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PZ 05-24-2017 AGENDA w associated documentsSCHERTZ PLANNING & ZONING COMMISSION HAL BALDWIN MUNICIPAL COMPLEX COUNCIL CHAMBERS 1400 SCHERTZ PARKWAY BUILDING #4 SCHERTZ, TEXAS 78154 of Schertz Core Values Do the right thing Do the best you can Treat others the way you would want to be treated Work together cooperatively as a team 2. PRESENTATIONS A. Service recognition for Chairman, David Richmond 3. HEARING OF RESIDENTS This time is set aside for any person who wishes to address the Planning and Zoning Commission. Each person should fill out the Speaker's register prior to the meeting. Presentations should be limited to no more than three (3) minutes. Discussion by the Commission of any item not on the agenda shall be limited to statements of specific factual information given in response to any inquiry, a recitation of existing policy in response to an inquiry, and /or a proposal to place the item on a future agenda. The presiding officer, during the Hearing of Residents portion of the agenda, will call on those persons who have signed up to speak in the order they have registered. 4. CONSENT AGENDA: A. Minutes for the April 12, 2017 and April 26, 2017 regular meetings 5. PUBLIC HEARING: The Planning and Zoning Commission will hold a public hearing related to zone change requests and replats within this agenda. The public hearing will be opened to receive a report from staff, the applicant, the adjoining property owners affected by the applicant's request, and any other interested persons. Upon completion, the public hearing will be closed. The Commission will discuss and consider the application, and may request additional information from staff or the applicant, if required. After deliberation, the Commission is asked to consider and act upon the following requests and make a recommendation to the City Council if necessary. A. ZC2017 -006 Hold a public hearing, consider and make a recommendation to City Council on an amendment to the Schertz Future Land Use Plan in northern Schertz. B. ZC2017 -007 Hold a public hearing, consider and make a recommendation to City Council on an amendment to the Schertz Master Thoroughfare Plan. 6. ITEMS FOR INDIVIDUAL CONSIDERATION Planning & Zoning May 24, 2017 Pagc 1 of 3 FRIENEWAXIMITWEITIE Consider and act upon a request for approval of a waiver regarding Rough Proportionality on roadway construction related to the proposed preliminary plat of the OJR RWRP Subdivision, an approximate 318 acre tract of land located at 12423 Authority Lane, City of Schertz, Bexar County, Texas. B. PC2016 -023 Consider and act upon a request for approval of a preliminary plat of the OJR RWRP Subdivision, an approximate 31.8 acre tract of land located at 1.2423 Authority Lane, City of Schertz, Bexar County, Texas. C. WA2017 -005 Consider and act upon a request for approval of a waiver regarding on -site sewage facilities for Lot 1, Block 1 of the Westridge Subdivision, an approximately 4 acre tract of land located approximately 1,700 feet northeast of the intersection of Hubertus Road and IH -35, City of Schertz, Comal County. D. PC2017 -017 Consider and act upon a request for approval of a preliminary plat for Lot 1, Block 1, of the Westridge Subdivision, an approximately 4 acre tract of land located approximately 1,700 feet northeast of the intersection of Hubertus Road and IH -35, City of Schertz, Coma] County. 7. REQUESTS AND ANNOUNCEMENTS: A. Requests by Commissioners to place items on a future Planning and Zoning Agenda. B. Announcements by Commissioners. • City and community events attended and to be attended • Continuing education events attended and to be attended C. Announcements by City Staff. • City and community events attended and to be attended • NEW SITE PLAN APPLICATIONS: The following site plans were submitted to the Planning and Community Development Department between April 22, 2017 . and May 19, 2017: 1) Schertz Crossing Lot 1, Block 1 (474 FM 3009) Site Plan — Proposed 21,000 sq. ft. commercial building 2) Instel. Subdivision Lot 1, Block 1 (9901 Doerr Lane) Amending Site Plan — addition of a 6,900 sq. ft. storage shed to the rear of the property Monthly Financial Reports- March and April February 1.5, 2017: . Committee of Committee Advisory Board Meeting Summary April 1.9, 2017: . Committee of Committee Advisory Board Meeting Summary 8. ADJOURNMENT OF THE REGULAR MEETING Planning & Zoning May 24, 2017 Page 2 of 3 CERTIFICATION I, Emily Grobe, Planner, of the City of Schertz, Texas, do hereby certify that the above agenda was posted on the official bulletin boards on this the 19th day of May, 2017 . at 5:00 p.m., which is a place readily accessible to the public at all times and that said notice was posted in accordance with chapter 551, Texas Government Code. Env (vrgbe, Emily Grobe, Planner I certify that the attached notice and agenda of items to be considered by the Schertz Planning & Zoning Commission was removed from the official bulletin board on day of , 2017. title: This facility is accessible in accordance with the Americans with Disabilities Act. Handicapped parking spaces are available. If you require special assistance or have a request for sign interpretative services or other services please call 619 -1030 at least 24 hours in advance of meeting. The Planning and Zoning Commission for the City of Schertz reserves the right to adjourn into executive session at any time during the course of this meeting to discuss any of the matters listed above, as authorized by the Texas Open Meetings Act. Executive Sessions Authorized: This agenda has been reviewed and approved by the City's legal counsel and presence of any subject in any Executive Session portion of the agenda constitutes a written interpretation of Texas Government Code Chapter 551 by legal counsel for the governmental body and constitutes an opinion by the attorney that the items discussed therein may be legally discussed in the closed portion of the meeting considering available opinions of a court of record and opinions of the Texas Attorney General known to the attorney. This provision has been added to this agenda with the intent to meet all elements necessary to satisfy Texas Government Code Chapter 551.144(c) and the meeting is conducted by all participants in reliance on this opinion. Planning & Zoning May 24, 2017 Page 3 of 3 PLANNING AND ZONING MINUTES April 12, 2017 The Schertz Planning and Zoning Commission convened on April 12, 2017 at 6:00 p.m. at the Municipal Complex, Council Chambers, 1400 Schertz Parkway Building #4, Schertz, Texas. PLANNING & ZONING COMMISSION David Richmond, Chairman Ernie Evans, Vice Chairman Michael Dahle Richard Brand Glen Outlaw Ken Greenwald Christian Glombik COMMISSIONERS ABSENT CITY STAFF Brian James, Executive Director Development Lesa Wood, Director of Planning & Community Dev. Tiffany Danhofz Executive Administrative Assistant Bryce Cox, Senior Planner Emily Grobe, Planner Graduate Engineer 'ity Attorney and Maria K 1. CALL TO ORDER/ROLL CALL: Mr. Richmond called the meeting to order at 6 :01 "p.m. 2. HEARING OF RESID 3. There were no residents who A. Minutes for Consider and act upon a request for approval of a final plat for Lot 1, of the Kutza Subdivision, an approximately 13 acre tract of land located at 11634 Ware Seguin Road, City of Schertz, Bexar County. Mr. Dahle motioned to approve the consent agenda items and Mr. Glombik seconded the motion. The vote was abbroved 7 -0. Motion carried. 4. WORKSHO A. Public hearing, presentation and discussion regarding the Pavement Condition Index (PCI). Minutes Planning and Zoning Commission April 12, 2017 Page 1 of 3 Ms. Palomo gave a presentation regarding the Pavement Condition Index study that was completed by IDS Engineering group. Ms. Palomo described the projects scope of work by six phases. IDS provides visual field investigation, and a completed summary sheet with the data collected. Ms. Palomo indicated that IDS provided 4 primary categories based on maintenance and rehabilitation by Good (Crack Sealing with a PCI 90 -100), Average (Slight Base Repair /Slurry with PCI 75 -89), Poor (Heavy to Medium Base Repair with PCI 41 -74), Failed (Reconstruction with a PCI 0 -40). Ms. Palomo provided a list from IDS Engineering with the micropaver analysis, opinion of estimated construction cost, and map of the local area showing the Pavement Condition Index. Ms. Palomo indicated that Public Works has crack sealant equipment and has already implemented a scheduled program for crack sealing. Mr. Richmond opened the public hearing at 6:1 There was no one who spoke. Mr. Richmond closed the public hearing at 6:18 PM. Mr. Dahle requested clarification on if Schertz Parkway is included in the study. Ms. Palomo and Mr. James clarified that the proposed design and construction for Schertz Pkwy was not included because funding has already been secured for the reconstruction. Mr. James provided more clarification that the Schertz Parkway design plans are already underway. Commissioners and staff Works owns, the differei clarification on categorizii B. Public hearing, workshop, Mr. James presented a re gave more clarification o safety, non -auto considers design guidelines, and roa Mr. Richmond opened the There was no one who sn( Mr. A further discussion on the crack sealant equipment that Public ;s between crack seal and slurry seal, budgeting concerns, and what roads will have maintenance first. Thoroughfare Plan Update. garding the Master Thoroughfare Plan. Mr. James objectives, transportation systems, local mobility, ails network, projected growth, street classification, hearing at 7:18 PM. public hearing at 7:19 PM. Commissioners and staff discussed in more detail roadway impact fees, traffic signals concerns with timing on FM3009, and the intersection at FM3009 and FM78. Mr. James indicated that the Master Thoroughfare Plan amendment is proposed to be presented at the next meeting in May. Minutes Planning and Zoning Commission April 12, 2017 Page 2 of 3 5. REQUESTS AND ANNOUNCEMENTS: 7. A. Requests by Commissioners to place items on a future Planning and Zoning Agenda. No Comments. B. Announcements by Commissioners • City and community events attended and to be attended • Continuing education events attended and to be attended Mr. Outlaw indicated that City Council at the recommendation of staff took no action on the Southern Schertz Comprehensive Land Use Plan item. C. Announcements by City Staff. • City and community events atten( • NEW SITE PLAN APPLICAT] Planning and Zoning Department 1) Schertz Retail Center Lot 1, E 1103) Site Plan- proposed 14,600 S1 2) Blackburn Elbel Subdivision Elbel) Amending Site Plan- proposei that is 2,000 SF Minutes Planning and Zoning Commission April 12, 2017 Page 3 of 3 The following site plans were submitted to the een March 17, 2017 and April 7, 2017: 1 (Northwest Comer of Old Wiederstein and FM 3 (Northwest Corner of FM 3009 and two retail buildings, one that is 7500 SF and a second come out to the volunteer fair on April 1.3, 2017 at tepartment received two submittals for Schertz Retail. MEETING: Recording Secretary, City of Schertz PLANNING AND ZONING MINUTES April 26, 2017 The Schertz Planning and Zoning Commission convened on April 26, 2017 at 6:00 p.m. at the Municipal Complex, Council Chambers, 1400 Schertz Parkway Building #4, Schertz, Texas. PLANNING & ZONING COMMISSION CITY STAFF Ernie Evans, Vice Chairman Brian James, Executive Director Development Michael Dahle Tiffany Danhof, Executive Administrative Assistant Richard Brand Bryce Cox, Senior Planner Glen Outlaw Emily Grobe, Planner Daniel Santee, City Attorney COMMISSIONERS ABSENT OTHERS PRESENT David Richmond, Chairman John Rhodes, Foresight Group, Inc. Ken Greenwald Christian Glombik Mr. Evans called the meeting to order at 6:01 3. There were no residents who A. PC2017 -001 Hold a public hearing, consider and act upon a request for approval of a replat of Sigma Subdivision Lot 1, an approximate 3 acre tract of land located at 5450 FM 1103, City of Schertz, Guadalupe County, Texas. Ms. Grobe present 2.144 acres, with presented the sum mitigation detail, p have been review consistent with . a recommended annj proposal to combine the existing Sigma Subdivision. Lot 1, approximately cent unplatted property, totaling approximately 0.348 acre. Ms. Grobe of the subject property, general location with access off of FM 1103, tree services have been reviewed, the civil constructions plans and drainage plans id approved by Public Works and Engineering. The proposed replat is able requirements for the property, ordinances and regulations. Staff of the replat. Mr. Evans opened the public hearing at 6:06 PM. There was no one who spoke. Mr. Evans closed the public hearing at 6:07 PM. Commissioners and staff had a brief discussion on table #9, right -of -way dedication for TXDOT, and scaling of the replat. Minutes Planning and Zoning Commission April 26, 2017 Page 1 of 2 H 9 Ga Mr. Outlaw motioned to approve the agenda item. Mr. Dahle seconded the motion. The vote was 4 -0, motion carried. Nil y1C1].14 011�1/ 10111� K4 11101 0 103 01 7r 0 WON A. PC2017 -007 Consider and act upon a request for approval of a final plat of Schertz Retail Center, an approximate 7 acre tract of land generally located directly northwest of the intersection of FM 1103 and Old Wiederstein Road, City of Schertz, Guadalupe County, Texas. Ms. Grobe presented a proposal to final plat approximately lots. Lot 1 is approximately 2.249 acres, Lot 2 . is ap approximately 2.979 acres. Ms. Grobe presented the sut location with access off of FM 1103 and Old Wiederstein R( and that the civil constructions plans have been review( Engineering. The proposed final plat is consistent with a ordinances and regulations. Staff recommended approval o Commissioners and staff had a ownership of Lot 2. Mr. Dahle motioned to 0, motion carried. REQUESTS AND ANNO A. Requests by Mr. Dahle r( fences and sl next Pl:annin B. Announcem • City • Con- to 7 acres of land into three (3) commercial )roximately 1.532 acres and Lot 3 is nmary of the subject property, general ad, tree mitigation detail, utility services, �d and approved by Public Works and xplicable requirements for the property, the final plat. of discussion on the access to Old Wiederstein Road, and the agenda item. Mr. Brand seconded the motion. The vote was 4- and Zoning Agenda. ted a follow up presentation on how the changes to the permit requirements for s working. Mr. Cox indicated that staff will provide that information on one of the [ Zoning meetings. by Commissioners ommunity events attended and to be attended to education events attended and to be attended C. Announcements by City Staff. • City and community events attended and to be attended. • NEW SITE PLAN APPLICATIONS: There were no new site plan applications submitted to the Planning and Community Development between April 8, 2017 and April 21, 2017. No announcements were made. Gno 1LI7 X11111 a �C!'Ii11I_11 .7►/ 114 011►[! The meeting adjourned at 6: 17 P.M. Chairman, Planning and Zoning Commission Minutes Planning and Zoning Commission April 26, 2017 Page 2 of 2 Recording Secretary, City of Schertz TO: Planning and Zoning Commission PREPARED BY: Bryce Cox, Senior Planner CASE: ZC2017 -006 Northern Schertz Future Land Use Plan Amendment SUBJECT: Hold a public hearing, consider and make a recommendation to City Council on an amendment to the Schertz Future Land Use Plan in northern Schertz. ITEM SUMMARY: The City is proposing to amend the Future Land Use Plan for two areas in northern Schertz identified on the attached exhibit. The intent of this amendment is to change the Future Land Use Plan to reflect the existing development and provide for more appropriate and compatible future development. This proposed amendment to the Future Land Use Plan will not change or alter any existing regulations or zoning districts. The City of Schertz's Comprehensive Land Plan is a policy document that serves as a guide for decisions relating to the physical, social, and economic growth of the City. The Comprehensive Land Plan includes goals, policies, and identifies issues in the following development related categories: Land Use, Transportation, Public Facilities, Parks and Recreation, Community Enhancement, and Growth Capacity. The Comprehensive Land Plan consists of multiple parts including the Future Land Use Plan, The Parks and Recreation Master Plan, the Sector Plan amendment, and the Master Thoroughfare Plan. From time to time Planning Staff reevaluates the Comprehensive Land Plan and recommends updates and amendments to City Council. The proposed amendment is specifically to amend the Future Land Use Plan for two areas in northern Schertz. The first area is generally located along Old Wiederstein Road from Wiederstein Road extending east to just past FM 1103. This area is currently identified on the Future Land Use Plan as "Industrial ", "Industry, Technology and R and D ", and "Parks, Open Space ". The existing development in this area is predominately single family residential and includes the Belmont, Riata, and Fairway Ridge subdivisions as well as some large lot single family homes on Old Wiederstein and commercial businesses located along FM 1103. Due to the existing development, Planning Staff feels the "Industrial" and "Industry, Technology and R and D" land designations are no longer feasible or appropriate. Planning Staff is proposing to change the Future Land Use Plan designation for this area to "Single Family Residential" in order to have the plan accurately reflect the existing development and provide for more compatible and appropriate future development along Old Wiederstein. The "Single Family Residential" designation is defined as: Single Family Residential - Conventional detached dwellings. For areas proposed to utilize a traditional neighborhood design the Single Family Residential use may include a mix of residential uses as well as limited commercial development to support the daily activities of the development. In all Single Family Residential use areas, public and semi - public development such as schools and churches are encouraged as neighborhood focal points. In addition to allowing for traditional neighborhood single family development, this land use designation provides for limited commercial development in appropriate areas. For example, this designation supports existing and future commercial development and land uses along FM 1103 and provides for possible future commercial development in appropriate areas along Old Wiederstein Road and Wiederstein Road. The second area in northern Schertz proposed to be amended is located along IH -35 beginning approximately 700 feet east of Schwab Road continuing east to the Schertz ETJ limit. This area is currently identified on the Future Land Use Plan as "Agricultural Conservation ". Planning Staff is proposing to change the Future Land Use Plan designation for this area to "Commercial Campus" to allow for typical interstate development along the IH -35 corridor and to further the goals and objectives of the Comprehensive Land Plan. The "Commercial Campus" designation is defined as: Commercial Campus- The Commercial Campus land use/ character area is intended to encourage the development of lower intensity commercial and office uses in locations between major intersections as a buffer between the Interstate Highway and adjoining neighborhoods. Given the significant linear frontage along IH -35 in North Schertz, there are several opportunities to accommodate low impact campus development that takes advantage of the highway frontage and any major environmental assets (such as flood plains, steep grades, and significant vegetation) as aesthetic amenities on the site. This category could also accommodate light manufacturing or flex office uses set in a campus like environment in addition to multi- family residential located at mid -block locations and as transitions between office /light industrial uses and adjoining single family residential uses. Approval of the proposed amendment would change the Future Land Use Plan for these areas per the attached exhibit. GENERAL LOCATION AND SITE DESCRIPTION: There are two areas for which the Future Land Use Plan is proposed to be amended. The first area is generally located along Old Wiederstein Road from Wiederstein Road extending east to just past FM 1103, and is predominately single family residential homes and commercial business along FM 1103. The second area is generally located along IH -35 beginning approximately 700 feet east of Schwab Road continuing east to the Schertz ETJ limit, and is mostly commercial businesses and undeveloped property. PUBLIC NOTICE: A total of 1,400 public hearing notices were mailed out to property owners in the subject area and to surrounding property owners within two hundred (200) feet of the subject areas on May 12, 2017 with a public hearing notice to be published in the "San Antonio Express" prior to the City Council public hearing. STAFF ANALYSIS AND RECOMMENDATION: The proposed amendments to the Future Land Use Plan are consistent with the goals and objectives of the Comprehensive Land Plan. Staff recommends approval of the proposed amendments to the Future Land Use Plan. N Planning Department Recommendation X Approve as submitted Approve with changes Denial COMMISSIONERS CRITERIA FOR CONSIDERATION: The Planning and Zoning Commission is making a recommendation to City Council on the proposed Comprehensive Land Plan Amendment. In considering action on a Comprehensive Land Plan Amendment, the Commission should consider the criteria within UDC, Section 21.4.6.D. Attachments: Future Land Use Plan Exhibit c 0 OF 1 N � AO «o %D0 00 �m s l v o o ° 11 0 O g o o cm 111 00 INN 0 "0 „0 cc) k I I m TO: Planning and Zoning Commission PREPARED BY: Kathryn Woodlee, P.E., City Engineer CASE: Master Thoroughfare Plan SUBJECT: Hold a public hearing, consider and make a recommendation to City Council on an amendment to the Schertz Master Thoroughfare Plan. ITEM SUMMARY: The City is proposing to update the Master Thoroughfare Plan (MTP) section of the Comprehensive Land Plan in order to incorporate consideration of changing growth patterns and rates in the City of Schertz and the surrounding communities and jurisdictions. BACKGROUND: The purpose of the MTP is to provide a framework of land use and transportation infrastructure which will serve as a guide for the efficient movement of vehicles throughout the growing City. The plan must be updated periodically to address changes in land use, growth and growth projections, and changing goals and objectives of the City. The basis of the existing plan and subsequent updates is the City's Comprehensive Plan from 2002. The MTP has been amended several times since the Comprehensive Land Plan was originally adopted in 2002, but this is the first comprehensive update to the MTP. The goals of the MTP include mobility and connectivity, improvement of existing roadway infrastructure, preservation and enhancement of environment and aesthetic value, and identification and advancement of alternative modes of transportation. The proposed update to the MTP addresses those goals in the context of updated input including re- evaluating existing and proposed land uses and growth projections, current and forecasted traffic volumes, and analysis of existing and future connections to adjacent communities for connectivity of roadways at a regional level. The proposed updated MTP also addresses and updates the City's street functional classifications and design guidelines (right -of -way widths and cross sections). Advisory groups comprised of the Capital Improvement Advisory Committee Members (Planning and Zoning Commissioners plus two additional members), Transportation Safety Advisory Commissioners, and Economic Development Corporation Board Members acted as representatives of the public at large and met several times as part of the process of updating the MTP. An open house was held and all property owners within the City corporate limits and extraterritorial jurisdiction (ETJ) were invited via post cards that were mailed to each property owner to solicit input and feedback. The Comprehensive Land Plan is proposed to be amended by adopting the finalized version of the attached Master Thoroughfare Plan, which will replace the existing Master Thoroughfare Plan. PUBLIC NOTICE: A total of 13,247 public hearing notices were mailed out to property owners within the City Limits and ETJ on May 12, 2017. A public hearing notice will be published in the "San Antonio Express" prior to the City Council public hearing. 1. -11 O : x,H L 00 The proposed amendments to the Master Thoroughfare Plan section of the Comprehensive Land Plan are consistent with the goals and objectives of the Comprehensive Land Plan and consistent with current and projected future circumstances with respect to transportation within the City and the region. Staff recommends approval of the proposed amendment to the Master Thoroughfare Plan. Planning Department Recommendation X Approve as submitted Approve with changes Denial COMMISSIONERS CRITERIA FOR CONSIDERATION: The Planning and Zoning Commission is making a recommendation to City Council on the proposed amendment to the Master Thoroughfare Plan. In considering action on a Comprehensive Land Plan Amendment, the Commission should consider the criteria within UDC, Section 21.4.6.D. Attachments: 2017 Master Thoroughfare Plan Document (includes Thoroughfare Plan Map) iN Acknowledgements Thank you to the following for their participation and involvement in the development of this report. City Council Michael Carpenter, Mayor Mark Davis, Place 1 Ralph Gutierrez, Place 2 Scott Larson, Place 3 Cedric Edwards, Place 4 Robin Thompson, Place 5 Angelina Kiser, Place 6 Bert Crawford, Place 7 Key City Staff John Kessel, City Manager Brian James, Executive Director Kathryn Woodlee, PE Lesa Wood, AICP Larry Busch, EIT Cecilia Palomo Bryce Cox Advisory Committee Planning and Zoning Commission David Richmond, Chair Ernest Evans, Jr., Vice Chair Christian M. Glombik, Commissioner Ken Greenwald, Commissioner Richard Braud, Commissioner Michael Dahle, Commissioner Glen Outlaw, Commissioner CIAC P &Z members, above, plus Mark Penshorn Table of Contents TSAC SEDC Participating Stephen Bish Members Bill Bowers Tim Brown Richard Dziewit Mark Tew John Correu Mireille Ferdinand Ronald Perry Roy Richard Roy Ragsdale Paul Macaluso Paul Ryson Mary "Katie" Chain John Sullivan Gary Howell Phillip Rowland Rosemary Scott Larry Franklin Sydney H. Verinder Eric Haugen Marvin Thomas Deborah Perrone Grady L. Morris, Sr. Max Hernandez Terry Welch John Cook Gary Preston Chapter1. Basis for the Plan ................................................................................. ..............................1 Introduction................................................................................................................ ..............................1 GuidingGoals and Objectives .................................................................................... ............................... 2 TransportationPlanning ............................................................................................. ..............................9 PublicInvolvement ..................................................................................................... ..............................9 Chapter2. Transportation System Needs ............................................................. .............................13 Regional Mobility and Connections ........................................................................... .............................13 LocalMobility and Safety ........................................................................................... .............................20 Non -Auto Considerations ........................................................................................... .............................24 Forecast Transportation Conditions ........................................................................ ............................... 29 Chapter 3. Thoroughfare System Plan .................................................................. .............................37 TheThoroughfare Plan .............................................................................................. .............................37 Street Functional Classifications and Design ............................................................. .............................39 Design Guidelines and Special Considerations .......................................................... .............................47 Administration........................................................................................................... .............................52 Conclusion.......................................................................................................... .............................53 Appendices......................................................................................................... .............................55 Table of Contents List of Figures Figure 1. Regional Highway Network .......................................................................................................... 13 Figure Z.5chertz Area Arterial Roadway Network ..................................................................................... 15 Figure I Daily Level of Service, 2O15. Source - GRAM traffic counts ......................................................... ZO Figure 4. Crash Rates, 2Ol2-2Ol4. Source TxDOT[R|5 ............................................................................... 21 Figure 5. Bikes, Trails and Recreation Network .......................................................................................... 25 Figure 6. Representative Land Use related plans ....................................................................................... 3O Figure l Model Traffic Area Zones (TAZs .................................................................................................. 31 Figure O. Land Use Intensity, 2O4O .............................................................................................................. 32 Figure 9. Land Use Intensity, 2OIO .............................................................................................................. 32 Figure 10. 2011 Comprehensive Plan based Transportation Network - AAMPO ....................................... 33 Figure I1.Schertz Network Modeled Result .............................................................................................. 34 Figure lJ. Thoroughfare Plan Map ............................................................................................................. 3O Figure l3.|'35 Managed lanes illustrative View from 5chertz Parkway. Source: |'35 EIS ........................ 4O Figure 14. Four-Lane Principal Arterial Section .......................................................................................... 41 Figure l5. Six-Lane Principal Arterial Section ............................................................................................. 41 Figure l6. Secondary Arterial Section —VWederstein Road ........................................................................ 4Z Figure l7. Secondary Rural Arterial Section — Ware Seguin Road .............................................................. 43 Figure l8. Residential Collector — Example: Savanah Drive ........................................................................ 44 Figure l9. Commercial Collector Example: Four Oaks Lane ..................................................................... 45 Figure J0. Commercial Collector OOCA Example: New Streets inTOD area ............................................ 45 Figure J1. Driveway and Non-Signalized Intersection Spacing Guidelines ................................................. 49 Figure JZ. Example, Shared Access Easement ............................................................................................ 5O Figure 2l Example, Cross Access Easement ............................................................................................... 5U Figure 24. Major Arterial Flared Intersection ROW Dedication guidelines ................................................ 52 Figure 25.Binz-Emdemantu San Antonio Connection Alternatives considered ........................................ 58 Figure 26.3ohertz Parkway, North connection consideration .................................................................... 58 Figure 2l Excerpt, 2UU2 Thoroughfare Plan, connection (emphasis added) --------------.59 Figure 28. Excerpt ufFM]009 screened route options, FM3009E Study, 20U7. ..................................... 59 Figure 29. Route alternatives considered, preliminary, 2015-----------------------59 Figure 3U Arterial Spacing, Source FM 3009E Study, 20U7------------------------6U Figure 31. Alternative Alignment connection to FM 3009. Illustrative composite modified from Table of Contents Basis Chapter 1. Introduction Schertz is a growing city located on the banks of the Cibolo Creek in Central Texas. Home to a diverse economic base, a well- educated populace, and close access to Schertz "largest suburb, San Antonio," the city is actively engaged in considering and guiding growth opportunity while maintaining the character and qualities that so many of its residents identify with. In 2015 the city council saw the need to update the Thoroughfare Plan (TP) adopted as part of the Schertz Comprehensive Plan, to weave together plan activities that had occurred since the plan's adoption, to reflect an updated view from the community, and to more specifically guide the development of a transportation network outlined in the comprehensive plan. The City of Schertz has completed a lengthy effort to update its TP. The thoroughfare network is one of the most visible and permanent elements of a community, and it is experienced by residents daily as they make choices of how to connect where they live, work, and play. The Schertz TP identifies future transportation needs for the area, goals and policies, and short- and long -term capital investments for improvements to existing roads, construction of new roads, bicycle, pedestrian, and transit supporting facilities. This plan also provides a framework for a balanced transportation system to offer choices in how people travel, and includes assessment of traffic volumes and crash statistics, corridor design, and a Chapter 1: Basis for the Plan recommendation for TP planned alignments with functional classifications and multimodal components. It also serves as a guide for transportation investment decisions. This plan serves to update Schertz's long -term vision for a range of transportation options and accommodations including personal and commercial vehicles, bicycling and walking, and transit. As an initial stage of the Schertz TP Update, the city conducted an issues identification process where a series of meetings identified issues to be addressed and the goals to be achieved by the plan. Two groups were appointed by council to guide the development of the scope for the development of the plan. These included the city's TP advisory committee and a Capital Improvements Advisory Committee (CIAC). The appointed committees represented the public at -large in the plan update, assisted in developing a mental picture of what residents want Schertz to look and feel like as it continues to grow. The committees also provided critical input and feedback on alternatives considered by the team, draft recommendations, and helped guide community involvement for the TP update. This input and feedback helped to refine the details of the plan working towards the plan update, which was presented as a draft to the TP advisory committee in with a target for adoption in Spring 2017. Guiding Goals and Objectives In 2015, initial meetings on the TP update involved listening and the continuation of the ongoing conversation regarding transportation options necessary to accommodate future growth and reflect the positive quality of life in Schertz, and build on the city's Comprehensive Plan and Sector Plan updates from 2013. Community input helped provide background, context, and policy direction for updated recommendations related to planning transportation facilities in the city. Guiding project goals were developed based on the adopted Comprehensive Plan's goals and strategies, distilled into four goal areas regarding transportation for implementation, which are considered to represent the community's current thinking on values and aspirations as expressed through the process. They relate to the city's comprehensive plan in important ways. The following are a summary of the transportation - related goals and related objectives from the adopted Schertz Comprehensive Plan being addressed, updated or included by this plan: • Hierarchy of Thoroughfares » Efficient connections » Interagency and intergovernmental coordination Continuity of Traffic Flow » Maximize continuity of the network to ensure citywide mobility, and minimize response times for emergency vehicles Chapter 1. Basis for the Plan » Plan, Fund, and implement improvements in the TP • Provide for increased demand while preserving and enhancing the attractiveness of the environment » Ensure transportation projects include greenspace and landscaping in the right of way (ROW) • Promote Alternative Transportation Modes » Incorporate Bicycle and Pedestrian master plan, on- and off - street trails, bike routes, and sidewalks » Provide safe and effective means to accommodate pedestrian traffic and prioritize improvement areas based on type of street and adjacent land use » Address pedestrian safety issues • Coordinate with railroad companies to improve safety conditions of lines through the community » Pursue improvements at intersections of railroad lines with arterial and collector roadways Ultimately the TP attempts to balance these goals and inform public decision making on the TP based on this framework. Based on existing plans, council, and community input, the TP actions build on the goals and objectives noted above, and focus on the four following areas, expanded on below with specific objectives: 1. Access and Mobility Roadway connections, continuity Regional Rail Pathways /trail connections Neighborhood connectivity Chapter 1: Basis for the Plan 2. local Context and Character Preference Visual /aesthetic landscaping and greenspace Walkable, context sensitive, prioritize connecting neighborhoods, schools, parks, shopping, and enjoyment centers 3. Preserving Existing infrastructure Corridor preservation Partner agency and neighborhood coordination and collaboration 4. Fiscal Stewardship Maintenance, enhance intersections Access coordination Agency coordination, partnerships Chapter 1. Basis for the Plan Goal #10 Access and Mobility A crucial goal for any major TP is the ability to reach desired goods, services, and activities. The provision of transportation options to reach destinations in Schertz will grow as the city does. This goal is represented in Schertz through efficient system management and operations, through context sensitive and complete streets designs, and with a network of transportation choices. The growing multimodal network will provide connections to where residents work, live, and play, whether in Schertz or away, through a system offering opportunities to drive, walk, bike, and connect to transit. Goal #1: Provide efficient, safe mobility to, from, and within Schertz by providing multimodal transportation options and management for existing and anticipated future needs. Obiective M1. Provide safe mobility options for people who live, work, and visit Schertz, including efficient connections to regional economic activities and other communities. Objective M2. Create and preserve convenient connections between neighborhoods, schools, access to commercial areas, and neighborhood assets to provide alternative routes for short trips for people on bike and on foot, and reduce trip lengths overall. Objective M3. Plan improvements to the arterial and collector street network to support the balanced mobility of motorists, pedestrians, bicyclists, and commerce. Objective M4. Provide for an alternate mode of transport to and from Schertz such as a regional rail system. Obiective M5. Provide a location for a park- and -ride along the Interstate Highway 35 (1 -35) and 1 -10 corridors to take advantage of pending express -lane improvements and expansion of regional transit connections, with the intent to provide a viable option to the personal vehicle for commuting. Obiective M6. Provide a network of bicycle and pedestrian facilities, including sidewalks, bike routes, bike lanes and paths, which provide mobility options, regional and multimodal connectivity, and increase recreational opportunities for Schertz residents. Chapter 1: Basis for the Plan ®I #2c vocal Character Preference A healthy Schertz community in 2040 will be achieved by ensuring transportation and infrastructure investments that focus on people and places. Investments should enhance active transportation choices and accessibility, and also create lasting value that complements the character of Schertz's neighborhoods, employment centers, and activity centers. Goal #2: Provide a safe transportation network planned and designed with people and places in mind, including amenities and green space design treatments that reflect a positive experience for all modes of transportation. Obiective S1. Adopt policies, ordinances, and programs that promote multimodal, context sensitive considerations, and green natural aesthetics, such as landscaped medians, into the planning and project funding of transportation facilities in Schertz. Obiective S2. Continue departmental processes and procedures to ensure coordination of land use and transportation planning, while including context sensitive solutions for design and implementation of transportation corridors and facilities in Schertz. Objective S3. Provide transportation investments and procedures that help enhance traffic access and circulation, walkability, bikeability, aesthetics, and amenities throughout Schertz. Objective S4. Invest in improvements to minimize the impact of railroads through Schertz. Chapter 1. Basis for the Plan Goal 3: Preservation Of Existing Transportation Network Through efficient system management, this plan places high priority upon maintenance, rehabilitation, safety, and reconstruction of basic infrastructure systems. As neighborhoods in Schertz continue to mature, we will continue to maintain high quality transportation infrastructure including streets, sidewalks, and other public infrastructure facilities. Investments will provide a balance between the transportation needs of the community and the needs of local neighborhoods. Goal #3: Prioritize investments to ensure the ongoing maintenance, rehabilitation, safety, and reconstruction of the current thoroughfare network and supporting infrastructure. Obiective P1. Preserve ROW for anticipated arterial roadways through corridor preservation and subdivision plat dedication Obiective P2. Coordinate action with regional partners to ensure that planned connections are feasible and existing infrastructure is not expanded unduly. Objective P3. Manage roadway congestion and increase mobility and safety for all roadway users through intersection enhancements, operational improvements, targeted capacity enhancements, and promotion of alternative means of transportation. Objective P4. Design, operate, and manage the transportation system to maintain or improve the quality of multimodal mobility, access, and safety for those traveling in and living within Schertz. Objective P5. Develop and implement transportation performance measures and programs to monitor, evaluate, and forecast the degree to which the transportation system investments accomplish community goals and mobility objectives. Chapter 1: Basis for the Plan Goal #4: Fiscal Stewardship Goal #4: Optimize the use of City of Schertz funds and leverage additional funding for transportation to maximize the Schertz public return on investment in transportation infrastructure and operations. Obiective F1. Identify and pursue private, regional, state, and federal revenue sources for funding multimodal transportation improvements in Schertz, and actively engage in regional efforts to identify and allocate funding sources. Objective F2. Integrate state and federal long -range transportation planning factors with local and regional transportation planning to maximize future funding opportunities for surface transportation projects in Schertz. Objective F3. Evaluate and if appropriate, implement directed funding sources such as tax assessment for transportation that ensure adequate funds are directed to transit improvements — street, construction, hike and bike trails, etc. Obiective F4. Plan for and preserve ROW and other real property for future multimodal transportation and supporting infrastructure investments in advance of economic development. Obiective F5. Promote land development strategies and suitable locations to maximize and support multi- modal development, such as the mixed -use districts and transit oriented development of the North Sector Plan, which maximize the benefits of transit investment in a location with a combination of convenient proximity, road access, and walkability. Chapter 1. Basis for the Plan Transportation lanai The TP is the long -range plan for major transportation facilities for the city of Schertz. The TP, like the Schertz Comprehensive Plan, is a living document and is intended to accommodate development of the city's thoroughfare network, but is also meant to be updated periodically as conditions change. The plan is also a corridor and ROW preservation document, allowing for the orderly coordination of development for a transportation network that supports the city's growth and development over time. Future thoroughfare alignments are long term and general in nature, and have been developed with high -level planning consideration based on current, available conditions. As such, their alignments may be modified during development of specific projects or over time, but the linkages should be maintained so that the overall system functions as a whole. Thoroughfares in this plan are generally arterial roadways that serve moderate and higher traffic volumes, connect with and serve the state highway system. However, this plan also illustrates some collector class roadways — roads not considered arterials but still important to provide connectivity for the city in areas with lower densities across multiple parcels of ownership, or areas where functional connectivity is needed. This section describes the public process used in the creation of the plan, the referenced planning documents that formed the basis for its development, coordination process, and formal adoption process. Public Involvement Development of the Schertz TP Update was an open and collaborative process involving citizens, adjacent jurisdictions, and public entities. Thoroughfare Plain Advisory Committee Two groups were appointed to guide the development of the plan: the TP advisory committee and a CIAC. The TP advisory committee provided direct input in the formative stages of the plan update. As part of the information gathering during the formative stages of the plan, the city combined the standing Planning and Zoning Commission with the Transportation Safety Advisory Commission to form this joint advisory committee. A separate CIAC was also convened to take formal action on a number of items during the process, including guidance on specific transportation projects. The CIAC is made up of the Planning and Zoning Commissioners plus one additional appointed member. The committees met with the plan development team multiple times throughout the process, providing critical background information, context, and transportation alternatives development history for the community. They acted as a sounding board for mobility concepts to be evaluated by the team, refined goals, affirmed the identification of the existing transportation conditions, discussed and prioritized the Chapter 1: Basis for the Plan transportation system and policy needs for Schertz, and provided feedback on potential system improvements. The CIAC also formally adopted the growth rates to be used for demographics analysis, the resulting land use analysis used for evaluation of the transportation network, and made recommendation on near term capital improvements to the City Council. Public Meetings and Presentations A series of public committee and advisory group meetings, progress meetings, city council briefings, and an open house were made to review and discuss the existing conditions and needs, plan alternatives, policies and programs, and implementation strategies for the plan update. The materials presented at these meetings and comments received are summarized in Appendix A, Meeting Materials. Meeting Date City Council, Project Overview, Thoroughfare Plan, and Impact Fee Study 2/17/2015 Advisory Committee Meeting 1, Capital Impact Advisory Commission (CIAC) Meeting 1: Project Introduction, Needs Assessment 5/13/2015 Presentation to regional city staff: Project Introduction, Needs Assessment 5/13/2015 Advisory Committee Meeting & CIAC Meeting 2: Goals & Objectives, Existing Conditions and Needs Assessment, Growth Rate 10/14/2015 Advisory Committee Meeting & CIAC Meeting 3: Land Use Analysis, Preliminary Recommendations, Capital Improvements Program Options 11/18/2015 Public Open House: Goals & Objectives, Existing Conditions and Needs, Plan Options 4/18/2016 Advisory Committee Meeting 3: Draft Thoroughfare Plan, Policies and Programs, Capital Improvement Plan 411212017 Planning & Zoning Public Hearing #1: Thoroughfare Plan, Policies, and Programs Plan 512412017 City Council First Reading: Thoroughfare Plan, Policies, and Programs Plan TBD City Council Final Reading: Thoroughfare Plan, Policies, and Programs Plan TBD ' r #1r An open house was held on April 18, 2016, to brief the public on progress material that had been developed and gain feedback. Topics included existing conditions and needs summary, draft goals and objectives, the active recreation and bike network, recommended modifications to functional classifications and road cross sections, and working ideas to adjust the alignments of the adopted 2011 TP. Notices of the open house were mailed to every address within the Schertz city limits and extraterritorial jurisdiction. Chapter 1. Basis for the Plan The meeting had nearly 150 participants, 3 presentation sessions by FNI, and numerous information stations manned by staff for individual questions and answers. Comments and questions were noted, an exit survey was handed out, and contact information on how to include comments on the material was made available. Comments taken at the session and written comments submitted were incorporated into the plan recommendations and alignments adjusted further based on specific input details. Open House – Credit: City of Schertz Input from the open house was generally positive toward the information provided and supportive of the recommendations, including wanting to see more east -west connections, better roads for currently undeveloped areas in the south to support development, and for grade separation overthe railroad and Farm -to- Market Road (FM) 78. Some road classifications were changed to reflect the input, such as Old Wiederstein Road, and other suggested connections were noted. Comments on the revised alignment and lowered roadway classification for a new link between Trainer Hale Road and FM 78 to align with FM 3009 — to pull it away from an existing neighborhood north of Schaefer Road and avoid the Crescent Bend Nature Park and CCMA facility — were also generally positive. Some concerns were voiced with impacts to the existing homes along Trainer Hale Road further to the south. Comments were both supportive of additional connections to San Antonio at State Highway (SH) Loop 1604, and Cibolo south of FM 78, but also concerned with the ability to make the connection due to large property ownership. Chapter 1: Basis for the Plan Chapter 2. Transportation System Needs Regional Mobility and i This assessment of needs draws upon the information gathered during the documentation and insight offered by the TP combined advisory committees — comprised of the Planning and Zoning Commission, the Transportation Safety Advisory Commission, members of the Economic Development Corporation, and members of the CIAC. The needs identified herein form the framework for development of the TP, potential project identification and prioritization, and needed policies and programs. Three major highways serve to connect Schertz to other cities within the region: 1 -35, 1 -10, and SH Loop 1604 (Figure 1). While each of the three facilities experience congestion during peak periods, many recent or upcoming projects will provide substantial improvements to each facility, reducing congestion on the highways for the immediate future and accommodating future growth. Figure 1. Regional Highway Network Chapter 2. Transportation System Needs 1 -35 is a critical international trade corridor freeway facility carrying the highest traffic volumes through Schertz, and though primarily serving trips that begin and end outside of Schertz, the 1 -35 corridor also serves as a critical linkage between Schertz and San Antonio. Within Schertz, the current average annual daily traffic volume on 1 -35 (total of both directions) range from 108,000 east of FM 1103, to 152,000 at FM 3009, where volumes increase at each interchange to the west of Schertz. Current Texas Department of Transportation (TxDOT) plans, called 135Nex," call for the addition to 1 -35 of two managed lanes that will end at FM 1103, a significant project that will add a considerable amount of capacity to the corridor. In 2015, TxDOT received a Finding of No Significant Impact (FONSI), which allows the project to continue with design for construction. Continued growth in the region is represented in planning documents for the 135Nex by growth in traffic volumes of 20 to 25 percent. The continued growth of the city's north sector plan area, as well as the northern portion of Schertz in general, in turn, lead to the evaluation of roadway segments directly connected to 1 -35, particularly the interchanges at FM 3009 and FM 1103. The proposed addition of managed lanes to 1 -35 also represents an opportunity for extended express peak - period transit service from Schertz to serve central San Antonio, and raises the opportunity for express reverse - commute service to Schertz from the southwest and potential for a tie -in or advance services for regional rail operations. Analyses of traffic operations under full build -out of the city points to a need for additional capacity from existing access points to /from 1 -35 in order to relieve projected demands on FM 3009 and FM 1103. Capacity can be expanded along parallel routes, such extension of north -south connector and expansion of Old Wiederstein road, which provide additional routes to 1 -35, as well as the planned expansion of FM 1103, which will simultaneously serve the community of Cibolo as well as Schertz. Improvements to the access road, such as ramp reversals near overpasses, to improve flow and consistency are currently in planning stage from approximately FM 1103 to the Guadalupe River. Access from a park- and -ride to and from the 1 -35 managed lanes at Wiederstein Road, or a park- and -ride situated near the general lane access to the managed lanes currently planned for east of FM 1103, would also provide direct benefit to projected area traffic operations. This plan recommends an area for a potential site generally between FM 1103 and FM 3009 that would provide a synergy for transit partnership with VIA (p264, FONSI). As Schertz continues to grow to the north (coupled with southward growth towards 1 -10), reconfiguration of the FM 2252 interchange should be considered as it relates to design of the 135Nex lanes, as well as the connection of Dean Road to FM 2252 as a north -south connector. UM South of 1- 35,1 -10 is another nationally important freeway route that serves east -west traffic to the south of Schertz. Current volumes on the main lanes of 1 -10 are approximately 40,000 average annual daily trips east of Loop 1604. Like 1 -35, a project is in the study phase to add lanes from San Antonio to Seguin to accommodate future growth. As southern Schertz grows, operations will change the two -way frontage road to one way, similar to 1 -35, to accommodate higher volumes and reduce higher speed traffic conflicts Chapter 2. Transportation System Needs from turning vehicles, as well as reduce head -on conflicts from vehicles exiting the main lanes. Providing a backage road on either side of the freeway is one method to ensure long -term quality operations for mobility while retaining more efficient access for the traffic demands on this corridor. Though not entirely within the City of Schertz, the critical regional mobility provided by the freeway network is important for acing the city. As such the city recommends for provisions of Texas U- turns, or an alternate scheme for traffic efficiency, should also be made as bridges are configured at Loop 1604, FM 1518, and Trainer -Hale Road. r•• .I West of Schertz, SH Loop 1604 is a major regional circulator for the San Antonio region and highest capacity north -south connector in the Schertz plan area. The northern portion of the 95- mile -long facility is a divided highway, but the section south of 1 -10 is currently more rural in character, and still maintains a two -lane, undivided section. The section immediately west of Schertz is currently under construction to create a divided section. This corridor facilitates major movements in the area, including the commuting patterns for access to Randolph Air Force Base (AFB). The base is in the planning process of relocating their southern gate to the west of the facility, which would alleviate some delay on Lower Seguin Road and remove the gate from the runway clear zone. Arterial Roadways The grid of arterial roadways, spaced between approximately 1 -mile intervals for north -south corridors and larger spacing for east to west, is disrupted by natural and man -made features, including the Union Pacific railroad and the downtown grid that is aligned with the railroad, the Cibolo Creek, and Randolph AFB. These features constrain and channelize area traffic connectivity to the dominant arterial corridors. • • r From a regional mobility and connectivity perspective, the significant north -south arterial routes in Schertz are: • Schertz Parkway • FM 3009 • FM 1518 • FM 1103 These arterial roadways provide the backbone of automobile volume service. Future traffic growth should be planned for on these vital routes and improvements should be implemented to maintain acceptable level of service (LOS) for vehicle users travelling across the city. Chapter 2. Transportation System Needs Roy Richard Drive, with recent sidewalk improvements While trips along the outside edges of the city are currently being served through planned expansions to serve more regional and long- distance trips, there are a number of facilities that have current needs for capacity improvements to better serve local trips. Near the downtown area, the collective arterial capacity of FM 3009 and Schertz Parkway do not provide enough north -south capacity for origins- destinations planned for south of FM 78, and any north -south connectivity is interdependent on the east -west capacity of FM 78, since the north -south movement must currently also spend a portion of the trip moving east - west on FM 78. This is a significant cause of delay in this portion of the network. With limited ROW on each of these corridors, widening for capacity would have significant effect on the community character of many of the corridors. Also, Schertz Parkway is limited from extension south by dedicated parkland, existing residential neighborhood, and complicated by proximity to landfill. Schertz Parkway is a four -lane, divided principal arterial roadway connecting the center of Schertz from FM 78 to the 1 -35 corridor. It provides north -south mobility for the city, but also access to many neighborhoods and come commercial areas. With lower speeds and greater capacity than other parallel routes, it provides significant capacity for the community, but at a reduced average speed. A popular shared -use path adjacent to the northbound travel lanes provides space for pedestrians and people on bikes. The parkway features a planted median, and a matured landscape buffer outside of the roadway ROW that adds significantly to the character of the corridor. Roy Richard Drive (FM 3009) is a four -lane, divided principal arterial connecting central Schertz from FM 78 to the City of Garden Ridge, with the 1 -35 corridor in the center. It provides the key north -south mobility for the city as well as connection to the regional network. With higher speeds and greater capacity than other parallel routes it provides major mobility for Schertz, as well as regional connectivity for Garden Ridge and a significant portion of Cibolo. FM 3009 also provides a key corridor for adjacent commercial land uses, with neighborhood oriented uses further south in the corridor, and larger uses near 1 -35. Recent improvements have been made to add sidewalks to the roadway by TxDOT, providing safe pedestrian passage and recognizing the changing nature of the needs and use of corridor. Chapter 2. Transportation System Needs FM 1518 north of FM 78 has a constrained existing ROW, but may offer more opportunity for expansion as it has fewer land uses on the west side; however, full section expansion may be limited due to the geography of Cibolo Creek, floodplain and floodway, and dedicated parkland. FM 1518 should be considered for adding the overall system capacity needed, and in the near term, adding dedicated turn lanes at major intersections over the long term, adding a median, and reducing curve radii would improve safety and provide a buffer. FM 1103 is a principal arterial roadway connecting the City of Cibolo to 1 -35. The roadway is currently built to rural FM standards and heavily used for commuting. The City of Schertz and the City of Cibolo have partnered with TxDOT to make capacity improvements to the roadway. These are being coordinated with improvements to the junction with 1 -35 to modify the bridge in advance of the expansion projects. Plans are currently in the schematic phase but anticipated to move forward prior to 2020. Separately from TxDOT efforts, the City of Cibolo is also considering an extension of the FM 1103 corridor south to 1 -10 as a public - private partnership with a company to deliver a major roadway. Chapter 2. Transportation System Needs Morning Commute, FM 1103 .south of 1-35 East-West Connectivity At a regional mobility and connection level, the major east -west highways noted above provide for higher volume automobile service, especially at the edges and the narrow geographic center of the city. More local east -west arterial routes are limited due to geographic features — Cibolo Creek, Randolph AFB, and existing neighborhoods. The clear zones extending from the Randolph AFB are also limiting to the types of uses that are encouraged there, and activities should remain limited due to the proximity. Apart from several residential and mixed developments (in various stages of planning to completion), which are close to the FM 1518 corridor, much of the anticipated growth in the area south of Randolph AFB is expected to be low density. Future traffic growth and demand should be planned for on the remaining viable routes and improvements should be implemented to maintain acceptable conditions for vehicle users travelling across the city. Significant east -west major arterial routes within Schertz are: • FM 78 • Old Wiederstein Road and Lower Seguin Road • Binz- Engleman Road to Trainer -Hale Road FM 78 is a vital route providing a mixture of mobility and access through central Schertz. The offset intersection of FM 78 with FM 1518 currently serves as the only connection within the city between northern Schertz and southern Schertz. FM 78 is a key access point for the Schertz community, as well as serving regional, east -west mobility. Maintaining FM 78 as a viable regional transportation alternative for trips travelling to, from, and through the geographic center of Schertz should remain a priority. However, the city should partner with regional agencies to provide north -south connections that do not also require a segment of east -west movement in a limited corridor. Old Wiederstein Road and Lower Seguin Road were both determined to have segments operating at a current LOS D or worse based on daily traffic volumes during PM peak traffic conditions. Given their critical positions in the network and growing importance in accommodating longer- distance east -west trips Chapter 2. Transportation System Needs within the city, additional capacity may need to be accommodated for these facilities so that they will meet future user demand. The growth in both northern and southern Schertz, coupled with the growth of the Cibolo community to the east, and the lack of east -west connections across the Cibolo Creek and Randolph AFB in the plan area, indicate the need for consideration to upgrade east -west corridors, particularly in southern Schertz. However, the significant floodplain along the Cibolo Creek complicates a connection and may eventually require reconfigurations of bridge crossings at Schaefer Road /RAF - Burnette, Lower Seguin Road, and a new structure for the Trainer -Hale Road extension. Chapter 2. Transportation System Needs Local Mobility and t Traffic Volumes and Congestion The performance of the local roadways and resulting congestion can be linked to a host of contributing elements, including the number of vehicles using them and at what times, number of lanes, speed limit, daily traffic volumes, adjacent land uses, traffic signal parameters, driver types, signage, pavement conditions, road design elements, access controls, and more. In this section, a few elements — demographics, mode splits, and average traffic volumes are reported to track average conditions at the time of the plan. According to U.S. Census data, approximately 94 percent of all work trips in the City of Schertz are automobile based, with an average commute time of 27 minutes; 13 percent of trips are carpool based, with 6 percent of respondents walking, biking, or working from home. The percentage of people driving to work alone has been increasing slightly, from 80 percent in 2000 to 82 percent for most of central and northern Schertz in 2013. For those not working at home, the commute time varies based on the length of trip, destination, and chosen route. The roadway network should provide for safe mobility and access to properties in and around Schertz, just as it does for the longer- distance trips discussed under the Regional Mobility and Connection section earlier in this chapter. This section focuses on the qualitative analysis that can include arterials, collectors, and local connections. At lower levels of the functional classification system, providing access becomes prioritized over higher travel speeds and the service of larger traffic volumes. Typically, fewer lanes are Chapter 2. Transportation System Needs required, lower speeds are expected, and on- street parking is allowable on local and some collector streets. As a part of the TP update process, crash data on Schertz streets were analyzed to gauge roadway safety throughout the city. According to analysis of Texas Motor Vehicle Crash Data, between 2012 and 2015, approximately 1,950 crashes occurred on city streets, 210 of which resulted in injury. An analysis was performed to determine the most common crash locations as well as the corridors with the highest crash rates. Comparisons were also made to other comminutes of similar size in Texas. Detailed information regarding the collision data is also provided in Appendix D. Vehicle crashes are a source of considerable personal anguish, disruption, and loss of personal property and time and can result in personal injury and in the worse cases, death. Analysis of crashes recorded over the prior 3- year period of available data was conducted to determine if patterns were prominent (Figure 4). Rates of crashes on roadways were also compared to cities of similar size. Analysis showed that, generally, arterials in Schertz have a similar number of crashes per year compared to communities of similar size in Central Texas, such as Seguin, Leander, and Kyle. For the 3 -year period, an average of 650 crashes per year were reported, with 3 crashes resulting in fatalities in 2014. Despite increases in vehicle safety technology such as airbags and crumple zones, generally higher speeds and speed differential between vehicles involved leads to increasing severity of ® ., 0 No Injury's Q 1 Inji ry 3 6njurys a Injury's Fatality crash outcomes. For the period analyzed, 55 out of Figure 4. Crash Rates, 2012 -2014. Source TxDOT CRIS 1,950 total crashes reported resulted in incapacitating injury. Of the crashes resulting in incapacitating Chapter 2. Transportation System Needs injury, 80 percent occurred on roads with a posted speed limit of 45 miles per hour or higher: 35 percent of the crashes resulting in significant injury and six of the eight fatalities occurred on 1 -35 or its frontage road. Three of the eight fatal crashes occurred at or near 1 -35 and FM 1103. Weight differential can often also be a significant contributing factor. However, in Schertz, commercial vehicles as a subset of vehicle types were involved with a limited number of crashes overall in the period analyzed. Only 8 percent of crashes resulting in injuries involved commercial vehicles, and of those, all but four were located on 1 -35 or its frontage roads. Still, commercial vehicles were a factor in half of the crashes resulting in fatalities. All but one of the fatal crashes involving commercial vehicles were located on 1 -35 or frontage road. ,♦ - - - • •ors, 2012-2014 • urce: TxDOT CRIS 2015 Neither time of day nor weather conditions appeared to be disproportionately contributing factors for fatal crashes for the period of time studied. Overall, 24 percent of crashes occurred at night, which is lower than other similarly situated communities studied. r • ,� - r Measures that could be implemented in an attempt to reduce crash rates on FM 3009 and others include more active access management techniques, which could include the construction of a raised median along portions of the corridor, right -in /right -out commercial driveways, closure of driveways /streets on high -crash segments, consolidation of driveways, incentives supplied for cross -lot access additions, and other treatments. The continued control and limitation of future access points near busy intersections and along high -crash corridors should also be given consideration. The periodic retiming of signal corridors to increase vehicle platooning may help traffic entering the roadway from a driveway or cross street successfully identify an appropriate gap in traffic. Deeper analysis of FM 3009 may also be warranted to determine specific measures to bring crash rates to within the city average. Lowering posted speeds on roadway segments can also help with severity and frequency of crashes, but typically is more effective when accompanied by striping or physical changes to the roadway that reduce the perception that a driver has room to speed, otherwise mismatches in vehicle speed can persist, where some drivers exhibit disregard for posted speed limits, given the wider lanes. Chapter 2. Transportation System Needs FM 78 has a combination of high volume use and poorly defined access to adjacent businesses, with growing through - volumes. It could be a good candidate for an access management study by TxDOT to determine the appropriate detailed improvements to make, with additional opportunity for community involvement in development of any corridor scaled improvements. The policy implications for the City of Schertz are that speed differentials between crash vehicles increase crash severity, and lower speeds are more appropriate for residential areas, with enforcement and education of speed risks an ongoing concern. Additionally, road design features such as narrower lanes and reduced turn radii at intersections can be visual clues to slow traffic on arterial roadways. The results illustrate that the city's practices regarding access management and commercial vehicles generally appear to be positive and are to be commended and continued. Chapter 2. Transportation System Needs Non-Auto Considerations Bicycling and Walking MBMR��E Chapter 2. Transportation System Needs 0 z 0 4- v U cov c F- Lri to iz A "bicycle boulevard" can be created by the connection of local streets with a shared -use path, trail segment or other treatment, creating a through passage for bicyclists and pedestrians but not for motor vehicles, for example, by combining a shared use path on Old Wiederstein Road with the planned trail connection in a utility corridor east of FM 1103 and making a connection across all of northern Schertz but also separated from 1 -35 by 3,000 feet. The Schertz Master Plan Bicycle & Pedestrian Walkway map, created in 2003, forms the core of the planned network for the city, and has since been expanded to include existing and proposed bike routes, bike lanes and shared -use paths. Off road trails, some of which may be natural surface, are also included for illustration, though those trails are not directed by the TP. Higher -speed facilities are better served through separated bicycle accommodations, such as a shared - use paths, that separate bicycles from the higher speed traffic. The advisory group agreed and recommended to use these to form the backbone of the bike network for the plan. RIMUMVINTUMT Shared -use paths, sometimes referred to as multi -use or hike - and -bike trails, encourage healthy and active lifestyle options for Schertz residents as well as serve bicycles not only as recreation, but as transportation facilities. Trails located near residential areas and local parks can see very high levels of usage, especially if designed with good sightlines to points of interest and with routing and amenities placed with a variety of user groups in mind. Local examples include the very popular Schertz Parkway shared -use path and the gravel trail along Forest Ridge Park. Paths along utility easements can also provide linkages in linear ROW that already exist, and in many cases provide a car -free semi - natural green context to travel in. A long -range plan for trails in Schertz is also included in the 2014 Schertz Parks Master Plan. Paths adjacent to roadways but within the ROW can be more cost effective to provide or construct, though as with the example of Schertz parkway, can benefit one side of the roadway over the other. It will be important to develop a prioritized and coordinated implementation plan for a network of trails and on- street bicycling facilities so that the community can get the optimal return on its investment. sidewalk Cyclist using i •• shared-use path along O t Wiederstein *are Chapter 2. Transportation System Needs r- • The city generally offers excellent sidewalk coverage for city - maintained roadways and newer developed neighborhoods, though there are some gaps in the existing sidewalk system, particularly along undeveloped parcels along major arterials. Some of the gaps are more critical than others. The city recently benefitted from TxDOT's construction of sidewalks along both sides of FM 3009, providing a significant safety improvement over pedestrians walking along the road's shoulders. A city's walkability is determined by the availability of pedestrian connections and proximity of residential and retail land uses. For example, the traditional center of Schertz has an exceptionally high level of walkability due to its short blocks and grid pattern of local streets. More recently constructed neighborhoods are well served by sidewalks internally, but they are typically separated from other uses, which promote vehicular use. By creating better connectivity between neighborhoods and other uses with both vehicular and pedestrian facilities, residents have healthier options for completing daily tasks. With neighborhood support services incorporated within neighborhoods, citizens can walk or bike to a grocery store, restaurant, or convenience store. Alternative options to vehicular use allows for cost savings on gas and improved air quality. Sidewalks should continue to be included throughout neighborhoods and provide connections to parks, schools, amenities and other neighborhoods. Design and future construction of significant arterials should, unless they are serving an area intended to remain rural, include pedestrian accommodation along the corridor. Chapter 2. Transportation System Needs '�r' r The following regional transit assessment is based on an evaluation of concurrent plan processes. Rail Regional partners are studying a regional rail alternative that would connect the San Antonio metropolitan area to Georgetown, north of Austin. Development of this regional connection concept would provide an additional, reliable alternative to travel on 1 -35, and provide direct, quick connection to other development nodes along the corridor. Express Bus and Vanpool VIA Metropolitan Transit, or VIA, offers non -stop service to major employment centers such as downtown, and vanpool services to serve lower density areas at the periphery of its service area. Through VIA, people can also share rides to work while splitting monthly cost of van rental and fuel in a vanpool. Chapter 2. Transportation System Needs recommends an area that would be useful as park- and -ride location in partnership with VIA. The site location would be generally centered around the intersection of 1 -35 and FM 1103, with access to the planned express lanes on 1 -35. Forecast Transportation Conditions Future Land Use Conditions Development of the Schertz TP utilized the future land use plan from the 2001 Schertz Comprehensive Land Plan and the subsequent 2013 Sector Plan, and 2015 Joint Land Use Study (JLUS) for Randolph AFB. Conditions beyond the city were represented by the regional transportation model and land use projections maintained by the AAMPO. The future land use map of the adopted Schertz Comprehensive Plan, the 2013 Sector Plan update, and the compatibility considerations of the 2015 Randolph AFB JLUS Study were used to form the land use basis of the transportation analysis and near -term needs. These adopted and recognized plans were used for locations of prevailing and planned land uses, residential, commercial, and institutional locations and densities. The prevailing land uses were overlaid with the existing and previously planned thoroughfare network to form an initial basis for transportation network capacity evaluation through a transportation model. The information gathered results in a growth projection generally described as follows: • Residential growth anticipated in southern Schertz to the west of FM 1518 and within a half mile east of FM 1518 at traditional subdivision densities, (assumed to range from three to five homes /acre), with the APZ zones south of Randolph AFB remaining with very low development densities compatible with flight operations. • Multifamily development focused more in the northern sector plan area located north of 1 -35, and an overall residential growth rate of approximately 3.5 percent per year for the near term. • Expansion of retail /commercial development focused along 1 -10 and 1 -35, generally. • Development of a rail- transit corridor station area in north - central Schertz, with associated transit oriented development. • Continued expansion of light industrial and warehousing industries north of 1 -35. Chapter 2. Transportation System Needs Projected Growth and Travel bleed The population of Schertz grew at a quick rate of 4.2 percent, annually, between 2000 and 2010, but in more recent years has slowed to a rate closer to 1.7 percent per year since 2010, with an estimated 2016 population of close to 36,000 (U.S. Census). Periods of growth offer the opportunity to consider what is needed to support that growth, and the conversation on how the community wants to grow. The growth projections and results of the conversation form the core of the plan recommendation, and are supported by analysis of the network to support the plan recommendations. In order to assess the capacity of the transportation network and evaluate the potential to accommodate growth, the existing network was analyzed with a transportation model. For the analysis, existing and future land use plans were combined and a travel demand model was developed based on them, with different transportation scenarios tested. The results inform the recommendations on road classifications, number of lanes in a corridor, and needs for additional network connections. � a *1 rt�f •�►- During the development of the region's long -range transportation planning efforts led by the AAMPO, City of Schertz staff worked with AAMPO modeling staff to help incorporate Schertz land use plans, and approximate growth rates and patterns and refinements, into the regional travel demand model for development of regional plan consideration. AAMPO works with other regional partners to develop and Chapter 2. Transportation System Needs update its regional transportation model, which is used to compare regional policy alternatives. Use of the regional model by the TP update allows for the team to "grow" the network and development outside of Schertz in order to consider the effects on the network within Schertz, while also considering how the city's growth will impact the network. Anticipated growth outside of the city area was also used as an input for the transportation model. For areas outside of the city, the team relied on approved projections from AAMPO. A collaborative meeting was held with senior staff from the Schertz Engineering, Public Works, and Planning Departments at the onset of the TP development effort. This meeting was held to review whether the land uses incorporated into AAMPO's travel demand model for the Schertz area continued to be valid. Maps of residential and non - residential land uses and densities were produced from the provided AAMPO model and reviewed at this collaborative meeting. The participants at the meeting generally concurred that the land uses represented in the AAMPO 2035 travel demand model were a good representation of the current status of future land use planning within the City of Schertz, and modified them where they were considered significantly different. The AAMPO model was adapted for use in the examination of the transportation needs and the testing of the implications of potential transportation improvements in the Schertz area. Some adaptations were made to reflect recently adopted Sector Plans, outcome of the JLUS with Randolph AFB, and recently approved major developments, including: • The regional rail district, located in northern Schertz between FM 3009 and FM 2252 was considered to be mostly lower density in the AAMPO model. More recent plans codified in the 2013 Schertz Sector Plan indicate that the area will include Transit Oriented Development, with mixed land use realized by the 2040 forecast year. • Southern Schertz, the area south of Lower Seguin Road, was mostly undeveloped in the AAMPO model. The JLUS study recommends that densities west of FM 1518 should remain at lower densities compatible with the AFB operations. The model assumes retail commercial development along 1 -10 and subdivision development between that area and Lower Seguin Road by 2040. The currently approved development west of FM 1518 is assumed to be largely built out by 2025. • The AAMPO model assumes significant redevelopment of central Schertz by 2040. Upon discussion with city staff, and considering the limited ability for redevelopment under existing zoning, this was not assumed to be more limited in its extent for the 2040 model. Chapter 2. Transportation System Needs The land use assumptions were subsequently presented and discussed with the CIAC as part of the land use assumptions. The CIAC then also agreed that the land uses and allocations of growth were approximately representative enough to use for modeling purposes. A map of land use intensity, representing approximate densities of population and employment, and how they are represented as growing between 2010 and 2040 is shown as Figures 8 and 9. t t rr r r rr- r r ICI' • Figure ' r Use Intensity, 2040 The travel demand forecasting process includes two levels of analysis. The regional demand forecast model is used to develop forecast travel demand results for weekday travel. This is a four -step model consisting of: • Trip generation: the number of person trips generated by given types and densities of land uses within each Traffic Area Zone (TAZ), • Trip distribution: how many of the person trips generated in each TAZ will travel to each of the other TAZs in the metropolitan area, • Mode Split: which mode of travel the person trips will use, including single occupant auto, transit where available, and in some cases non - motorized mode such as walking or bicycling, and • Trip assignment: determining the roadways that will be used for vehicular travel between TAZs. Chapter 2. Transportation System Needs This regional model incorporates land use and transportation assumptions for the Alamo Area region using algorithms for air quality conformity analysis. Figures 8 and 9 show the Schertz study area in the context of the traffic area zones of the larger regional travel demand network, featuring the coding of street network to reflect the general level of development density and network connectivity. Roadway improvements from the existing TP and known projects or regional impact were modeled to reflect the corridors with congested conditions. The TAZs within the study area were taken from the regional model along with the land uses and amount of development assumed at the regional level for the future modeled year. The TAZs were then each analyzed in relation to the adopted comprehensive plan, sector plan, adjusted as noted above, and confirmed with the city and plan advisory group as approximately representative of future conditions for location of residential and commercial uses as well as approximate development intensity. The confirmed TAZs were then used to calculate vehicle trips which were then loaded on to the network of thoroughfares from the 2011 adopted TP (Figure 10), as a basis of analysis. Figure 8. 2011 Comprehensive Plan based Transportation Network - it • Chapter 2. Transportation System Needs 2040 Modeled Results To assist in the review of the 2040 Schertz travel demand forecast results, which showed number of total lanes, daily traffic volumes, as well as LOS information based on volume -to- capacity (V /C) ratios. Analyses results, as shown on Figure 11 is reflective of the areas anticipated to generally experience delay due to congestion, with subsequent recommendations to address the limitations. The 2040 Schertz results allowed for a look at the system deficiencies. They also allow an opportunity to assess alternative ways to address those deficiencies — informing recommendations on the network. The network showed significant congestion at the periphery of the city limits, at the edges of the local network, and where the network tied in to 1 -35 and FM 78. The areas internal to northern, central, and southern Schertz reflected lighter use, more local use, and less congestion. In general, areas with grid networks, or more connectivity options, are shown to function better. The results point to the importance of additional Figure 9. Schertz Network Modeled Result connections to the regional network, as well as additional capacity on select regional arterials, such as 1 -35, FM 78, and 1 -10. Also notable in the results is the adequacy of the transit - oriented - development area north of 1 -35, which was representing a much higher density of jobs and households than any other part of the Schertz, but also a supporting, denser network of streets and a transit node. The results also point to the importance of the connections to and from the 1 -35 corridor as the area to the east of FM 3009 develops, and the general lack of east west connectivity alternatives to FM 78 — a condition impacted necessarily by the size and operation of the AFB, but also existing developments and Cibolo Creek to the west of Central Schertz. Lastly, the results point to the importance of a second connection to southern Schertz south of FM 78, so that local north -south trips are not required to also travel for a portion on east - west FM78, which eventually becomes very limiting. Chapter 2. Transportation System Needs Transportation Needs and Plea Recommendations The thoroughfare network is implemented in segments over time. It is envisioned that the majority of the network is provided through the development process, by developers at the time of subdivision using this document as a plan, dedicating ROW and using typical standards to construct roadways. Some roadways may be initially constructed with fewer lanes to meet near term needs, but the ultimate ROW is still preserved for the future need to expand the roadway for future growth. However, the plan effort is also an opportunity to examine near term needs that can be implemented to address current needs and needs anticipated in the near term. This section addresses priority projects that arose through the planning process or were already under way as the project began. As seen in the modeling analysis, while the currently committed projects listed above address some of the roadway needs, there are a number of current and short range needs for roadway, transit, bicycle and pedestrian modes of transportation that are yet unmet, as discussed earlier in this chapter. The following paragraphs discuss specific facility needs for each of the modes. Some of these improvement projects address the specific deficiencies noted in the modeling results described above. Short -range needs address currently identified capacity, safety and network gap issues and those anticipated to arise within the next 5 to 10 years. Many of these short -range needs were identified during meetings with the plan's advisory committees. The Advisory Committee identified the following current and pending needs: • Improve FM 1518 from FM 78 to 1 -10 from a two -lane undivided roadway to a four -lane divided roadway section, with landscaped median, a shared -use path on one or both sides, and sufficient turn bays at intersections with other arterials. • Improve access and mobility in central Schertz and FM 78 by proceeding with a Purpose and Need and preliminary design for a grade separated intersection of FM 78 and FM 3009, bridging the UP Railway corridor. • Partner with the City of Cibolo and TxDOT to support their efforts to improve and enhance FM 1103 as the arterial roadway of choice for traffic movements between 1 -35 and 1 -10. • Improve Elbel /Borgfeld Road, between Schertz Parkway and Gutierrez Park with a shared -use path to accommodate non -auto modes. Elbel Road would be a good connection to make due to the large numbers of students accessing and egressing Samuel Clemens High School at once. • Expand the network of shared -use paths throughout Schertz to provide increased opportunities for utilitarian as well as recreational riding. • Create bike lanes and other designated facilities forthe mobility of basic (average) bicyclists within the core of Schertz with low cost options like pavement striping and added bicycle signage, targeting specific road classifications like residential collector streets where there is surplus pavement, good connectivity to other off - street trails, and good connectivity to civic destinations such as schools and the Schertz library. • Roadway design standards call for minimum 5- foot -wide sidewalks on all roadways classified in the TP, separated from travel lanes by three feet. A list of short -, medium -, and long -range needs and general timing of network implementation is included in Appendix B. Chapter 2. Transportation System Needs Chapter 3. Thoroughfare System Plan The Thoroughfare The recommended plan builds on the transportation principles established in the city comprehensive plan and the goals and objectives of the first chapter of this TP, the coordination with neighboring cities, TxDOT, AAMPO, and input obtained throughout the planning process. Key features of this TP update of the comprehensive plan include: • Building on the prior roadway functional classification system — addition of collector classification subtypes, and rural sections to provide context sensitive elements • Modifying the conceptual alignments for unbuilt roadways — to establish a functional basis for corridor preservation for needed links • Network connections and continuity additions • Expanding the shared -use path (AKA hike - and -bike trail) and active recreation system to connect between existing and planned community assets, and provide for transportation alternatives Thoroughfare Network The TP provides for the long term increased mobility and connectivity needs, and a reduced dependency on the automobile. The TP recommendations are part of a continuity of plan efforts, and as needs change, the plan should be amended to reflect updated information for the preservation of longterm community needs. Transportation planning initiatives should be coordinated with other infrastructure investments and priorities within the community and with other agencies to leverage the financial resources and implementation. Figure 12 illustrates the recommended TP network. Chapter 3. Thoroughfare System Plan Street Functional Classifications and Design Functional street classifications are the hierarchy of streets organized in to a network. Functional classifications not only create a framework of mobility and connection for regions and cities, but also provide for minimum design standards according to their intended function. The combination of design elements of the roadway and associated spaces result in certain ROW widths needed to accommodate them adequately. These ROW widths are then targets for corridor preservation through county, city, and state actions to enable the planned infrastructure and respond to growth when it occurs. The following section outlines the targeted details and function of each of the classifications: Freeways — The freeway network includes the interstate, U.S., and state highway roadways controlled by TxDOT. Limited access roadways are those that control access to the facility at designated locations, typically at other freeways and arterial streets. Principal Arterials — Principal arterial roadways carry traffic across major segments of the city, with a primary function of throughput, rather than access. Driveway access onto principal arterials is often limited by spacing requirements, and parking is prohibited. Some principal arterials are on the TxDOT system of roadways (typically FM roadways). Secondary Arterials — Arterial roadways also carry traffic across major segments of the city, with a primary function of throughput, rather than access. Driveway access onto minor arterials is not as constrained as on principal arterials, and parking is prohibited. Occasionally a TxDOT system roadway may meet the secondary arterial classification (FM 1518 north of FM 78). Collectors - The function of collector roadways is to connect between local roadways and the network of arterial streets, providing access to neighborhoods and businesses. Collector streets are differentiated from arterials streets by their length and degree of access to adjacent development. Collector streets are typically contiguous across one or more arterial roadways, but seldom more than 1 or 2 miles in length. Driveway access onto collector roadways is seldom limited in commercial areas and on- street parking is sometimes allowed. Collector roadway cross sections can range from two -lane streets to three -lane sections for commercial areas. Collector roadways are often good candidate streets for accommodating bicycles, either in shared lanes or separate bike lanes. Many configurations of use and lanes are possible for context sensitive solutions to the needs of the adjacent development, including one -way streets, bike lanes, parallel parking, or no parking on one or both sides near key developments such as a regional rail station. Local Streets - Local roadways will typically be two -way streets, one lane in each direction, with curbside parallel parking typically on both sides except for adjacent to intersections. This typical classification provides for minimal traffic flow accommodations. Chapter 3. Thoroughfare System Plan Freeways, Limited Access The freeway is typically uninterrupted with .....� . - ...................... grade separations at intersections and _ ------ "" -------- — ramped entries and exits to and from the Wt crossroads as on 1 -35. However, limited access t � � freeways may also be interrupted for signalized arterial roadway crossings. 6� 6 j Freeways typically operate at free flow speeds . over 55 mph and have two or more lanes in each travel direction. Freeways are typically 9TANDARD CONFIfSU.RA QQN barrier or median separated, or in the example of the managed lanes under design for 1 -35, can be grade separated from the rest of the corridor where ROW is constrained. The managed lanes element is intended to help maintain a free -flow speed, even during times of peak congestion on adjacent facilities. Freeways, especially controlled access, are typically paralleled by service roads that serve as the interface between the freeway and the adjacent community's arterial and collector street network. Principal Arterials The recommended ROW for principal arterials ranges from 120 to 130 feet. The ROW is intended to accommodate higher volumes and levels of mobility, providing substantial regional access and statewide travel. A ROW of 120 feet allows for four travel lanes and associated spaces. Where six travel lanes are needed, a typical section of 130 feet can be used. Urban principal arterial roadways provide the predominant passageways through the urbanized portions of the community and connect to the regional freeway network, typically providing for curb and gutter drainage. Intersections are provided at all arterial, collector and local roadways and as needed allowing for local land access directly to the facility. Intersections with arterial roadways are typically signalized and provisions made for one or more left turn lanes and occasionally right -turn lanes to facilitate the through movements along the arterial. Principal urban arterial roadways provide at least two travel lanes in each direction plus a center median area for separations of traffic. The median area may be used to provide channelized left -turn lanes, continuous left -turn lanes, and /or streetscape. Where traffic operational Chapter 3. Thoroughfare System Plan analyses support the need for greater throughput capacity, a six -lane section may be considered — as is the case for the ultimate build out of FM 1518 south of FM 78. Access management practices should be employed to minimize the impacts of property access (i.e., driveways) on the principal arterial facility. Sidewalks, five to ten feet in width, should be provided along either sides of the roadway, buffered from travel lanes. A divided median is key for this classification of roadway, and a median width minimum of 16 feet is included. A divided median of sufficient width allows area for dedicated left turn lanes at intersections and provides access management for fewer turning conflicts, and preservation of traffic flow. The median may be raised, or surfaced depending on the adjacent land use. Driveway access onto principal arterials should be limited by access management and spacing requirements, and parking along arterial roadways is generally prohibited. The illustrations below show typical sections for four and six travel lanes with surfaced medians. • High degree of regional mobility, higher traffic volumes and operational speeds • Access is carefully managed • Curb and gutter section with underground stormwater utilities and drainage • Examples include Roy Richard Drive (FM 3009), FM 78, FM 1103, and FM 1518 south of FM 78. I 10R, u <w rnr +n a•me �!: de [HAVtL I 5�ff PAQAML j` + 7d:- PKAVtL f. Pc"F t'f4i+'.CL P ANF L4NF Y 2' $6 Ui MAN 7 f LIANF ( 2 ANF # • Figure 1. Six -Lane Principal Arterial Section WPARKWAY >�x Chapter 3. Thoroughfare System Plan Secondary Arterial The ROW for a secondary arterial in Schertz is 90 feet wide. The arterial is intended to accommodate medium volumes and local mobility, and provide for connections to neighboring communities. Secondary arterial roadways are intended for local trips, so design speeds should also be notably lower than principal arterials. A ROW of 90 feet allows for four travel lanes, and space to buffer different travel modes. A divided median is also important for this classification of roadway, allowing some area for reduced width left turn lanes at minor intersections and provides access management for fewer turning conflicts. Additional ROW may be preferred at major intersections. Driveway access to Secondary Arterials should also be guided by access management and spacing requirements. Parking along secondary arterial roadways is generally prohibited, unless parallel parking bays are provided in addition to travel lanes, which may be desirable in a potential mixed -use transit oriented district north of 1 -35. Bicycle accommodation is intended to be provided on a shared -use path (or hike - and -bike path), buffered from the roadway. • Cross -Town mobility • Accommodates medium traffic volumes and operational speeds • Managed Access • Four -lane divided • Curb and gutter drainage • Examples include Lower Seguin Road east of FM 1518, Wiederstein /Old Wiederstein Road, and the east -west portion of Trainer Hale Road. Figure 1. Secondary Arterial Section — Wiederstein Road Chapter 3. Thoroughfare System Plan Secondary Rural Arterial Rural Secondary Arterial roadways carry traffic across significant segments of the city, connect principal arterials to collectors and accommodate moderate volumes at higher speeds. This section is intended for use where adjacent, planned land uses are lower intensity, and access points fewer than the urban section would provide. The recommended ROW for Secondary Rural Arterials is 90 feet and is intended to include a three -lane section, with two travel lanes and a surfaced median. Travel lanes should be 12 feet wide with 6- to 8- foot -wide shoulders to accommodate emergency parking, extended site lines, and bicycles. Wide areas at the edge of paved shoulders provide for stormwater drainage and buffer from the roadway from adjacent property. Where sidewalks are provided, they should be between the drainage channel and the edge of the ROW. Driveways should still be guided by access management principles. A two -way left - turn lane in the center of the section provides buffer distance from oncoming traffic and left turn opportunities without obstructing the through- movement. An adjacent 20- foot -wide trail easement allows for accommodating pedestrians and bicycles on a shared -use path (or hike - and -bike path) sufficiently buffered from the travel way, and opportunities for tree growth. • Cross -town mobility • Accommodates medium traffic volumes and higher operational speeds • Access is managed • Two -lane divided • Open section drainage Examples include Lower Seguin Road west of Hollering Vine and adjacent to Randolph AFB, and Ware Seguin Road west of FM 1518. Chapter 3. Thoroughfare System Plan Collector roadways serve to provide access to higher functional class facilities, access to residential areas, and provide access and circulation to commercial areas. They are designed for short trips, lower speeds, and connections between residential and commercial areas. They are differentiated from arterial streets by their length and degree of access to adjacent development where driveway access is seldom limited. The recommended ROW for Collector roadways is 70 feet wide. The pavement width of 40 feet is wide enough to provide different layouts of lane striping to accommodate adjacent uses — whether it is on street parking, or bike lanes, or a center -turn lane, the width is intended to be flexible over time as needs change. Three typical sections are provided: one residential section with on street bike lanes, one commercial section with a middle turn lane for frequent driveways and turn - movements, and one commercial section with on street parking. • Collection and distribution of traffic • Speeds and volumes dependent on adjacent land uses and neighborhoods served • Access to development and neighborhoods • Connectivity to arterial and residential collector streets Typical Residential Collector — 70 -foot ROW: 7 -foot buffered bike lanes accommodate bicycles of all comfort levels. Examples include Ray Corbett Drive, Live Oak Road, Wiederstein Road west of FM 3009, Country Club Boulevard, Eckhardt Road, and segments of Ware Seguin Road. Figure 16. Residential Collector— Example: Savanah Drive Chapter 3. Thoroughfare System Plan Typical Commercial Collectors — 70 -foot ROW — applicable in Southern Schertz near 1 -10 and northern Schertz near 1 -35. The 12- foot -wide outside lanes can accommodate more experienced bicycles. A shared - used path on one side accommodates less experienced bicycles. Figure 17. Commercial Collector - Example: Four Oaks Lane J L 51 IX SMEWILX 2' LANE LANE FR Tr; E ZONE 7WROW • • • ;I. IM-M-310111312g! Local Residential and Commercial/industrial Streets The primary function of local streets is to provide access to and from properties. Local streets feed to and from the collector street network, but occasionally may tie directly to arterial streets. The urban local residential street is described in the Schertz Unified Development Code as a 30 -foot pavement width, with curb - and - gutter drainage and minimum 5- foot -wide sidewalks on each side of the street, buffered from the curb. Local residential streets have a 50- foot -wide ROW. Local commercial /industrial streets are described as 42 feet of pavement, with curb and gutter drainage, 5 -foot sidewalks, and a 60- foot -wide ROW. Local streets are not illustrated on the TP map, but are encouraged to be developed to increase connectivity, lessen block lengths, and encourage active and non -auto modes of travel for people on foot, pedestrians in wheelchairs, and people on bike. Chapter 3. Thoroughfare System Plan Chapter 3. Thoroughfare System Plan Provided by on /off Supplements capacity of Traffic ramping arterial street Movement; long LI? schematics 1 mile 30,000 to 55 -70 system and to 125,000 distance travel. provides high contin uous n speed frontage mobility. roads. Restricted — Moderate distance inter- some Provides community, movements higher mobility intra -metro area, may be prohibited; 1/4 mile 20,000 to 40 -55 0 and speeds. traffic 46,000 z „ "Backbone of number and movement. spacing of the street Serves long trip driveways system. lengths. controlled. May be Mobility function limited to Provides route is primary; access major and spacing function is generators; 1/8 mile 7,000 to 30 -45 continuity with secondary. number and 34,000 Serves moderate spacing of major arterials. trip lengths. driveways controlled. Primary — collect / distribute traffic between local streets and arterial system. Safety Serves short trip controls; 500 feet 2, 000 to 30 40 lengths. Provides limited 18,000 E land access and regulation. inter- Through traffic neighborhood should be traffic discouraged. movement. Safety 125 -200 200 to y Land access. control only. feet 1,500 20 -30 E � o - a N Chapter 3. Thoroughfare System Plan Design clines and Special Considerations There are established standards for design that are utilized by communities across the United States that have been established based on research and local experience. These are the anticipated guidelines for implementation of the transportation system plan: For Roadways: • American Association of State Highway and Transportation Officials (AASHTO) A Policy on Geometric Design of Highways and Streets, latest edition • Transportation Research Board Highway Capacity Manual, latest edition • Texas Manual on Uniform Traffic Control Devices, latest edition • City of Schertz Unified Development Code For Bikeways: • AASHTO Guide for the Design of Bicycle Facilities • NACTO Urban Bikeway Design Guide For Sidewalks and Paths: • AASHTO Guide for the Planning, Design and Operation of Pedestrian Facilities For Transit Facilities: • TRB Transit Capacity and Quality of Service Manual In addition to these established design standards, there are additional guidelines for design applications to best suit the current and anticipated conditions along the street corridor. Complete Streets One of the planning concepts Schertz should consider to incorporate in future roadway design on key corridors is a complete streets initiative. The focus of a complete streets initiative is to consider all modes during the planning, design, construction, operation, and maintenance of the city's street network. Effective complete streets policies help communities routinely create safe and inviting road networks for everyone, including bicyclists, drivers, transit users, and pedestrians of all ages and abilities. Instituting a complete streets policy ensures that transportation planners and engineers consistently design and operate the entire roadway with all users in mind. For the complete streets policy to be effective, a program of supporting policies and procedures need to be put in place in the city which could include a program of land use planning guidelines, project development checklists, established responsibilities for addressing modal issues, and more specific design and operating standards for implementation and maintenance. All of the roadways in Schertz have the potential to be complete streets. Context Sensitive Solutions Though a roadway corridor on the TP may be of a particular functional class designation, whether it is a principal arterial, secondary arterial, or collector, its typical section may transition along its corridor depending upon the traffic volumes and relation to the adjacent land uses. In many cases, an arterial roadway may pass through rural into urban and sequentially commercial into residential settings and back again within a segment of the corridor. The typical sections to be considered for these roadways should Chapter 3. Thoroughfare System Plan be sufficiently adaptable to the context of its current surroundings and potential development. Similarly, the development of land adjacent to arterial roadways should be sensitive to the mobility function of the corridor. Thus, for each of the roadway classifications in the TP, multiple typical sections are proposed for potential application to the corridor context, with multiple possible combinations. Corridor and Access Management Access management refers to the practice of coordinating access points to a roadway by considering specific design criteria for the location, spacing, design and operation of driveways, median openings, and intersections. The goal of access management is to safely balance access to land development while maintaining efficiency of the transportation system. This is accomplished through influencing, and in some cases controlling, the location, spacing, design, and operation of driveways, median openings, and street connections to a roadway. In general, arterial streets in Schertz show positive access management, with limited driveways access points and spacing between them, and residential developments accessed through collector roadways intersecting the arterials at signal controlled intersections. The city deserves credit for the implementation of many of these practices, and should continue, to the benefit of the community. The options below are intended to expand the considerations available, and may be applied to some arterials over time, that have duplicative and /or wider driveways that decrease system efficiency. In general, as the access to facilities along the roadway is increased, mobility of a roadway is decreased. Access management influences this process, slowing its progress and in some cases reversing it with tangible results in order to maintain efficiency of the road and improve traffic safety. The following guidelines include specific details the city can continue to influence to do so. Chapter 3. Thoroughfare System Plan Driveway Spacing Driveway spacing guidelines limit the number of driveways along a roadway by establishing a minimum distance between driveways and non - signalized intersections. Spacing requirements help reduce the probability of crashes as vehicles enter and exit the roadway. The distance between two access points is measured between the closest edge of pavement of the first access and the closest edge of pavement of { Figure 19. Driveway and Non - Signalized Intersection Spacing Guidelines the second access. A balance is found between allowing enough access to serve the adjacent land use, but not too much access so that it degrades the road performance. Distances can be modified depending on the intent of the roadway use, for example higher speed roads and anticipated truck traffic, to provide more time for shifting. .r -♦ -: r Raised medians limit cross - street movements and improve traffic flow. They have been proven in studies sponsored by the Federal Highway Administration (FHWA) to reduce crashes by over 40 percent in urban areas and over 60 percent in rural areas. Medians also serve as a safe refuge for pedestrians and bicyclists crossing the street, especially compared to two -way left -turn lanes. The placement of the median opening depends on the type of thoroughfare system. Priority should be given to thoroughfares providing mobility and access throughout the entire community. Openings should only be provided for street intersections or major developed areas. Spacing between median openings must accommodate left -turn lanes with proper deceleration and storage lengths. Median treatments can take on many different forms, including full median openings and channelized openings. Chapter 3. Thoroughfare System Plan M , I ILL Driveway Consolidation Research sponsored by FHWA shows that the density and design of driveways have a direct impact on s .....u. roadway safety — the more access connections, the more accidents. The ar purpose of driveway consolidation and M�w spacing is to limit the number of conflict points while ensuring PrOVWV Line convenient and safe access to businesses. Driveway consolidation # involves the removal of existing access connections, or driveways, for the primary purpose of improving safety. Figure 20. Example, Shared Access Easement This technique will impact multiple stakeholders, typically requiring cooperative agreements between each property owner and governing agency attempting to consolidate the driveways and in some cases share a driveway, for example, through a shared access easement. Each driveway presents a potential conflict point, thus, a safer redesign would use an internal circulation system to funnel roadway traffic through one major access point. Driveway realignment involves the relocation of driveways so they mirror or offset one another to minimize potential conflicts. Chapter 3. Thoroughfare System Plan • Deceleration and acceleration lanes at major driveways can provide refuge for turning vehicles while maintaining travel speeds for traffic though lanes. Auxiliary turn lanes at intersections allow turning traffic to get out of the way of through traffic and wait to turn using gaps in opposing traffic. These treatments increase the capacity and average travel speed of the roadway, while enhancing driver safety. Pedestrian Sidewalks /Sidepaths and Crossings Pedestrians are a critical user group of intra -city travel, especially in urban and mixed -use centers. Well- designed pedestrian environments not only encourage walking, they separate pedestrians from vehicular traffic to increase the safety and enjoyment of this experience. Well- designed, safe, convenient, and attractive pedestrian environments will increase the viability of walking as an alternative transportation mode. Intersections are the most dangerous pedestrian environments. The location and design of crosswalks, median rests, curb ramps, and pedestrian signals help to improve the safety and accessibility of pedestrian crossings. Landscaping provides functional and aesthetic benefits to the streetscape through the use of scale, shade, and color. Improvements may include shade trees, hanging flower baskets, flower boxes, decorative signage, and entry features. Planting amenities can require higher maintenance costs than hardscape and street furniture, but they offer natural beauty and a much grander scale. Landscaping is also used as a traffic calming device to reduce the speed of automobiles. When street trees are placed along the sidewalk edge or in the median, their presence creates the appearance of reduced area of the roadway available to vehicles. This influence has a traffic calming effect. Bikeway amenities alert motor vehicles and pedestrians of bicycle traffic, while also guiding cyclists to their proper location on the roadway. Bicyclists also benefit from the other access management treatments that reduce conflict points and create order and calming effects to traffic flow. •� 9L# The ability for the roadway network to operate effectively relies on the ability of intersections to efficiently process traffic. Operational conditions typically break down when insufficient turn lane capacity is available to remove turn movements from the traffic stream. To ensure the ability to provide channelized turn movements, such as a second left -turn or right -turn lane, an additional 22 feet of ROW should be provided at key major and secondary arterial intersections. To determine the exact dimensional requirements of specific intersections, a traffic analysis should be conducted at the time of facility implementation or coordination /approval with the City Engineer. As currently defined, divided roadways have the ability to accommodate a separate left -turn lane. By adding approximately 20 feet of width, a second left -turn and separate right -turn bay can be added as needed to an intersection. Travel lanes of 11 feet typically provide sufficient roadway width for turn movements. Critical mobility intersections generally fall where major and minor arterial facilities meet. At these intersections, the city should require additional ROW via the subdivision and platting process (where possible) as informed by an operational traffic impact analysis, to allow for additional turn lanes that may be needed in the future. In high intensity development areas, a traffic analysis should be conducted to determine the appropriate intersection requirements. Figure 24 illustrates intersection ROW requirements at critical locations, if not planned for other improvements that have more specific ROW needs detailed. Chapter 3. Thoroughfare System Plan 150 fit. with a 200 ft, 151 i Taper 4` Pkwy 24' Pkwy kwy Administration In the administration and enforcement of the plan, special cases and unique situations will occasionally arise where existing physical conditions and development constraints in certain areas conflict with the need for widening of designated thoroughfares to the planned ROW width and roadway cross section. Such special circumstances require a degree of flexibility and adaptability in the administration and implementation of the plan. Acceptable minimum design criteria and special roadway cross - sections may have to be applied in constrained areas where existing conditions limit the ability to meet desirable guidelines. Where new development occurs, cross sections should be according to the TP and Unified Development Code. For redevelopment in areas with existing, constrained ROW, a unique roadway design determination may be necessary, and is subject to the approval of the City Engineer /Staff, and /or the Planning and Zoning Commission. The standard roadway cross - sections should be used in newly developing areas and whenever possible, in existing developed areas subject to the prevailing ROW for the existing thoroughfare. Chapter 3. Thoroughfare System Plan Conclusion This TP provides a framework for a transportation system to offer choices in how residents travel, and includes recommendations for corridor alignments to preserve mobility and connectivity as the community grows. This plan also serves as a blueprint for transportation investment decisions and includes opportunities to address current needs and those anticipated in the near term. The thoroughfare network is implemented in segments over time. It is envisioned that the majority of the network laid out in this document will be provided through the development process at the time of subdivision, using this document as a guide. But the network will still need to be managed, guided and operated through shared responsibilities and partnerships between the city, counties, neighboring cities, and regional agencies such as AAMPO, VIA, and TxDOT. This plan will be incorporated in to the regional TP maintained by AAMPO, and should be considered part of the continuous, comprehensive, and cooperative planning process nested in the context of the larger efforts. This plan allows for key improvements, including additional turn lanes at major intersections, an extension of FM 3009, and support for improvements to FM 1103 and the intersection of FM 1518 and FM 78. These are critical points in the transportation network for the city, and will support the region as it grows. Using public resources in an efficient and effective manner includes anticipating growth and making reasonable allowances for its coordination. The city will continue to grow its network of roads and corridors as the city does, and balance expansion with maintenance and operation of the existing system in order to preserve the ability to reach desired goods, services, and activities. Select expansions to the network will increasingly provide connections and opportunities to drive, but also to walk and bike, thus reducing the future fiscal burden on residents to provide city services in areas with certain levels of activity and infrastructure. But care needs to be taken in the implementation to preserve the community character and seek balance between the need to accommodate growth, yet retain what is distinctive and best suits the Schertz community. Chapter 3. Thoroughfare System Plan Appendices Appendix A — advisory group and open house presentations material (Attached) Appendix B — Implementation timelines Anticipated timeframes for system improvements are outlined below. These include arterial roadways, primarily, where the majority of collectors are anticipated to be delivered through development. Collectors that are listed are done so with the anticipation that the city may need to step in to make small connections not provided through general development. Project Four Oaks Lane Tri- County Parkway Country Club Boulevard Old Wiederstein Road Live Oak Road Binz- Engleman Road Schwab Road Trainer -Hale Road Roadway Extension New Construction Functional Time Limits Class Frame FM 3009 to North -South Connector Time Project Limits Secondary Functional Class Frame Arterial Years 10 -15 Existing terminus to City Limits Collector Years Secondary North -South Connector FM 3009 to North -South Connector Arterial Secondary 5 -10 (near FM 2252) 1 -35 to Old Wiederstein Road Arterial Years North and South Connector Arterial 15+ Years 10 -15 (S. Schertz) Schaefer Road to Trainer Hale Road Arterial Principal Arterial Years North and South Connector North -South Connector to Cibolo Creek (Cibolo) Arterial 15+ Years (S. Schertz) FM 78 to Schaefer Road Principal Arterial 15+ Years East -West Connector (near Old Nacogdoches Road) Hubertus Road to Schwab Road Extended Principal Arterial 15+ years New Street (near Pfeil Road) Pfeil Road to Binz Engleman Collector 15+ Years North -South Connector to Cibolo Creek (City Secondary RAF - Burnette Limits) Arterial 15+ Years Project Four Oaks Lane Tri- County Parkway Country Club Boulevard Old Wiederstein Road Live Oak Road Binz- Engleman Road Schwab Road Trainer -Hale Road Roadway Extension Functional Time Limits Class Frame FM 3009 to North -South Connector Collector 1 -5 years Secondary 10 -15 FM 3009 to FM 2252 Arterial Years 10 -15 Existing terminus to City Limits Collector Years Secondary 10 -15 FM 3009 to North -South Connector Arterial Years Maske Road to Schertz Parkway Collector 15+ Years Rural Secondary Loop 1604 (San Antonio) to Ware Seguin Road Arterial 15+ Years Principal 1 -35 to City Limits Arterial 15+ Years Secondary North -South Connector to Cibolo Creek (Cibolo) Arterial 15+ Years Appendices Lane Additions /Expansions Project Limits Functional Class Time Frame Highway/ 1 -35 Managed Lanes San Antonio to FM 1103 Freeway 1 -5 Years FM 78 to 1 -10 (may include bridge over FM FM 1518 78) Principal Arterial 1 -5 Years FM 1103 1 -35 to City Limits Principal Arterial 5 -10 Years Secondary Connector Road 1 -35 and Old Wiederstein Road Arterial 5 -10 Years Secondary Old Wiederstein Road North -South Connector to FM 1103 Arterial 10 -15 Years Secondary Lower Seguin Road FM 1518 to Cibolo Creek Arterial 10 -15 Years Rural Secondary Lower Seguin Road Loop 1604 (San Antonio) to FM 1518 Arterial 10 -15 Years Secondary Schaefer Road FM 1518 to North South Connector Arterial 10 -15 Years Rural Secondary Graytown Road San Antonio City Limits to 1 -10 Arterial 10 -15 Years Secondary Schwab Road 1 -35 to New Street (South of 1 -35) Arterial 10 -15 Years Scenic Lake Drive 1 -10 to Graytown Road Collector 15+ Years FM 1518 to Trainer Hale Road /North- Secondary Trainer Hale Road South Connector Arterial 15+ Years Secondary FM 1518 Maske Road to FM 78 Arterial 15+ Years Secondary Green Valley Road Eckhardt Road to Schertz ETJ limit Arterial 15+ Years East -West connector to New Street, New Secondary Engel Road Braunfels ETJ Arterial 15+ Years OR • Appendix C — Crash data exhibit, detail. Freeway 1 C 4 Principal Arterial 120' ROW Typical ETJ Minor Arterial 86' ROW Typical Coll eclots 60' ROW Typical Other Roads Appendix D — Alternatives Considered A critical task for update of the TP was assessment of existing arterial alignments and consideration additional and alternate alignments for planned roads. Connection to adjacent communities updated, adopted TPs formed an initial screen, with connections between Cibolo, Universal City, Selma, New Braunfels, and San Antonio updated. Additional consideration was given to the Binz - Engleman corridor connection with San Antonio, with several alternatives developed in sketch level, and a meeting was held with San Antonio staff to determine which alignment was least impactful to environmental features, existing development, and would serve the transportation corridor connection objective. This alternative was forwarded on to the plan's Advisory Group for the draft TP that was presented to the public in the open house. Alternatives considered are included as Figure 25. Figure 23. Binz-Engleman to San Antonio Connection Alternatives considered 0 Consideration was given for the planned connection of Schertz Parkway north to Batcave Road, a residential collector roadway, in the City of Garden Ridge. Analysis showed that the connection, while beneficial from a functional spacing and connectivity perspective, was not supported by a connection in plans by Garden Ridge, which would make connection difficult if not prohibited. Also, two additional at -grade crossings would be needed. It was determined that the connection was not critical for vehicular access, as Doerr Lane is one half of a mile to the east, and existing grade separated crossings of the railroad lines located on FM 3009 just east of Doerr Lane. Figure 26 shows the alignment considered for removal. Appendices Figure 24. Schertz Parkway, North connection consideration Given the clear -zone requirements of Randolph AFB, and the conclusions of the JLUS study, additional consideration for an alternative alignment for Lower Seguin Road was considered, to realign the roadway parallel to the existing alignment, approximately 1,500 feet to the south, so as to avoid the critical clear zone of the runways. However, it was determined that the cost of such a realignment would be too costly to support acquisition of new alignment for reconstruction of the existing thoroughfare with this update. A new connection from Central Schertz to Universal City was also considered, in the location of Maske Road, approximately. The location was determined to be in the jurisdictions between Universal City and Selma, and therefore out of the scope of this plan. However, for discussion purposes, where a connection across Cibolo Creek between 135 and FM 78 would be useful for local and non -auto trips, it was determined that neither Selma nor Universal City have active plans to make such a connection. Further, the land use pattern on the west side of the creek, in Universal City, is predominantly existing single family residential neighborhoods, which could be significantly disrupted by a new arterial connection. This update also allowed for the reconsideration of the adopted alignment of the planned, new arterial connection between FM 78 and 1 -10. This continues a long- standing conversation regarding the connection, which has been planned for since prior to the 2002 Comprehensive Land Plan. Prior to that, connection was shown on plans by the City of San Antonio. The primary purpose of the connection in the plan update remains to preserve a feasible alignment from development, so that a connection can be made when needed. This update considered both the future need of the connection, public input, and alignment. Figure 25. Excerpt, 2002 Thoroughfare Plan, connection Illustrating the concept for extension of FM 3009. (emphasis added) Figure 27. Route alternatives considered for Southern Schertz, preliminary, 2015 Appendices mss, .... ..... ...... Thoroughfare Master Plan , Comprehensive Land Plan Oky of Schef ti, `Fours Figure 25. Excerpt, 2002 Thoroughfare Plan, connection Illustrating the concept for extension of FM 3009. (emphasis added) Figure 27. Route alternatives considered for Southern Schertz, preliminary, 2015 Appendices Traffic stopped for train — intersection of FM 3009 and FM 78. Illustrates the confluence of transportation modes need to maintain mobility and connectivity in central Schertz despite increasing travel demand and rail disruption. Figure Z�. Alternative Alignment connection to Fivi iuuy. Illustrative composite modified from FM 3009 E Study, 2007. 70 4� 4L, I �ieure 28 Arterial Si2acing, Source FM 3009 E StudM, it Appendices TO: Planning and Zoning Commission 3'f�� .'fTTiTsTiil�ihlNU TT,=I CASE: WA2017 -007 Rough Proportionality Waiver on Roadway Construction Associated with PC2016 -023 SUBJECT: Consider and act upon a request for approval of a waiver regarding Rough Proportionality on roadway construction related to the proposed preliminary plat of the OJR RWRP Subdivision, an approximate 318 acre tract located at 12423 Authority Lane, City of Schertz, Bexar County, Texas. GENERAL INFORMATION: Owner /Applicant: Cibolo Creek Municipal Authority (CCMA) Proieci t Engineer: Moeller & Associates, Shane Klar, P.E. ITEM SUMMARY: CCMA has owned the property and operated the existing wastewater treatment plant prior to the land being incorporated into the City limits. CCMA is planning on expanding the treatment facility in order to increase capacity to keep up with growing demand. The applicant is seeking approval of a waiver, pursuant to Section 21.12.15, from Section 21.4.15.E.1 regarding the construction of public infrastructure for the OJR RWRP Subdivision. GENERAL LOCATION AND SITE DESCRIPTION: The subject property is currently developed with a wastewater treatment plant and is located at 12423 Authority Lane. PUBLIC IMPROVEMENTS: The applicant is seeking approval of a waiver regarding the construction of public infrastructure for the proposed OJR RWRP Subdivision. The proposed subdivision is bisected by the future extension of FM 3009 that is identified on the City's Master Thoroughfare Plan (MTP). The City's (MTP) designates a proposed north /south primary arterial identified as the extension of FM 3009 (120 -foot ROW) that stretches from where FM 3009 intersects with FM 78 to I 10. A portion of the proposed thoroughfare that bisects the subject property is proposed to be dedicated with the platting of this subdivision. The proposed dedication includes approximately 5,600 linear feet of 120 -foot wide right -of -way. In accordance with UDC, Article 4 Procedures and Applications, Sec. 21.4.15.E.1 Timing of Public Infrastructure Improvement Construction, requires the installation of all public improvements required to serve the subdivision before a final plat is recorded or the applicant can defer the obligation to install the public improvements conditioned on the execution of a subdivision improvement agreement and sufficient surety to secure the obligations defined in the agreement. Therefore, the construction or deferment of construction will need to be addressed during the platting and civil construction plan review and approval process if the City requires as a condition of approval, that the developer bear a portion of the costs of municipal infrastructure improvements by the making of dedications, the payment of fees, or the payment of construction costs, the developer's portion of the costs may not exceed the amount required for infrastructure improvements that are roughly proportionate to the proposed development as approved by a professional engineer who is licensed in the State of Texas, and is retained by the municipality. Article 12 Subdivisions, Sec. 21.12.2.D. of the City's UDC also requires that all land subdivided or platted shall comply in full with the requirements of this UDC. The improvements to serve the subdivision are reviewed with the civil construction plans at the time of platting to assure that the division or development of land subject to the plat is consistent with all standards of this UDC pertaining to the adequacy of public facilities, that public improvements to serve the subdivision or development have been installed and accepted by the City or that provision for such installation has been made, that all other requirement and conditions have been satisfied or provided for to allow the plat to be recorded. In order to determine if the required improvements are roughly proportional, Staff and the applicant have agreed to utilize the City of San Antonio's methodology for evaluating rough proportionality. For consistency purposes, the rough proportionality worksheet was completed using the total acreage being platted for this proposed subdivision. STAFF ANALYSIS AND RECOMMENDATION: Staff recommends approval of the waiver request for OJR RWRP subdivision, based on the calculations provided by the applicant for rough proportionality. The developer will be dedicating the necessary right -of -way. Planning Department Recommendation X Approve as submitted Approve with conditions* Denial * While the Commission can impose conditions; conditions should only be imposed to meet requirements of the UDC. COMMISSIONERS CRITERIA FOR CONSIDERATION: In considering final action on waivers to the UDC, the Commission should consider the criteria within the UDC: Section 21.12.15 Waivers A. General The Planning and Zoning Commission may authorize waivers from the provisions of this Article when, in its opinion, undue hardship will result from requiring strict compliance. In granting a waiver, the Planning and Zoning Commission shall prescribe only conditions that it deems necessary or desirable to the public interest. In making their findings, the Planning and Zoning Commission shall take into account the nature of the proposed use of the land involved and existing uses of land in the vicinity, the number of persons who will reside or work in the proposed subdivision, and the probable effect of such waivers upon traffic conditions and upon the public health, safety, convenience, and welfare in the vicinity. Waivers shall not be granted unless the Planning and Zoning Commission finds: 1) That the granting of the waiver will not be detrimental to the public health, safety, or welfare, or injurious to other property in the area; and 2) That the granting of the waiver will not have the effect of preventing the orderly subdivision of other land in the area in accordance with the provisions of this UDC. Such findings of the Planning and Zoning Commission, together with the specified facts upon which such findings are based, shall be incorporated into the official minutes of the Planning and Zoning iN Commission meeting at which such waiver is granted. Waivers may be granted only when in harmony with the general purpose and intent of this UDC so that the public health, safety, and welfare may be secured and justice done. b. The Planning and Zoning Commission may establish a time period for execution of each granted waiver. C. Such findings together with the specific facts on which such findings are based shall be incorporated into the official minutes of the Planning and Zoning Commission meeting at which such exception is granted. Planning and Zoning Commission shall not authorize a waiver that would constitute a violation of a valid law, ordinance, code or regulation of the City. D. Any decision of the Planning and Zoning Commission regarding waivers to the provisions of this Article may be appealed to the City Council. When considering an appeal, the City Council shall consider the same standards as the Planning and Zoning Commission as outlined above. Attachments: Memo from City Engineer Waiver Request Letter & Rough Proportionality Worksheet NOW ENGINEERING DEPARTMENT Memo To: Planning and Zoning Commission via Channary Gould, Planner From: Kathryn Woodlee, City Engineer Date: May 18, 2017 Re: Recommendation for Public Infrastructure Requirement Waiver for the O1R RWRP Subdivision. The request for a waiver to the public improvement construction requirements (including dedication of right of way, construction of full roadway, sidewalk, and drainage improvements as required by the City of Schertz UDC) supporting the Cibolo Creek Municipal Authority's (CCMA's) proposed O1R RWRP Subdivision has been reviewed and found to be reasonable. Analysis of the cost of the UDC - required improvements to the City's system with the proposed subdivision as compared to the impact of demands added to the system by use of the subdivision (expansion of the existing water reclamation plant) indicates that the improvement cost exceeds the calculated value of the demand placed on the City's thoroughfare system. The developer proposes to provide right of way dedication for the future extension of FM 3009. The value of the dedication alone exceeds the impact of demand produced by daily traffic resulting from the proposed subdivision. The rough proportionality calculation submitted with the waiver request has been reviewed and found to be accurate and appropriate. That is valid justification supporting granting the waiver. MOELLER Ekqineering Solutions May 16, 2017 City ofSchartz Attn: ChannaryGou|d 1400SohartzParkway Schertz TX 78154 RE: OURRVVRPSubdivisinn — PuNic|nfrantructureVVaiver Dear Ms. Gould, []bdo Creek Municipal io requesting a waiver from the City ofSchadz UDC Section 21A4.1X requirements for additional construction costs for infrastructure. 2tY4.tXHalf Streets orAdjacent Streets Y. No new half streets shall bo platted that do not conform bo the Master Thoroughfare Plan and the Comprehensive Land Plan. Where the proposed subdivision abuts upon un existing street or half- street notoon/hnn/ngbothoCon?pnohonnivoLundPlannoquir*/nonb;ofbhonoquir*/nonb;ofbhiyUDC, the subdivider shall be required to dedicate any additional right-of-way to meet the street width required. 2. If new development of property that abuts City maintained roads does not meet the design or width standards in this UDC, the Developer shall be required to make the necessary dedication and improvements in conformance with this UDC or any other applicable code of the City. J. The minimum dedication and construction costs shall be equal boon=half/Y/2 of the minimum right- of-way (ROW) and construction costs associated with the proposed street. 4. Improvements shall include right-of-way dedication, paving, curb and guttering, shoulder improvements and sidewalk ao determined bv the City. /I Should any pavement be laid to widen existing pavement, the existing pavement shall be saw-cut back to a minimum of two feet (2') to assure an adequate sub-base and pavementjoint. CCK4A is currently planning an expansion of the existing {}do J. Riedel Regional Water Reclamation Plant. |n order to provide o building permit for the expansion project, tha{]b/ofSohartzraquiraotha property tobaplatted. The proposed {}JR RVVRP Subdivision plat results in the dedication of public right of way for the future extension ofFK43000. The proposed expansion and subsequent plat will not increase the overall traffic to the site but for the purpose of comparison below, 1 additional employee is assumed in the Rough Proportionality worksheet. Without this assumption, the fields will not properly populate. To illustrate the impact of the proposed development the assumed traffic increase of 1 employee was compared to the value of the dedicated hg using current Bexar County Appraisal district land values. The attached Rough Proportionality Worksheet shows a supply of $51,373 that is greater than the demand of$1.742. Based on the results of this rough proportionality analysis, CCMA requests that the requirement to construct additional infrastructure be waived. If you need additional information or have any questions, please do not hesitate to contact me. Sincerely, Shane Klar, P.E. CC: Clint Ellis, CCMA General Manager Attachments Rough Proportionality Worksheet u 4 for Roadway Infrastructure Improvements o City of San Antonio, Texas Development Name: CCMA's OJR RWRP Preliminary Plat Applicant: Cibolo:Creek Municipal Authority Legal Description (Lot, Block): OJR RWRP Subdivision Case / Plat Number: PC2016 -023 Date: May 16, 2017 Worksheet Last Undated 05d,112010 DEMAND - Traffic Generated by Proposed Development: Peak Period to Analyze: Trip Generation Method: y P P Qx AM Peak Qx linear Rates ❑PM Peak ❑ Regression Equations Peak Internal Trip Hour Trip Capture Internal s Demand: Impact of Land Use Type Development Unit: Intensity P Length (vehicle - miles) < Developments: ($) Rate': Rate (miles) This row allows for the entry of unique or uncommon land uses not included within the current ITE Trip Generation; or when circumstances require nual entry of the development unit and /or trip rete. It shall only be used when (a) sufficient data is available to support an alternative calculation; and (b) it is agreed to by the City during the TIA seeping meeting, waste water Treatment Plant ITE Code 170 (Utilities) 076 0% 1.00 0.76 $1,742 IMPACT OF DEMAND PLACED ON THOROUGHFARE SYSTEM: 0.76 $1,742 Estimated Average Cost Per Vehicle-Mile 7 : 2, *.Slli Notes: ' Per the ITE Trip Generation Manual; 'intensity is the amount of the development unit that is proposed;' Trip Rate is the trip generation rate with a reduction for pass -bys per thelTE Trip Generation Handbook. When regression equations are used, the rate is derived from the equation at the given intensity. When this results in a negative value, the rate defers back to the linear method and the cell is shaded blue. For uses without a regression equation, the rate defers back to the linear method and the cell is shaded gray. ITE does not have data available for all land uses during the AM Peak: when data is unavailable the PM Peak Period may be used ° Internal Capture should only be used when supported by a traffic study" Trip length shall not (1) exceed the SA/BC PRO Modeled Trip Length, (2) exceed 1.6 miles, or (3) be less than 1.0 nu le;" Based on an estimated average cost to provide the capacity (construction, engineering, and right -of -way dedication) for one vehicle mile -' Estimated average cost per vehicle -mile is derived from the 'Summary of Roadway Costs' worksheet. Roadway Supply- Off -Site Roads to be Built or Funded by the Applicant: #N,A Roadway Number of Supply Cost Cost Estimate based on Roadway Name: Classification: Length: Thru Estimate". ($) Detailed OPCC': ($) (Feet) Lanes: N/A N/A 0 0 #N /A >$0= ROADWAY SUPPLY ADDED TO SYSTEM SUBTOTAL: $0 Intersection Improvements - Specific Improvements to be Built or Funded by the Applicant: Intersection: Description of Improvement: Estimated Costal: ($) N/A N/A -$0'; INTERSECTION IMPROVEMENTS ADDED TO SYSTEM SUBTOTAL: $0 Right-of-Way De_dica_tion_- ROW to be_ dedicated _by_the Ap_pli_cant:_ _ _ _ _ _ _ ROW Dedication: General Description of ROW Dedication Estimated Cost ": ($) 120-foot North South Collector (Future Extension of FM 3009) 16 acres identified as ROW dedication (696,960 s:f. as ROW dedication) $51,373 RIGHT -OF -WAY DEDICATION SUPPLY ADDED TO SYSTEM SUBTOTAL: $51,373 TOTAL VALUE OF SUPPLY ADDED TO THOROUGHFARE SYSTEM: $51,373 Notes: " Based on an estimated cost to provide the roadway supply (construction and engineering) based on the classification;' Revised cost estimate, if available, for construction and engineered based on more detailed preliminary engineering and /or design;10 Estimated intersection improvement costs; "Cost of right -of -way should be estimated using Appraisal District values (number of square feet of dedication multipled by the unimproved land values). SUPPLY I DEMAND COMPARISON: A comparison of the capacity provided by a development against the traffic impacts of the proposed development. Cost Comparison TOTAL IMPACT OF DEMAND PLACED ON THOROUGHFARE SYSTEM: $1,742 SUPPLY > DEMAND TOTAL VALUE OF CAPACITY (SUPPLY) ADDED TO THOROUGHFARE SYSTEM: $51,373 139% Based on the results of this rough proportionality analysis, the value of capacity (supply) provided by the proposed development exceeds the anticipated impact of demand it places on the system. Given these assumptions, only 3.39% of the value of capacity supplied can be attributed to the proposed development. Therefore, the roadway improvements are NOT roughly proportional to the impact of demand placed on the system (i.e. the applicant is adding more capacity than needed to support their development). 11 Note: Minimum Standards for access to and from a development may supersede the results of this analysis. 11 TO: Planning and Zoning Commission PREPARED BY: Channary Gould, Planner I CASE: PC2016 -023 OJR RWRP — Preliminary Plat Subject: Consider and act upon a request for approval of a preliminary plat of the OJR RWRP Subdivision, an approximate 318 acre tract of land generally located at 12423 Authority Lane, City of Schertz, Bexar County, Texas. GENERAL INFORMATION Owner /Applicant: Cibolo Creek Municipal Authority (CCMA) Project Engineer: neer: Moeller & Associates, Shane Klar, P.E. BACKGROUND: CCMA has owned the property and operated the existing wastewater treatment plant prior to the land being incorporated into the City limits. CCMA is planning on expanding the treatment facility in order to increase capacity to keep up with a growing demand. APPLICATION SUBMITTAL DATE: April 11, 2016 (Original Application) May 27, 2016 (Revised Submittal) January 6, 2017 (Revised Submittal) April 21, 2017 (Revised Submittal) ITEM SUMMARY: The applicant is proposing to preliminary plat approximately 318 acres of land establishing three lots within the Public Use zoning district. The plat was reviewed in accordance with the current Schertz Unified Development Code (UDC) (Ordinance 11 -S -15, as amended). GENERAL LOCATION AND SITE DESCRIPTION: The subject property is currently developed with a wastewater treatment plant and is located off W. Schaefer Road approximately 520 feet east of FM 1518. ACCESS AND CIRCULATION: The proposed lots will all have access off a public right -of -way. Lot 1, Block 1, has direct access off Lisa Meadows, located west of the lot. Lots 1 and 2 of Block 2 will ultimately have access off the 120 -foot wide north -south connector that is proposed as right -of -way dedication. Currently CCMA accesses the facility off Authority Lane, which is a private drive that connects to W. Schaefer Road. TREE MITIGATION AND PRESERVATION: The applicant will be responsible for complying with Unified Development Code (UDC), Section 21.9.9 Tree Preservation and Mitigation. The applicant has submitted a tree affidavit which indicates that this site has no protected or heritage trees. PUBLIC SERVICES: The site is serviced by Schertz water, CCMA, GVEC, AT &T, and Charter Communications (Time Warner Cable). PUBLIC IMPROVEMENTS: All public improvements required for this subdivision are required to be installed prior to recording of the final plat of per UDC, Section 21.4.15., unless otherwise specified in an approved development agreement. Water and Sewer: This site will be serviced by an existing 6" water line and existing sewer lines. Sewer service will be provided by the applicant, CCMA, who holds the certificate of Convenience and Necessity (CCN) for this site. Water service will be provided by the City of Schertz. Drainage: The applicant is responsible for all drainage associated with the subject property, and for compliance with the storm water regulations. A preliminary drainage map has been reviewed and approved by the City Engineer. Sidewalks Hike and Bike Trails: The applicant is proposing to dedicate a total of approximately 16 acres for a 120 -foot right -of -way that would ultimately be an extension of FM 3009. The applicant has submitted a waiver to not construct the improvements associated with the extension of FM 3009 based on rough proportionality. Road Improvements: The subject property is adjacent to Lisa Meadows, an existing road located west of the property in the City's extra territorial jurisdiction. The proposed preliminary plat is providing a 120 -foot right -of- way dedication to the City of Schertz that will bisect the property and provide for future extension of FM 3009. The applicant has submitted a separate request for a waiver to not construct the improvements to the extension of FM 3009 based on the rough proportionality analysis findings that the supply provided exceeds the demand resulting from the development. While the applicant is requesting a waiver to not improve the extension of FM 3009, a 120 -foot wide ROW dedication is being provided and will be dedicated with this plat. STAFF ANALISYS AND RECOMMENDATION: The proposed preliminary plat is consistent with applicable requirements for the property, ordinances and regulations. Staff recommends approval of the preliminary plat. Planning Department Recommendation X Approve as submitted Approve with conditions* Denial * While the Commission can impose conditions; conditions should only be imposed to meet requirements of the UDC. COMMISSIONERS CRITERIA FOR CONSIDERATION: The Planning and Zoning Commission is the final approval authority of the proposed preliminary plat. In considering final action on a preliminary plat, the Commission should consider the criteria within UDC, Section 21.12.8 D. Attachments: Aerial Map Plat Exhibit N Q N 0 N 0 N Q Q Q STATE OF TEXAS § COUNTY OF BEXAR § I, THE UNDERSIGNED OWNER OF THE LAND SHOWN ON THIS PLAT, AND DESIGNATED HEREIN AS ODO J_RIDEL LOT 1 TO THE CITY OF SCHERTZ, COUNTY OF BEXAR, TEXAS, AND WHOSE NAME IS SUBSCRIBED HERETO, DO HEREBY SUBDIVIDE SUCH PROPERTY AND DEDICATE TO THE USE OF THE PUBLIC ALL STREETS, DRAINS, EASEMENTS, AND PUBLIC PLACES THEREON SHOWN FOR THE PURPOSES AND CONSIDERATION THEREIN EXPRESSED. OWNER: CIBOLO CREEK MUNICIPAL AUTHORITY C/O CLINT ELLIS P.O. BOX 930 SCHERTZ, TX 78154 PHONE: 210.658.6241 STATE OF TEXAS § COUNTY OF BEXAR § THIS INSTRUMENT WAS ACKNOWLEDGED BEFORE ME ON THIS BY: NOTARY PUBLIC, STATE OF TEXAS MY COMMISSION EXPIRES: STATE OF TEXAS § COUNTY OF GUADALUPE § DAY OF 2017, I HEREBY CERTIFY THAT PROPER ENGINEERING CONSIDERATION HAS BEEN GIVEN IN THIS PLAT TO THE MATTERS OF STREETS, LOTS AND DRAINAGE LAYOUT. TO THE BEST OF MY KNOWLEDGE THIS PLAT CONFORMS TO ALL REQUIREMENTS OF THE SUBDIVISION REGULATIONS OF THE UNIFIED DEVELOPMENT CODE, EXCEPT FOR THOSE VARIANCES GRANTED BY THE CITY COUNCIL OF THE CITY OF CIBOLO. SHANE KLAR LICENSED PROFESSIONAL ENGINEER, NO. 115810 MOELLER & ASSOCIATES 2021 SH 46W, STE. 105 NEW BRAUNFELS, TX 78132 PH: (830) 358 -7127 SWORN TO AND SUBSCRIBED BEFORE ME THIS THE DAY OF NOTARY PUBLIC IN AND FOR THE STATE OF TEXAS STATE OF TEXAS § COUNTY OF GUADALUPE § I HEREBY CERTIFY THAT THIS PLAT IS TRUE AND CORRECT AND WAS PREPARED FROM AN ACTUAL SURVEY OF THE PROPERTY MADE ON THE GROUND UNDER MY SUPERVISION. DREW A. MAWYER REGISTERED PROFESSIONAL LAND SURVEYOR NO. 5348 D.A. MAWYER LAND SURVEYING 132 CADDELL LANE NEW BRAUNFELS, TEXAS 78130 SWORN TO AND SUBSCRIBED BEFORE ME THIS THE DAY OF NOTARY PUBLIC IN AND FOR THE STATE OF TEXAS Vv MOELLER & ASSOCIATES _vv 2 0 2 1 S H 4 6 W , Ste. 1 0 5 New Braunfels, TX 78132 p h: ( 8 3 0) 3 5 8 - 7 1 2 7 www.ma - tx.com TBPE FIRM F -13351 LEGEND: P.O.B. = POINT OF BEGINNING R.O.W. = RIGHT —OF —WAY O = 1/2" IRON PIN SET • = IRON PIN FOUND ❑ = TXDOT MONUMENT FOUND = CITY OF SCHERTZ MUNICIPAL m i i � = GUADALUPE /BEXAR COUNTY LINE NOTES: 1. THE THOROUGHFARE ALIGNMENTS SHOWN ON THIS EXHIBIT ARE FOR ILLUSTRATION PURPOSES AND DO NOT SET THE ALIGNMENT. ALIGNMENT IS DETERMINED AT TIME OF FINAL PLAT. 2. OJR RWRP PROPERTY LOT 1 ESTABLISHING A TOTAL OF 3 LOTS, WITH 3 BEING A BUILDABLE LOT. 3. NOTICE: SELLING A PORTION OF THIS ADDITION BY METES AND BOUNDS IS A VIOLATION OF CITY ORDINANCES AND STATE LAW AND IS SUBJECT TO FINES AND WITHHOLDING OF UTILITIES AND PERMITS. 4. ACCORDING TO FLOOD INSURANCE RATE MAP, PANEL 48029CO315F, DATED SEPTEMBER 29, 2010, PORTIONS OF THE SITE ARE LOCATED WITHIN THE 100 —YEAR FLOODPLAIN IN ZONE(S) AE AND X. THE TWO ZONE AE AREA HAVE A BASE FLOOD ELEVATION OF 688 AND 695. ZONE X DOES NOT HAVE DETERMINED BASE FLOOD ELEVATIONS. 5. DEVELOPMENT SHALL BE IN ACCORDANCE WITH THE FLOOD DAMAGE PREVETION ORDINANCE IN EFFECT AT THE TIME OF CONSTRUCTION APPLICATION. 6. ALL OPEN SPACE, COMMON AREAS, GREENBELTS, DRAINAGE EASEMENTS OR OTHER AREAS IDENTIFIED AS PRIVATE SHALL BE THE RESPONSIBILITY OF THE OWNER OR OWNERS SUCCESSORS AND /OR ASSIGNS PROVIDED SUCH SUCCESSOR OR ASSIGN IS APPROVED BY THE CITY. 7. 'THE MAINTENANCE OF ALL PRIVATE STREETS, OPEN SPACE, GREENBELTS, PARKS, DRAINAGE EASEMENTS AND EASEMENTS OF ANY NATURE WITHIN OJR RWRP PROPERTY LOT 1 SHALL BE THE RESPONSIBILITY OF THE DEVELOPER OR THEIR SUCCESSORS AND NOT THE RESPONSIBILITY OF THE CITY OF SCHERTZ OR BEXAR COUNTY. B. BEXAR COUNTY WILL NOT MAINTAIN PRIVATE STREETS, DRAINS, PARKS, LANDSCAPE BUFFERS, EASEMENTS OF ANY KIND, GREENBELTS, OPEN SPACES, TRAFFIC ISLANDS, ETC. THE DEVELOPER OR THEIR SUCCESSORS WILL BE RESPONSIBLE FOR MAINTAINING THESE AREAS. 9. NO STRUCTURE, FENCES, WALLS OR OTHER OBSTRUCTIONS THAT IMPEDE DRAINAGE SHALL BE PLACED WITHIN THE LIMITS OF THE DRAINAGE EASEMENTS SHOWN ON THIS PLAT. NO LANDSCAPING OR OTHER TYPE OF MODIFICATIONS WHICH ALTER THE CROSS— SECTIONS OF THE DRAINAGE EASEMENT, AS APPROVED SHALL BE ALLOWED WITHOUT THE APPROVAL OF THE DIRECTOR OF PUBLIC WORKS. THE CITY OF SCHERTZ AND BEXAR COUNTY SHALL HAVE THE RIGHT TO INGRESS AND EGRESS OVER THE GRANTORS ADJACENT PROPERTY TO REMOVE ANY IMPEDING OBSTRUCTIONS PLACED WITHIN THE LIMITS OF SAID DRAINAGE EASEMENTS AND TO MAKE ANY MODIFICATIONS OR IMPROVEMENTS WITHIN SAID DRAINAGE EASEMENTS. O �O !? SITE 2J O u� �G) 2 N� ss N� 0 s 2 P co 1518 woo LOCATION MAP SCALE: 1"=2,000' THIS PLAT OF THE OJR RWRP SUBDIVISION HAS BEEN SUBMITTED TO AND CONSIDERED BY THE CITY PLANNING AND ZONING COMMISSION OF THE CITY OF SCHERTZ, TEXAS AND IS HEREBY APPROVED BY SUCH COMMISSION. DATED THIS DAY OF . A.D. 2017. BY: CHAIRMAN BY: SECRETARY I, THE UNDERSIGNED, CITY ENGINEER OF THE CITY OF SCHERTZ, TEXAS HEREBY CERTIFY THAT THIS SUBDIVISION PLAT CONFORMS TO ALL REQUIREMENTS OF THE SUBDIVISION REGULATION AND THE CITY AS TO WHICH THIS APPROVAL IS REQUIRED. DATED THIS DAY OF . A.D. 2017. BY: STATE OF TEXAS COUNTY OF BEXAR CITY ENGINEER I, DO HEREBY CERTIFY THAT THE FOREGOING INSTRUMENT WAS FILED FOR RECORD IN THE MAP AND PLAT RECORDS, DOC# OF BEXAR COUNTY, TEXAS ON THE DAY OF ,2017, AT M. WITNESS MY HAND AND OFFICIAL SEAL OF THIS OFFICE, THIS THE DAY OF , 2017. COUNTY CLERK, BEXAR COUNTY, TEXAS DEPUTY THIS PLAT OF THE ______OJR RWRP SUBDIVISION_ —_ HAS BEEN SUBMITTED AND APPROVED BY GUADALUPE VALLEY ELECTRIC COOPERATIVE FOR RECORDING. DATED THIS DAY OF A.D. 2017. BY: GUADALUPE VALLEY ELECTRIC COOPERATIVE PRELIMINARY PLAT ESTABLISHING OJR RWRP SUBDIVISION BEING A 317.03 ACRE TRACT OF LAND OUT OF THE G. MALPEZ SURVEY NO. 67, ABSTRACT NO. 464, BEXAR COUNTY, TEXAS, AND BEING OUT OF A PORTION OF A 66.028 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 12 PAGE 185 OF THE REAL PROPERTY RECORDS OF BEXAR COUNTY, TEXAS, A 2.307 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 7379 PAGE 1458 OF THE DEED RECORDS OF BEXAR COUNTY TEXAS, A 35.16 ACRE TRACT OF LAND DESCRIBED IN VOLUME 7338 PAGE 1461 OF THE REAL PROPERTY RECORDS OF BEXAR COUNTY TEXAS, A 11.468 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 7219 PAGE 745 OF THE OFFICIAL PUBLIC RECORDS OF BEXAR COUNTY TEXAS, A 6.393 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 15119 PAGE 959 OF THE REAL PROPERTY RECORDS OF BEXAR COUNTY, TEXAS PREPARED: April 20, 2017 PAGE 1 OF 2 Q N CD 0 N Q Q Q MOELLER & ASSOCIATES 3!i.? tt.. ar, "z' 2 0 2 1 S H 4 6 W , Ste. 1 0 5 New Braunfels, TX 78132 p h: ( 8 3 0) 3 5 8 - 7 1 2 7 www.ma - tx.com TBPE FIRM F -13351 LEGEND: P.O.B. = POINT OF BEGINNING R.O.W. = RIGHT —OF —WAY p = 1/2" IRON PIN SET • = IRON PIN FOUND 0 = TXDOT MONUMENT FOUND m I I m = CITY OF SCHERTZ MUNICIPAL sit „iw:l = GUADALUPE /BEXAR COUNTY LINE 0 400' 800' SCALE 1" =400' OJR RWRP SUBDI`TISION BEING A 317.03 ACRE TRACT OF LAND OUT OF THE G. MALPEZ SURVEY NO. 67, ABSTRACT NO. 464, BEXAR COUNTY, TEXAS, AND BEING OUT OF A PORTION OF A 66.028 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 12 PAGE 185 OF THE REAL PROPERTY RECORDS OF BEXAR COUNTY, TEXAS, A 2.307 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 7379 PAGE 1458 OF THE DEED RECORDS OF BEXAR COUNTY TEXAS, A 35.16 ACRE TRACT OF LAND DESCRIBED IN VOLUME 7338 PAGE 1461 OF THE REAL PROPERTY RECORDS OF BEXAR COUNTY TEXAS, A 11.468 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 7219 PAGE 745 OF THE OFFICIAL PUBLIC RECORDS OF BEXAR COUNTY TEXAS, A 6.393 ACRE TRACT OF LAND AS DESCRIBED IN VOLUME 15119 PAGE 959 OF THE REAL PROPERTY RECORDS OF BEXAR COUNTY, TEXAS PREPARED: April 20, 2017 PAGE 2 OF 2 TO: Planning and Zoning Commission 3'f�� .'fTTiTsTiil�ihlNU TT,=I CASE: WA2017 -005: Waiver — On -site Sewage Facility associated with PC2017 -017 GENERAL INFORMATION: Owner: SRG Partnership, LTD Applicant: Garrett -Ihnen Civil Engineers, Jevon Poston, P.E. ITEM SUMMARY: The applicant is proposing to plat approximately 4 acres of land into one (1) commercial lot. The applicant is seeking approval of a waiver to UDC Sec. 21.15.36 wastewater systems in order to install a privately owned On -Site Sewage Facility (OSSF). The subject property is currently undeveloped, and is zoned General Business (GB). GENERAL LOCATION AND SITE DESCRIPTION: The subject property is located approximately 1,700 feet northeast of the intersection of Hubertus Road and IH -35 and is currently vacant and undeveloped. PUBLIC IMPROVEMENTS: The applicant is seeking approval of a waiver to install a privately owned On -Site Sewage Facility (OSSF) on the lot being proposed. OSSF systems are regulated by Comal County. Where the subject site is located, the City of Schertz is responsible for collection of sanitary sewer and Cibolo Creek Municipal Authority (CCMA) treats the sanitary waste. In accordance with UDC, Article 15 Easements and Utilities, Sec. 21.15.3.6, Wastewater System, all lots, tracts and parcels on which the development is proposed shall be connected to a public wastewater system. Furthermore, the UDC, Article 12 Subdivisions, Sec. 21.12.2.D. requires that all land subdivided or platted shall comply in full with the requirements of this UDC. Based on the requirements of the UDC not connecting to a public wastewater system and installation of OSSF requires a waiver to be granted by the Planning and Zoning Commission as prescribed in Sec. 21.12.15 Waivers. The UDC authorizes the Planning and Zoning Commission to grant waivers to the provisions in Article 12 when undue hardship will result from requiring strict compliance. STAFF ANALYSIS AND RECOMMENDATION: The applicant is requesting a waiver to the required connection to a public waste water system to allow a privately owned on -site sewage facility. The request for an on -site sewer facility is due to the lengthy distance to the nearest sewer line connection and costs associated with building that line. The closest sewer connection to the subject property is off FM 482 and is over one mile away from the property. Extension of a sewer line to the lot would require the line to be extended approximately 2,600 linear feet across privately owned tracts until it reaches the northern corner of the proposed lot. The Project Engineer estimates that it will cost $195,000 to extend the sewer line to the subject property. There would also be additional costs associated with installing manholes and possible easement acquisition. The subject property is located at the top of the sewer shed. The applicant is aware that Engineering will require that the applicant construct the required on -site infrastructure on the property to provide for the connection to sewer once a sewer line is within a reasonable distance to the subject property. This waiver request has been reviewed with no objections by Public Works, Engineering and Planning Departments. Staff recommends approval of the waiver based on the distance to the sewer connection and based on the property being located at the top of the sewer shed. The granting of this waiver will not have a negative impact on existing or proposed municipal infrastructure. Additionally, granting of this waiver will not be detrimental to the public health, safety or welfare, or be injurious to other property in the area. Planning Department Recommendation X Approve as submitted Approve with conditions* Denial * While the Commission can impose conditions; conditions should only be imposed to meet requirements of the UDC. COMMISSIONERS CRITERIA FOR CONSIDERATION: In considering final action on waivers to the UDC, the Commission should consider the criteria within the UDC: Section 21.12.15 Waivers A. General The Planning and Zoning Commission may authorize waivers from the provisions of this Article when, in its opinion, undue hardship will result from requiring strict compliance. In granting a waiver, the Planning and Zoning Commission shall prescribe only conditions that it deems necessary or desirable to the public interest. In making their findings, the Planning and Zoning Commission shall take into account the nature of the proposed use of the land involved and existing uses of land in the vicinity, the number of persons who will reside or work in the proposed subdivision, and the probable effect of such waivers upon traffic conditions and upon the public health, safety, convenience, and welfare in the vicinity. Waivers shall not be granted unless the Planning and Zoning Commission finds: 1) That the granting of the waiver will not be detrimental to the public health, safety, or welfare, or injurious to other property in the area; and 2) That the granting of the waiver will not have the effect of preventing the orderly subdivision of other land in the area in accordance with the provisions of this UDC. Such findings of the Planning and Zoning Commission, together with the specified facts upon which such findings are based, shall be incorporated into the official minutes of the Planning and Zoning Commission meeting at which such waiver is granted. Waivers may be granted only when in iN harmony with the general purpose and intent of this UDC so that the public health, safety, and welfare may be secured and justice done. B. The Planning and Zoning Commission may establish a time period for execution of each granted waiver. C. Such findings together with the specific facts on which such findings are based shall be incorporated into the official minutes of the Planning and Zoning Commission meeting at which such exception is granted. D. Planning and Zoning Commission shall not authorize a waiver that would constitute a violation of a valid law, ordinance, code or regulation of the City. E. Any decision of the Planning and Zoning Commission regarding waivers to the provisions of this Article may be appealed to the City Council. When considering an appeal, the City Council shall consider the same standards as the Planning and Zoning Commission as outlined above. Attachments: Waiver letter Sewer Line Extension Map 12007 Technology Blvd., Ste. 150 Austin, TX 78727 City of Schertz Mb"'i I KE Septic Waiver Request Letter Westridge Subdivision — 3.3 101 Acri Garrett-lhnen Civil Engineers is pleased to submit this Septic Waiver Request Letter for the [proposed Westridge Subdivision. This 3.31 acre tract is within the Schertz City Limits and is approximately 1,750 LF northeast • Hubertus Road • the IH35S frontage road. The closest existing sanitary sewer system is over a rnile away from the subject property, • FM482. This subdivision is proposing to create a single lot • 3.3 101 acres to be used for a veterinary clinic and possible medical office use. This variance request is to allow the use • on-site sewage facilities (se• tic systems) for this lot. The septic systems will be designed and permitted in accordance with Texas Commission • Environmental Quality (TCEQ) standards and guidelines. See attached preliminary plat. MMEM N, Jevon Poston'P. Project Enggineer TBPE #F-630 I MOVE M- S- . ( 0 . I --� Date A SeMce Engineering Firm www.garrett-ihnen.com TBPE Registration Go gle Earth lee, 2000 meters, 800 You created this PDF from an application that is not licensed to print to novaPDF printer (h �.//ww�w.nova .nova • TO: Planning and Zoning Commission CASE: PC2017 -017 Westridge Subdivision — Preliminary Plat SUBJECT: Consider and act upon a request for approval of a preliminary plat for Lot 1, Block 1, of the Westridge Subdivision, an approximately 4 acre tract of land located approximately 1,700 feet northeast of the intersection of Hubertus Road and IH -35, City of Schertz, Comal County. GENERAL INFORMATION: Owner: SRG Partnership, LTD Applicant: Garrett -lhnen Civil Engineers, Jevon Poston, P.E. April 10, 2017 (Original Application) May 10, 2017 (Revised Submittal) May 18, 2017 (Revised Submittal) ITEM SUMMARY: The applicant is proposing to preliminary plat approximately 4 acres into one (1) lot. The subject property is zoned General Business (GB). GENERAL LOCATION AND SITE DESCRIPTION: The subject property is located approximately 1,700 feet northeast of the intersection of Hubertus Road and IH -35. ACCESS AND CIRCULATION: The proposed lot has frontage on IH -35 Frontage Road. TREE MITIGATION AND PRESERVATION: The applicant will be responsible for complying with Unified Development Code (UDC), Section 21.9.9 Tree Preservation and Mitigation. The site contains protected and heritage trees and a tree survey was provided. The applicant has submitted a Tree affidavit which indicates that no trees will be removed or damaged with this preliminary plat. A tree mitigation plan will be required as part of the final plat application process for the site. PUBLIC SERVICES: The site is serviced by City of Schertz for water and sewer, New Braunfels Utilities for electricity, and AT &T and Charter Communications (Time Warner Cable) for cable, telephone, and internet services. PUBLIC IMPROVEMENTS: All public improvements required for this subdivision are required to be installed prior to recording of the final plat per UDC, Section 21.4.15., unless otherwise specified in an approved development agreement. The civil construction plans must be reviewed and approved by the Public Works and Engineering Departments prior to approval of the final plat. Water: This site will be serviced by an existing 12" water line. Sewer: This site is not currently serviced by a public wastewater system. The applicant is requesting a waiver to allow Lot 1 to be served by an on -site sewage facility (OSSF). Drainage: The applicant is responsible for all drainage associated with the subject property, and for compliance with the Storm Water regulations. The City Engineer has reviewed and approved the preliminary drainage report. Sidewalks Hike and Bike Trails: Sidewalks are not required along IH -35, thus the project does not involve any sidewalk or trail improvements. Road Improvements: The subject property is located off IH -35 Frontage Road, which is TOOT right -of -way. No additional right -of -way dedication is required by TOOT and a no objection letter was provided by TOOT on May 17, 2017. STAFF ANALYSIS AND RECOMMENDATION: The proposed preliminary plat is consistent with applicable requirements for the property, ordinances and regulations. Staff recommends approval of the preliminary plat. Planning Department Recommendation X Approve as submitted Approve with conditions* Denial * While the Commission can impose conditions; conditions should only be imposed to meet requirements of the UDC. COMMISSIONERS CRITERIA FOR CONSIDERATION: The Planning and Zoning Commission is the final approval authority of the proposed preliminary plat. In considering final action on a preliminary plat, the Commission should consider the criteria within UDC, Section 21.12.8 D. Attachments: Aerial Map Exhibit iN lei W c�t;' EE Y2 L u SCALE: 1" = loo' 0 100 200 i JW := —1 Feet 1). BEARINGS ARE BASED ON THE TEXAS STATE PLANE COORDINATE SYSTEM, NORTH AMERICAN DATUM OF 1983, SOUTH CENTRAL ZONE 4203 2). GRID DISTANCES SHOWN ARE IN U.S. SURVEY FEET 3). COORDINATES SHOWN HEREON, ARE TEXAS STATE PLANE GRID COORDINATES, SOUTH CENTRAL ZONE, COORDINATES EXPRESSED IN U.S. SURVEY FEET (NAD83) 4). ELEVATIONS FOR THIS SITE ARE BASED ON THE NORTH AMERICAN VERTICAL DATUM 1988 (NAVD 88), UTILIZING GEOID 12A 5), THIS SUBDIVISION LIES WITHIN THE SCHERTZ MUNICIPAL BOUNDARIES 6). THIS SUBDIVISION LIES WITHIN COMAL COUNTY, TEXAS 7). TOTAL NUMBER OF BUILDABLE LOT(s): ONE (1) 8). THE THOROUGHFARE ALIGNMENTS SHOWN ON THIS EXHIBIT ARE FOR ILLUSTRATION PURPOSES AND DO NOT SET THE ALIGNMENT. ALIGNMENT IS DETERMINED AT TIME OF FINAL PLAT. 9). SELLING A PORTION OF THIS ADDITION BY METES AND BOUNDS IS A VIOLATION OF CITY ORDINANCES AND STATE LAW AND IS SUBJECT TO FINES AND WITHHOLDING OF UTILITIES AND PERMITS. 10). ACCORDING TO FLOOD INSURANCE RATE MAP, PANEL No 48091c0440f, DATED SEPTEMBER 2, 2009, THE SITE IS ZONED "X" AND IS NOT WITHIN THE 100 -YEAR FLOODPLAIN. 11). ALL OPEN SPACE, COMMON AREAS, GREENBELTS, DRAINAGE EASEMENTS OR OTHER AREAS IDENTIFIED AS PRIVATE SHALL BE THE RESPONSIBILITY OF THE OWNER OR OWNERS SUCCESSORS AND OR/ ASSIGNS PROVIDED SUCH SUCCESSOR OR ASSIGN IS APPROVED BY THE CITY OF SCHERTZ, TEXAS. TX -DOT PLAT NOTES: 12). FOR RESIDENTIAL DEVELOPMENT DIRECTLY ADJACENT TO STATE RIGHT -OF -WAY, THE DEVELOPER SHALL BE RESPONSIBLE FOR ADEQUATE SETBACK AND/ OR SOUND ABATEMENT MEASURES FOR FUTURE NOISE MITIGATION. 13). OWNER/ DEVELOPER IS RESPONSIBLE FOR PREVENTING ANY ADVERSE IMPACT TO THE EXISTING DRAINAGE SYSTEM WITHIN THE HIGHWAY RIGHT -OF -WAY. FOR PROJECTS IN THE EDWARDS AQUIFER RECHARGE OR CONTRIBUTING ZONES, OUTFALL FOR WATER QUALITY AND/ OR DETENTION PONDS TREATING IMPERVIOUS COVER RELATED TO THE DEVELOPMENT, WILL NOT ENCROACH BY STRUCTURE OR GRADING INTO STATE RIGHT -OF -WAY. PLACEMENT OF PERMANENT STRUCTURAL BEST MANAGEMENT PRACTICE DEVICES OR VEGETATIVE FILTER STRIPS WITHIN STATE RIGHT -OF -WAY WILL NOT BE ALLOWED. 14). MAXIMUM ACCESS POINTS TO STATE HIGHWAY FROM THIS PROPERTY WILL BE REGULATED AS DIRECTED BY TxDOT'S, "ACCESS MANAGEMENT MANUAL ". THE PROPERTY IS ELIGIBLE FOR MAXIMUM COMBINED TOTAL OF 1 (ONE) ACCESS POINT, BASED ON AN OVERALL PLATTED HIGHWAY FRONTAGE OF APPROXIMATELY 506.53 FEET. WHERE TOPOGRAPHY OR OTHER EXISTING CONDITIONS MAKE IT INAPPROPRIATE OF NOT FEASIBLE TO CONFORM TO THE CONNECTION SPACING INTERVALS, THE LOCATION OF REASONABLE ACCESS WILL BE DETERMINED WITH CONSIDERATION GIVEN TO TOPOGRAPHY, ESTABLISHED PROPERTY OWNERSHIPS, UNIQUE PHYSICAL LIMITATIONS, AND/ OR PHYSICAL DESIGN CONSTRAINTS. THE SELECTED LOCATION SHOULD SERVE AS MANY PROPERTIES AND INTERESTS AS POSSIBLE TO REDUCE THE NEED FOR ADDITIONAL DIRECT ACCESS TO THE HIGHWAY. IN SELECTING LOCATIONS FOR FULL MOVEMENT INTERSECTIONS, PREFERENCE WILL BE GIVEN TO THE PUBLIC ROADWAYS THAT ARE ON LOCAL THOROUGHFARE PLANS. 15). IF SIDEWALKS ARE REQUIRED BY APPROPRIATE CITY ORDINANCE, A SIDEWALK PERMIT MUST BE APPROVED BY TxDOT, PRIOR TO CONSTRUCTION WITHIN THE STATE RIGHT -OF -WAY. LOCATIONS OF SIDEWALKS WITHIN STATE RIGHT -OF -WAY SHALL BE AS DIRECTED BY TxDOT. 16). ANY TRAFFIC CONTROL MEASURES (LEFT -TURN LANE, RIGHT -TURN LANE SIGNAL, ETC.) FOR ANY ACCESS FRONTING A STATE MAINTAINED ROADWAY SHALL BE THE RESPONSIBILITY OF THE DEVELOPER/ OWNER. NEW BRAUNFELS UTILITY NOTES: 17). MAINTENANCE OF DEDICATED UTILITY EASEMENTS IS THE RESPONSIBILITY OF THE PROPERTY OWNER, ANY USE OF AN EASEMENT, OR ANY PORTION OF IT, INCLUDING LANDSCAPING OR DRAINAGE FEATURES, IS SUBJECT TO AND SHALL NOT CONFLICT WITH THE TERMS AND CONDITIONS IN THE EASEMENT, MUST NOT ENDANGER OR INTERFERE WITH THE RIGHTS GRANTED BY THE EASEMENT TO NEW BRAUNFELS UTILITIES, ITS SUCCESSORS AND ASSIGNS, AND SHALL BE SUBJECT TO APPLICABLE PERMIT REQUIREMENTS OF THE CITY OF NEW BRAUNFELS OR AND OTHER GOVERNING BODY. THE PROPERTY OWNER MUST OBTAIN, IN ADVANCE, WRITTEN AGREEMENT WITH THE UTILITIES TO UTILIZE THE EASEMENT, OR ANY PART OF IT. 18). UTILITIES WILL POSSESS A 5' WIDE SERVICE EASEMENT TO THE DWELLING ALONG THE SERVICE LINE TO THE SERVICE ENTRANCE. THIS EASEMENT WILL VARY DEPENDING UPON LOCATION OF THE DWELLING AND SERVICE. 19). UTILITIES SHALL HAVE ACCESS TO THE METER LOCATION FROM THE FRONT YARD AND METER LOCATIONS SHALL NOT BE LOCATED WITHIN A FENCED AREA. 20). EACH LOT MUST HAVE ITS OWN WATER AND SEWER SERVICE AT THE OWNER /DEVELOPER'S EXPENSE. 21). DO NOT COMBINE ANY NEW UTILITY EASEMENTS (UE) WITH DRAINAGE EASEMENTS (DE) OR MAKE CHANGES IN THE GRADE WITHIN THE UTILITY EASEMENTS (UE) WITHOUT WRITTEN APPROVAL FROM NEW BRAUNFELS UTILITIES. SURVEYOR'S CERTIFICATION STATE OF TEXAS I, CHARLES M. BENSON, DO HEREBY CERTIFY THAT THIS PLAT CONFORMS TO THE MINIMUM STANDARDS SET FORTH BY THE TEXAS BOARD OF PROFESSIONAL LAND SURVEYING ACCORDING TO AN ACTUAL SURVEY MADE ON THE GROUND BY EAGLE EYE CONSTRUCTION LAYOUT, UNDER MY SUPERVISION ON MARCH 8, 2017. CHARLES M. BENSON REGISTERED PROFESSIONAL LAND SURVEYOR STATE OF TEXAS No. 4863 (512) 494 -4468 OWNERS ACKNOWLEDGEMENT: THAT I, (WE) THE OWNER(s) OF THE LAND SHOWN ON THIS PLAT, AND DESIGNATED HEREIN AS THE WESTRIDGE SUBDIVISION OF SCHERTZ, TEXAS AND WHOSE NAME IS SUBSCRIBED HERETO, HEREBY DEDICATE FOR THE USE OF THE PUBLIC FOREVER ALL STREETS, ALLEYS, PARKS, WATER COURSES, DRAINS, EASEMENTS AND PUBLIC PLACES THEREON SHOWN FOR THE PURPOSE AND CONSIDERATION THEREIN EXPRESSED. \ THIS THE DAY OF SRG PARTNERSHIP, LTD. 9625 WINDFERN ROAD HOUSTON, TEXAS 77064 (281) 442 -4112 , 2017 , A.D. \ \ F \ 0 \ Z A \ BENCHMARK NOTE: TBM #50 TBM #51 S� " IRON ROD SET WITH EECL CAP" IRON ROD SET WITH EECL CAP S (EASTERLY SIDE OF SUBJECT PROJECT) (WESTERLY SIDE OF SUBJECT PROJECT) ELEVATION: 750.28' ELEVATION: 748.98' VICIN= MAP N.T.S. SCHERTZ TEXAS y 0) 50 F RE) C A CAPPED ° r stflri t® /t /? PON OD I12 IRON ROD y / OLND 5 AMPEC' 4069 G2D N rAPD 11" ! l p R VIOL C R NCE POV ONLY) 2Q ]l\ EJ 1SN 20 3 5 AP -1, 2 1 2 O OWNER: SCHERTZ 35, LLC. E -221 11147 GRI ! { ' �� R m iHL LOT LA5Te v ORNER (DOC. No. 2016o6o44o6g) °AD"� O.P.R.C.C.T. ZONED: GENERAL BUSINESS ry GA ON !! f/ " �/ /�� / / /// /� ,.742— AD 15.00 ACRES ! /C/ \ OWNER: SCHERTZ 35, LLC. �o d/� // / / \ (DOC. No. 2oo8o60006 may "�'Jf r/f F l 49) ate. ✓r! `� r � i � 7T° O.P.R.C.C.T. 00 ° �R ZONED: GENERAL BUSINESS ,y n -/ ROAPPE° / A EMNA O . / 2' N ROD SET. TAMPED "486'•' / g RAFAE ,ARZA i l i,� "No A;3:,1'RAC I' iN+. v/5 � �`, ! > ENT d8 A { � AA rr / CAPPED I/2 ^IRON <1D \ 5FT, STAMPED '4863' j* � /! # s! w n p N n CIP \ / l CA ' -D fj7 \ 3 2' IPPON POD SET, . TA?APED "4fi63 N!$ ) 44 4 I 5.00 ACRES 1�,;' �- TEXAS TACK AND TRAILER SUBDIVISION (DOC. No. 2005o6009115) \ �� P.R.C.C.T. OA7 NAIz OWNER: SCHERTZ 35, LLC. A S Av 1D/ n ,16s� J GRID - N: '37767,18 2139 (DOC. No. 2oo8o6000649) v 22 p7C O.P.R.C.C.T. ZONED: GENERAL BUSINESS \ \\ All \ �fV VI/1' ROD FOUND 0 E PP I CO=ouoo M �4j6 DATE: STATE OF TEXAS CITY OF SCHERTZ COUNTY OF COMAL PLANNING AND ZONING COMMISSION ENGINEER CERTIFICATION STATE OF TEXAS �f `tip LOT I BLOCK I .S 3.3 101 ACRE5 25' C s5 LOT /$ ! / 144,1 86 561. Ft.) AccESS MENT /j { 62.981 ACRES OWNER: SAN ANTONIO TWO, LP. (BOOK No. 803, PAGE No. 789) D.R.C.C.T. ZONED: GENERAL BUSINESS TOM #50 ELEVATION: 750.28' 'V"qr GOD NAIL ��N / f !� _ " % '/ / IN IRON PIPE ".-^ GRID, N. 377704G 0200 /" r--•/ t / / 1 `�- E. 2211853.9950 0', 14' GA5, ELECTRIC, /- F PP VA 5tm UTIJ TEL_P110NE AND CAI V J/ /� ZONED: GENERA 5JSINESS J ASEMENT /'` / r EASEMENT D��f A CURRENT LHND USE. JNDEV.L9 tD ! j iF C f " 743 / �, g 9 I ,,,.„„ "-•°"` "'" I S WATER CASEMENT 2AErcD (VOL. 597 ('AGk;. 403) v2 I�ol Roo D.R.C.G I C]AM D °4863' (TO 6E ABANDON ED / �,.. / A / \� \ so' D2AwAeE.% o yO6g� MRNT "N' / 1 / (REFERENCE POINT) 2 IPON ROD FOUND. `TA,M TTD "4069" 1 � �g5 i \\ [;PATE INLETS 42" RCP FIFES SE -LOW ONE IN 742.6& 5WROW -LINE OUr 740.42' TBM #51 ELEVATION: 748.96' CITY ENGINEER CERTIFICATION STATE OF TEXAS I, THE UNDERSIGNED, CITY ENGINEER OF THE CITY OF SCHERTZ, TEXAS HEREBY CERTIFY THAT THIS SUBDIVISION PLAT CONFORMS TO ALL REQUIREMENTS OF THE SUBDIVISION REGULATION AND THE CITY AS TO WHICH THIS APPROVAL IS REQUIRED, CITY ENGINEER I, JEVON A. POSTON, A PROFESSIONAL ENGINEER, DO HEREBY CERTIFY THAT PROPER ENGINEERING CONSIDERATION HAS BEEN GIVEN THIS PLAT TO THE MATTERS OF STREETS, LOTS AND DRAINAGE LAYOUT. TO THE BEST OF MY KNOWLEDGE, THIS PLAT CONFORMS TO ALL REQUIREMENTS OF THE UNIFIED DEVELOPMENT CODE, EXCEPT FOR THOSE VARIANCES GRANTED BY THE SCHERTZ PLANNING AND ZONING COMMISSION. JEVON A. POSTON DATE PROFESSIONAL ENGINEER No. 107655 THIS PLAT, WESTRIDGE SUBDIVISION, HAS BEEN SUBMITTED TO AND CONSIDERED BY THE PLANNING AND ZONING COMMISSION OF THE CITY OF SCHERTZ, AND HEREBY APPROVED BY SUCH COMMISSION, THIS THE DAY OF CHAIRMAN SECRETARY DATE mm DATE Tx D0 TYPE, 1 CONCRETE MONUMCM FOUND i 1 Line Table Line # I Length Direction L1 44,62' S590 23'48"W L2 47.57' N04o 15'04"E L3 58.90' N27° 41' 26 "E STATE OF TEXAS COUNTY OF COMAL y SITE �G S � 00 6, LEGEND 0 BOUNDARY FOUND /SET (NOTED) Q CALCULATED POINT - BENCHMARK Q WATER VALVE Q WATER METER FIRE HYDRANT UTILITY POLE GUY WIRE —0E— OVERHEAD ELECTRIC QE ELEC. UTILITY © CABLE UTILITY QT TELEPHONE UTILITY ® UNDERGROUND TELEPHONE MARKER —o— SIGN I, BOBBIE KOEPP, CLERK OF THE COUNTY COURT OF COMAL COUNTY, TEXAS, DO HEREBY CERTIFY, THAT ON THE DAY OF 2017, A.D., THE COMMISSIONERS' COURT OF COMAL COUNTY, TEXAS, PASSED AN ORDER AUTHORIZING THE FILING FOR RECORD OF THIS PLAT AND THAT SAID ORDER HAS BEEN ENTERED INTO THE MINUTES OF SAID COURT. WITNESS MY HAND AND SEAL OF OFFICE OF CLERK OF THE COUNTY COURT OF COMAL COUNTY, TEXAS THIS DAY OF 2017, A.D BOBBIE KOEPP COUNTY CLERK COMAL COUNTY, TEXAS STATE OF TEXAS COUNTY OF COMAL BY: DEPUTY I, BOBBIE KOEPP, COUNTY CLERK OF COMAL COUNTY, TEXAS, DO HEREBY CERTIFY THAT THE FOREGOING INSTRUMENT OF WRITING AND ITS CERTIFICATE OF AUTHENTICATION WAS FILED FOR RECORD IN MY OFFICE ON THE DAY OF 2017, A.D., AT O'CLOCK M., IN THE PLAT RECORDS OF COMAL COUNTY, TEXAS IN PLAT CABINET , PAGE OR DOCUMENT No. FILED FOR RECORD ON THE DAY OF 2017, A.D. BOBBIE KOEPP COUNTY CLERK COMAL COUNTY. TEXAS BY: DEPUTY A 3.3101 ACRE (APPROX. 144,186 Sq. Ft.) TRACT OF LAND, SITUATED IN THE RAFAEL GARZA SURVEY No. 98, ABSTRACT No. 175, COMAL COUNTY, TEXAS, AND BEING OUT OF A TRACT CALLED 42.498 ACRES DESCRIBED UNDER DOCUMENT No. 9706009819, OF THE OFFICIAL PUBLIC RECORDS OF COMAL COUNTY, TEXAS ACCORDING TO THAT CERTAIN ASSUMPTION WARRANTY DEED, CONVEYED TO SRG PARTNERSHIP, LTD., DATED NOVEMBER 18, 2003 AND FILED FOR RECORD ON NOVEMBER 24, 2003 UNDER DOCUMENT No. 200306043941 OF THE OFFICIAL PUBLIC RECORDS OF COMAL COUNTY, TEXAS