes for paintball shooting accuracy and other similar uses. Other Partners: Cities of Live Oak LG -3 Comm JBSA -R Educate Utility 2015 ❑ ❑ ❑ ❑ ❑ ■ JBSA -S Companies and Stinson Encourage Them to Vertical Adopt Anti -Glare Obs Construction MIAOD Materials in Solar Subzone and Renewable Energy Facilities Educate utility companies on the importance of anti- glare construction materials, such as the use of an anti - reflective coating on photovoltaic solar panels and prohibiting the use of reflective (mirrored) materials, for solar panels and Page 81 LG -3 other renewable (cont'd) energy facilities for roof -top on ground - mounted applications. Encourage utility providers to adopt criteria for use within the Vertical Obstruction Military Overlay District. Other Partners: CPS Energy, GVEC Page 82 LU -1 Plans/ JBSA -R Zon JBSA -S and Stinson MIAOD Military Influence 2015 Area Overlay Zoning District ( MIAOD) Amend the UDCs and update comprehensive plans to include the Military Influence Area Overlay District ( MIAOD). The MIAOD will assist in achieving military compatibility. Description of the MIAOD and its subzones can be found in the JLUS Implementation section narrative. The MIAOD consists of 4 subzones: • Safety MIAOD Subzone — This area is comprised of the CZs, APZs and the Runway Protection Zones (RPZ) • Noise MIAOD 5uazone — i nis Subzone is comprised of the area encompassed within the footprint of the noise contours identified in the most recent JBSA -R AICUZ and the Stinson noise contours Page 83 Page 84 Page 85 LU -2 (co it'd) economic development, etc. LU -3 Zon JBSA -R Amend 2015 ■ ■ ■ ■ Safety Comprehensive MOD Plans to Limit Density on Land in West Side of JBSA -R Southern Accident Potential Zone 11. Amend Comprehensive Plan policy and the future land use map to limit development in APZ II of the J BSA - Randolph western runway to 1 dwelling unit per 10 acres. LU -4 Zon JBSA -R Amend 2015 ■ Safety Comprehensive MOD Plan to Limit Density on East Side of JBSA -R Southern Accident Potential Zone 11. Amend Comprehensive Plan policy and the future land use map to limit development in APZ II of the eastern JBSA - Randolph runway to 1 dwelling unit per 20 acres. Page 87 ® .a a a ® • ® .o so .o • s o • m a LU -5 Zon JBSA -R Amend 2015 ■ ■ m® Safety Comprehensive MOD Plans to Limit Density on Land Between West and East Runway South Safety Zones Amend Comprehensive Plan policy and the future land use map to limit development between the west and east runway south safety zones of JBSA- Randolph to 1 dwelling unit per 10 acres. LU -6 Zon JBSA -S Establish a Joint 2015 ■ ■ ❑ CCLUA Airport Zoning Board (JAZB) Establish a JAZB for JBSA -S's Controlled Compatible Land Use Area (CCLUA) using the authority of the State Local Government Code 241. The JAZB is required to develop a charter, a zoning ordinance (that would include the MIAOD and its associated subzones), and a zoning map for the CCLUA. The zoning categories within each of the MOD subzones should be based on the AF AICUZ instructions Page 87 LU -6 (cont'd) guidance, FAA guidance and the TXDOT guidance for compatible land use around airports. LU -7 Zon JBSA -R Evaluate the 2015 ■ ■ ■ ■ ■ Safety Feasibility of Creating MOD a JAZB for JBSA- Subzone Randolph for the West and East Runway Safety Zones The cities of Schertz, Selma, and Universal City along with Bexar and Guadalupe counties should evaluate the feasibility of creating a JAZB for the JBSA- Randolph West and East Runway Safety Zones to provide adequate protections and land use regulations for the ETJs and land located in this area. r � Page 89 ® .a a a m m �® • so .a • s o • m a ® LU -8 MOU JBSA -R Develop a 2015/ ❑ ❑ ❑ ❑ ❑ m® ❑ a® ■ JBSA -S Memorandum of On- and Understanding going Stinson (MOU) with School Safety Districts and JBSA should develop Noise a MOU with the MIAOD surrounding school Sub- districts to zones coordinate on all future school master plans to prevent schools from being planned in noise sensitive and safety areas of the Noise and Safety Subzones. LU -9 Plans JBSA -R Acquire Conservation 2017 ❑ ❑ ❑ ■ JBSA -S Easements to Secure and Buffer in JBSA -R Stinson Airfield Safety Zones MIAOD Participate in the Readiness and Environmental Protection Initiative (REPI) program and other buffering and conservation programs to purchase restrictive use easements or fee title to lands that present threat of encroachment and impact on military operations. The Air Force should identify potential REPI and other conservation partners, land that meet the REPI criteria, and identify willing sellers. Other Partners: Page 89 LU -9 (( nt'd) Nature Conservancy Agencies LU -10 Acq JBSA -R Acquire Land in JBSA- 2017 ■ Safety R's Northern and MOD Southern Us Subzone JBSA -R to determine an ideal funding mechanism to purchase the vacant land located in the northern and southern JBSA -R CZs to provide protection for the JBSA -R mission. LU -11 Plans JBSA -R Transfer of 2017 ■ ■ ■ ■ ❑ MOD Development Rights (TDR) Program The cities should assess and consider developing a TDR program to protect the JBSA -R mission and redirect potentially incompatible development to a more ideal location away from mission - critical operational areas. Page 91 ®, a , gi 1 gi , gi gi s• f a ® ! gi ®a •e LU -12 Zon JBSA -R Include Statement 12015 ■ ■ ■ ■ ■ ■ JBSA -S (Note) in Plats Stinson In order to prevent Safety litigation regarding a and situation where a Noise property owner MOD stated they were not Subzone informed that their property was located within an airfield safety zone (CZ, APZ I and II, or RPZs) and / or a Noise Subzone, jurisdictions should include on all future plats that are located in these subzoneslanguage stating that they are located in a military operating area that can be subject to noise, vibrations, odors and other such impacts. LU -13 Plans N/A Amend 1604 2015 ■ ■ Corridor Study Consider amending the 1604 Corridor Study in conjunction with JBSA- Randolph advocating for the funding of Rocket Lane Gate construction. Page 91 LU -14 Plans/ Zon/ JBSA -R Comm JBSA -S Stinson Page 92 Consider a Development Coordination Area Until legislation is enacted that mandates development coordination with JBSA- Randolph, consider using the Military Overlay District as a Development Coordination Area where development will be coordinated with JBSA officials on a case -by -case basis. The criteria that will trigger coordination include the following: • Structure Height • Density • Light and Glare (Daytime glare from buildings) • Noise • Uses that produce dust and smoke On- ■ going Page 93 .a a ® a ® • ® .o so .o • s o • m a LU -15 Acq JBSA -R Consider Subdividing 2017 ■ m® ❑ the Three Parcels of Land to Account for the 500 Feet in the Clear Zone City of Converse and an uniformed Air Force personnel should consider advocating to the landowners to subdivide the land that would account for the 500 feet in the CZ. Then the City or the AF could reasonably acquire the 500 feet of land to protect general public. LU -16 Acq/ Plans JBSA -R Consider Pursuing 2015 ■ ❑ Funding Opportunity with the State to either Acquire the CZ land or to Fund Portions of the Rocket Lane Gate. City of Converse should consider utilizing the funding opportunities available to them through the Governor's Office, Texas Military Preparedness Commission to either acquire the land in the CZ and place under perpetual easement or assist in funding the improvements at the proposed Rocket Page 93 LU -16 (cont d) Lane Gate. LU -17 Acq JBSA -R Cities should Support 2015 ■ ■ ■ ❑ J BSA- R in Efforts to Acquire Land with the CZs. The Cities support JBSA- Randolph in efforts to acquire land within the CZs by identifying and pursuing potential funding opportunities including bonds, state funds, sales tax revenue, grants, etc. LU -18 Plans JBSA -R Develop Land Use 2015/ ■ ■ ■ ■ MOD Plans for ETJs in the On- JBSA- Randolph going MOD Although cities do not have land use or zoning authority in their ETJ, they should consider developing land use plans for these areas that achieve a future vision compatible with the existing and future military mission ofJBSA- Randolph and promotes viable community development if annexed. Page 94 Page 95 ® .a a a ® • ® .o so .o • s o • m a LU -19 Plans JBSA -R Consider and 2015/ ■ ■ ■ ■ m® MOD Potentially Develop On- Plan for Annexation going or Limited Purpose Annexation The cities should consider and potentially develop plans for annexation or limited purpose annexation of ETJ parcels where infrastructure improvements and regulations are consistent with the JLUS findings and recommendations to ensure development in these areas is compatible with the existing and future JBSA- Randolph mission. LU -20 Plans / JBSA -R Amend Zoning to 2015 ■ ■ Zon Safety Stipulate how MIAOD Planned Developments in the APZ I and II Should be Utilized The Cities of Selma and Schertz should amend the UDC and Zoning Code to expressly note that Planned Development Zoning Districts in the APZ I and II safety zones should be used only to achieve greater compliance with the JLUS goals. Page 95 Page 97 NV -2 Com Study Educational 2015/ ■ ■ ■ ■ ■ ■ ■ Area Materials on Sound On- Attenuation Methods going Use or modify DOD or FAA Sound Attenuation educational materials as a supplemental educational document, describing building techniques which can be used to achieve the required 45 dB LDN interior noise maximum threshold. Local jurisdictions should make use of already available technical support materials from the Federal Aviation Administration and / or Department of Defense. NV -3 Zon JBSA -R Amend UDCs, 2015 ■ ■ ■ ■ ■ ■ JBSA -S Building Codes, and Stinson Zoning Ordinances to Noise Incorporate MIAOD Recommended Land Subzone Use Guidelines and Sound Attenuation Measures for Properties Within the 65 dB noise contour and greater. If the adopted building codes of the jurisdictions do not require residential uses and other noise Page 98 Page 99 ® .a a a ® • ® .o so .o • s o • m a NV -3 sensitive land uses m® (cont'd) to have an interior noise level of 45 dB, then the jurisdictions should amend their UDCs, building codes, and zoning ordinances to require the recommended 45 dB for interior noise levels for properties within the 65 dB noise contour and greater. This amendment should apply to all new construction and renovations where more than 50 percent of the structure is renovated. NV -4 Comm JBSA -R Signage in the Rights- 2015 ■ ■ ■ ■ ■ ■ ❑ JBSA -S of -Way to Notify Stinson Citizens that the ' Noise Community is Shared MOD with JBSA - Randolph Subzone The cities should design, develop, and place signage in community -wide rights -of -way to notify citizens that the community is shared with JBSA- Randolph and subject to potential impacts of overflight and noise. Page 99 NV-5 Plans JBSA -R JBSA -S and Stinson Noise MOD Subzone Develop a Voluntary Sound Attenuation Retrofit Program for Noise Sensitive Uses Develop a sound attenuation program for willing property/ home owners supporting the Statewide Energy Code. Where possible incorporate incentives. 2017 ■ ■ ■ ■ ■ ■ ❑ NV -6 Zon JBSA -R Assess the Viability of 2015 ■ ■ ■ ■ ■ ■ JBSA -S the Dedication of and Avigation / Noise Stinson Easements for Noise Discretionary MOD Development Subzone Approvals Assess the viability of the dedication of avigation / noise easements for new development projects requiring discretionary development approvals. Avigation easements confer the right to aircraft overflight and to generate impacts associated with normal aircraft operation such as noise, vibration, odor, air currents, illumination, and fuel consumption. r � Page 101 RC -1 Comm Study Transportation Area Improvements / Expansions Monitor capital improvement projects to ensure roadway capacity is sufficient to meet local and regional mobility needs without causing growth inducement and increased roadway congestion nearJBSA -R. Atamo Area MPU, RMA r � MIONINEWWWWWWWWWOMW Page 103 ® .a a a ® • ® .o so .o • s o • m a RC -2 Zon / Plans JBSA -R Mass Transit Options 2015 ■ ■ ■ ■ m® Study The cities Area surrounding JBSA -R should work with VIA Metropolitan Transit Authority and consider voting in and assessing the sales tax to their residents that would fund mass transit options for their residents. Provide educational materials to residents about the mass transit options that are available to them both on -base and off -base, including van pools. Other Partners: VIA Metropolitan Transit Authority RC -3 Plans JBSA -R Prepare a Traffic 2017 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ■ Study Modeling Study for Area the Areas Immediately Surrounding JBSA - Randolph TXDOT should coordinate with JBSA -R and the surrounding communities to prepare and develop a comprehensive traffic modeling study for the areas immediately around JBSA -R to assess roadway capacity levels for egress and ingress of the base. Page 103 RC -3 Other Partners: (cont'd) Alamo Area MPO, RMA RC -4 Plans JBSA -R Coordinate and 2017 ❑ Study Budget for Intelligent Area Transportation Systems TXDOT should work with the communities around JBSA -R and the Union Pacific Railroad (UPRR) to install intelligent transportation systems such as infrastructure-to- vehicle wireless systems to enable enhanced planning and manage roadway capacity issues. This should include electronic marquee boards identifying when UPRR trains are scheduled to cross at the Pat Booker Roadway and FM -78. f-vamo /-Area /V/vu, RMA, UPRR Page 104 ■00■ M0■ M■ M■ MM■ MMM0 Page 105 RC -6 Plans JBSA -R Consider Additional 2015 ■ Increasesin Compressed Work Week Schedules for Eligible Employees JBSA -R should work with command units and tenants to determine if it is feasible to allow additional staffing that would be eligible to work compressed or flexible work weeks to decrease vehicular miles on roadways during peak morning and evening hours. Page 107 .a a ® a m m �® • so .a • s o • m =. EMMEEMEM ® m® a® a SA -1 Plans JBSA -R CZ and APZ Land Use 2015 ❑ ❑ ❑ ❑ ■ ❑ Safety Evaluation Study ` MIAOD The JLUS Subzone Implementation Task Force should work with the cities of Schertz and Universal City to prepare a comprehensive land use evaluation of the land within the safety zones (CZ & APZs) of the JBSA -R airfield to identify property owners, vacant land, entitled land, and other recorded instruments on the land within the safety zones. • This information will be used to determine lands that have willing sellers that can be acquired to secure lands within the CZs and APZs that are not developed. • The study should also identify funding mechanisms for acquisition such as the Texas Revolving Military Loan Program, DEAAG Program, and Page 107 SA -1 (cont'd) municipal bonds, sales tax revenue, grants, etc. Primary Partner: AUS Implementation Task Force SA -2 Plan JBSA -R Partial Update of the 2015 ■ Safety 2008 JBSA -R AICUZ MOD Update the 2008 Subzone AICUZ to revise the clear zone boundary and consider incorporation of the Navy instruction for curved CZs and APZs that accurately reflect the primary flight tracks. • The measurements of the standard CZ should be 3,000 feet X 3,000 feet, not 2,000 feet X 3,000 feet. • Consider incorporating the curved patterns of the CZs and APZs as the Navy Instruction for AICUZs recommends. • It should be noted that a partial update of the AICUZ is scheduled for FY 16 including a new noise study. Page 108 Page 109 Page 110 • • W @ W !i ®m ei O W • ® SA -3 development We0 (cont'd) restrictions. SA -4 Plans JBSA -R Incorporate the 2015 ■ Safety FAR MOD Recommendations for Land Use within Safety Zones in AICUZ Update Include the FAR recommendations from current DOD guidance in Instruction 4165.57 for land uses within the safety zones in the update of the 2008JBSA- Randolph AICUZ. SA -5 Plans JBSA -R Provide Study Area 2015 ■ Safety Jurisdictions the MOD Floor Area Ratio (FAR) Recommendations for Land Use within Safety Zones JBSA- Randolph to provide the Study Area jurisdictions the FAR recommendations for land uses within the safety zones from the DOD Instruction 4165.57. Page 110 Page 111 ® .a a a ® • ® .o so .o • s o • m a SA -6 Plans /Zon JBSA -R Ensure that Platting 2015 ■ ■ ■ ■ m® Safety Applications are MOD Consistent with Amended Zoning Changes for Land in Northern and Southern Safety Zones Ensure that all platting applications for property within the JBSA-Randolph Northern and Southern Safety Zones comply with changes to zoning regulations per the JLUS recommendations. SA -7 Zon JBSA -R Amend UDC and 2015 ■ ■ ■ ■ Safety Zoning Ordinances MOD for West Side of JBSA -R Southern Accident Potential Zone II Amend the UDC and Zoning Ordinances to limit development in south APZ II of the JBSA- Randolph western runway to 1 dwelling unit per 10 acres. SA -8 Zon JBSA -R Amend UDC for East 2015 ■ Safety Side ofJBSA -R MOD Southern Accident Potential Zone II Amend the UDC to limit development in south APZ II of the eastern JBSA- Randolph runway to 1 dwelling unit per 20 acres. Page 111 SA -9 Zon JBSA -R Amend UDCs and 2015 ■ ■ Safety Zoning Ordinances MOD for Land Between West and East Runway South Safety Zones Amend the UDC and Zoning Ordinance to limit development between the west and east runway south safety zones of JBSA- Randolph to 1 dwelling unit per 10 acres. SA -10 Zon JBSA -R Amend UDCs and 2015 ■ ■ ■ ■ ■ ■ JBSA -S Zoning Ordinances and to Incorporate Stinson MOD Safety Safety Subzone and the MOD Associated AICUZ Sub- Guidelines for Us zone and APZs. Amend UDCs, County Orders, and zoning ordinances to incorporate a MOD Safety Subzone and the associated AICUZ compatible development guidelines for the safety of their citizens. Where more stringent guidelines are recommended in the JLUS, incorporate JLUS recommended guidelines. Examples of Page 112 Page 113 ® .a a a ® • ® .o so .o • s o • m a SA -10 regulations in this m® (cont'd) area should include conditions associated with types of uses such as restricting new development that attracts large congregations of people and uses that attract concentrations of birds creating a hazard to aircraft. SA -11 Zon JBSA -R Identify Viable 2015 ■ ❑ Safety Compatible Uses for MOD APZs South of the Subzone Runways and Amend UDC to Incorporate These Uses. The City of Schertz, with consultation from JBSA - Randolph, should develop an official list of compatible uses within Accident Potential Zones south of the JBSA- Randolph Runways. Compatible uses may include opportunities for alternative energy and appropriate development criteria to ensure compatibility with the JBSA-Randolph mission. Adopt FAR reductions for non- residential uses in conjunction with Strategy SA -3 and Page 113 SA -11 consider flexibility (cont'd) for small lots that may not support viable development based on use guidance per DOD Instruction 4165.57. Other Partners: Wind Industry SA -12 Zon JBSA -S Create a JAZB for 2015 ■ ■ Safety JBSA - Seguin to MOD include a MOD Subzone Safety Subzone Create a JAZB for JBSA- Seguin to include a zoning MOD Safety Subzone within the Controlled Compatible Land Use Area and incorporate the associated AICUZ compatible development guidelines. Page 114 Page 115 ® .a a a ® • ® .o so .o • s o • m a SA -13 Comm JBSA -R Coordinate with 2015/ ■ m® ❑ Safety/ JBSA- Randolph in On- Noise Requesting No -Fly going MOD Days and Weekends Subzone for Special Community Events The City of Schertz should coordinate in a timely manner (a month's notice) with JBSA- Randolph to request no- flying operations during specific times of the year for special community events, e.g. July 4t ", Schertz Fest. SA -14 Zon JBSA -R Amend UDCs and 2015 ■ ■ ■ and Zoning Ordinance to JBSA -S Require CZ Language Safety on Plats MOD Amend UDCs, zoning Subzone ordinance and platting regulations to require that plats include language stating the property is located within the CZ which is located at the end of a military training installation runway and is identified as an area with the highest aircraft accident potential. SA -15 Plans NA Secondary Radar 2017 ■ ❑ ❑ CIP System and NextGen Air Transportation Systems SAT and RND should work with FAA to identify projects to Page 115 SA -15 include in their (cont'd) capital investment plans within the next five years such as a redundant radar system and NextGen air transportation systems including Automatic Dependent Surveillance — Broadcast (ADS -B) technology. SA -16 Comm JBSA -R Amend UDCs and 2015 ■ ■ ■ ■ ■ JBSA -S Zoning Ordinances and to include BASH Stinson Regulations BASH Amend UDCs and MIAOD zoning ordinances Sub- to regulate land zone uses and guide building standards that will not attract birds and other wildlife in the MOD BASH Subzone, specifically within the airport approach and departure zone. Such controls should include not permitting certain trees and foliage that attract birds in this area. Page 116 Page 117 .a a ® a ® • ® .o so .o • s o • m a SA -17 Comm JBSA -R Continue to 2015 m® ■ JBSA -S Implement BASH and regulations per JBSA - Stinson R BASH Plan BASH JBSA should MOD continue to Subzone implement BASH regulations per the JBSA- Randolph BASH Plan including the regulation of land uses, building standards, and appropriate vegetation to deter birds and other wildlife. SA -18 Hab JBSA -R Control Dove 2015/ ■ BASH Population at On- MOD JBSA -R going Subzone JBSA - Randolph shall control the White Winged Dove population through habitat management inside the installation fenceline to reduce the potential for BASH. SA -19 Plans JBSA -R Improve Water 2015/ ■ BASH Drainage on Golf On- MOD Course going Subzone JBSA - Randolph should improve the water drainage features on the golf course in order to discourage use by birds and other wildlife. Page 117 SA -20 Plans / Comm JBSA -R Safety MIAOD Coordination of Recreational Land Uses with JBSA in the Future The City of Schertz and JBSA will coordinate in the future to restrict utilization of recreational type uses (e.g. soccer fields) when night training occurs at the Base. 2017/ On- going ❑ ■ SA -21 Plans JBSA -R Modify the Veterans 2015/ ■ Safety Park Plan in Universal On- MIAOD City going The City should consider modifying the Veterans Park Plan to ensure that recreational facilities within the plan that encourage congregations of people, e.g. amphitheater, should be relocated outside the standard CZ. SA -22 Comm JBSA -R Engage in 2015/ ■ ■ ❑ Safety Discussions with On- MIAOD Private Company in going Northeast Clear "V 0 Nov Zone City of Schertz, Bexar County, and with the support of JBSA- Randolph should engage in discussions with private company in NE CZ to Page 118 Page 119 SA -24 Plans /Zon JBSA -R Safety MOD Page 120 Amend Zoning in 2015 APZs Based on Revised Safety Zones JBSA- Randolph may change the West And East Runway south safety zones based on actual flight paths as part of AICUZ update. The cities of San Antonio and Schertz should evaluate, identify, and amend the allowable land uses within the revised south safety zones from residential to compatible non- residential uses. Work with JBSA - Randolph to determine the safety zone boundaries. 011L] ■❑ Page 121 VO -2 Comm JBSA -R Utility Infrastructure 2015 ■ ■ ■ ■ ❑ ❑ ❑ JBSA -S Coordination On- and Electric utility going Stinson companies should Vertical coordinate with the Obs cities and JBSA on MOD siting above ground Subzone utility poles and infrastructure to ensure utilities do not constitute a vertical obstruction to the aviation operations in the area. VO -3 Plans JBSA -R Site New Utility Lines On- ■ ■ ■ ■ ■ ■ ■ ■ ■ ❑ ❑ ❑ CIP JBSA -S Within Existing going and Energy Utility Stinson Corridors / Joint Vertical Utility Corridors Obs Work with CPS MOD Energy and TXDOT Subzone to use existing energy corridors for joint utility corridors when planning infrastructure projects. This will ensure that additional vertical obstructions in other locations do not occur. Other Partners: TRRC Page 122 Page 123 ® .a a a ® • ® .o so .o • s o • m =. EMMEEMEM ® •® m® WQ -1 Plans Study Develop and 2017 ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ■ Area Implement a Water Resources Management Plan Identify future demand and supply and coordinate with the regional resources and agencies to develop and implement a Regional Water Management Plan. This plan would assess all possible solutions to conserving water and securing future water resources. Such solutions would include sharing of water resources with proximate cities, JBSA obtaining additional water rights from the Carrizo - Wilcox Springs, and the use of Reuse Water for Outdoor uses, i.e. watering lawns. Other Partners: San Antonio River Authority (SARA), Edwards Aquifer Authority (EAA), BRWM, SARA WQ -2 Zon Study Develop Ordinance 2015 ■ ■ ■ ■ ■ ❑ ❑ Area Reducing Lawn Landscaping Area The participating JBSA -R JLUS cities should develop, if Page 123 VVQ-2 they du not already (cont'd) have, anordinance limiting the size of landscaped lawns and requiring the remaining lawn area be xeriscaped in order to reduce water consumption and waste. Consider incorporating and encouraging application ofLID practices recommended by Page 124 Page 125 WQ -4 Plans Study Address Military 2017 ■ ■ ■ ■ ■ ■ ■ ❑ ■ Area Water Concerns in Agency Plans When SARA, jurisdictions and other agencies update plans for the management of their water resources, they should incorporate the military water needs in their plans. Other Partners: SARA, EAA and BRWM WQ -S Plans JBSA -R Inventory and Assess 2017 ■ High -risk Storm water Ponding Areas On -Base Conduct a base -wide assessment of high - risk storm water drainage system deficiencies. Prioritize those deficiencies that affect external land uses including community storm water drainage facilities. Page 126 Page 127 Please see the next page. Page 128