Schertz Master Thoroughfare Plan Policy Document June 20DRAFT
II. � =
Acknowledge ments
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
Kathryn Woodlee
Bryce Cox
Advisory Committee
Planning and Zoning Commission (P &Z)
David Richmond, Chair
Ernest Evans, Jr., Vice Chair
Christian M. Glombik, Commissioner
Ken Greenwald, Commissioner
Richard Braud, Commissioner
Michael Dahle, Commissioner
Glen Outlaw, Commissioner
Capital Improvements Advisory
Commission (CIAC)
P &Z members, above, plus
Dr. Mark Penshorn
Tim Brown
Table of Contents
Transportation Safety Advisory
SEDC Participating
Committee (TSAC)
Members
Stephen Bish, Chair
Tim Brown
Bill Bowers, Commissioner
Mark Tew
Richard Dziewit, Commissioner
Mireille Ferdinand
John Correu, Vice Chair
Roy Richard
Ronald Perry, Commissioner
Paul Macaluso
Roy Ragsdale, Commissioner
Mary "Katie" Chain
Paul Ryson, Commissioner
Gary Howell
John Sullivan, Commissioner
Rosemary Scott
Glen Outlaw, Commissioner
Sydney H. Verinder
Phillip Rowland, Alternate
Marvin Thomas
Larry Franklin
Grady L. Morris, Sr.
Eric Haugen
Deborah Perrone
Max Hernandez
Terry Welch
John Cook
Gary Preston
Chapter1. Basis for the Plan ................................................................................. ..............................1
Introduction................................................................................................................ ..............................1
GuidingGoals and Objectives .................................................................................... ...............................
2
TransportationPlanning ............................................................................................. ..............................9
PublicInvolvement ..................................................................................................... ..............................9
Chapter 2. Transportation System Needs ............................................................. .............................12
Regional Mobility and Connections ........................................................................... .............................13
LocalMobility and Safety ........................................................................................... .............................20
Non -Auto Considerations ........................................................................................... .............................24
Forecast Transportation Conditions .......................................................................... .............................29
Chapter 3. Thoroughfare System Plan .................................................................. .............................37
The Master Thoroughfare Plan .................................................................................. .............................37
Street Functional Classifications and Design ............................................................. .............................39
Design Guidelines and Special Considerations .......................................................... .............................47
Administration........................................................................................................... .............................52
Conclusion.......................................................................................................... .............................53
Appendices......................................................................................................... .............................54
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 incorporated .................................................................
3O
Figure l Model Traffic Area Zones O[AZs ..................................................................................................
31
Figure O. Land Use Intensity, 2OIO ..............................................................................................................
32
Figure 9. Land Use Intensity, 2O4O ..............................................................................................................
32
Figure 10. 2011 Comprehensive Plan based Transportation Network - AAMPO .......................................
33
Figure I1.Schertz Network Modeled Result ..............................................................................................
34
Figure IJ. Master 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 27. Excerpt 2002 Master Thoroughfare Plan, connection Illustrating the concept for
extensionofFM]OU9. ................................................................................................................................
59
Figure 28. Excerpt ofFM3009 screened route options, FM3009E Study, 20U7. .....................................
59
Figure 29. Route alternatives considered for Southern 3chertz, preliminary, 2U15 ..................................
59
Figure 3U. Arterial Spacing, Source FM3UU9E Study, 3U07 .......................................................................
6U
Figure ]1. Alternative Alignment connection toFM30U9 ..........................................................................
GO
Table of Contents
Chapter 1. Basis for the Plan
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's "largest suburb, San Antonio,"
the city is actively engaged in considering and guiding growth opportunities 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 Master Thoroughfare Plan (MTP) 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 MTP. 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 MTP 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 MTP 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 MTP 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 to advance the plan. These
included the city's MTP 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 MTP 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 MTP advisory
committee with a target for adoption in Spring 2017.
Guiding Goals and Objectives
In 2015, initial meetings on the MTP 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 MTP
• 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 MTP attempts to balance these goals and inform public decision making on the MTP based
on this framework. Based on existing plans, council, and community input, the MTP 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 MTP 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 alternative 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 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 fanning
The MTP is the long -range plan for major transportation facilities for the City of Schertz. The MTP, 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 MTP Update was an open and collaborative process involving citizens,
adjacent jurisdictions, and public entities.
Master Thoroughfare Plea Advisory Committee
Two groups were appointed to guide the development of
the plan: the MTP advisory committee and a CIAC. The MTP
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.
Chapter 1: Basis for the Plan
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, Master 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 2 and CIAC Meeting 2: Goals and Objectives, Existing
Conditions and Needs Assessment, Growth Rate
10/14/2015
Advisory Committee Meeting 3 and CIAC Meeting 3: Land Use Analysis, Preliminary
Recommendations, Capital Improvements Program Options
11/18/2015
Public Open House: Goals and Objectives, Existing Conditions and Needs, Plan Options
4/18/2016
Advisory Committee Meeting 4: Draft Master Thoroughfare Plan, Policies and
Programs, Capital Improvement Plan
4/12/2017
Planning and Zoning Public Hearing #1: Master Thoroughfare Plan, Policies, and
Programs Plan
5/24/2017
City Council First Reading: Master Thoroughfare Plan, Policies, and Programs Plan
612712017
City Council Final Reading: Master Thoroughfare Plan, Policies, and Programs Plan
7111117
' r 1
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
MTP. 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 Freese and Nichols,
Inc., 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 over the 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
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Chapter 1. Basis for the Plan
Chapter 2. Transportation
Mobility Regional is
This assessment of needs draws upon the information gathered during the documentation and insight
offered by the MTP 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 MTP,
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
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.
+ray .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.
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.
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 MTP 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
Crash Data
C, No Injury's
Q 1 Injury
a 4 Injury's
________.
Fatality
Number of Crashes
823
_I 37
329
534
226
70
z
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.
F.• - •i i t
Source: 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.
* t'
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
Figure 5. Bikes, Trails and Recreation Network
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 MTP.
Higher -speed facilities are better served through separated bicycle accommodations, such as a shared -
use paths, which 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.
using Cyclist sidewalk similar to r shared-use path along O r Wiederstein "trr
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.
Alamo Regional Transit
The Alamo Area Council of Governments provides a demand -
responsive transit service of the Alamo Regional Transit (ART). ART
provides demand responsive public transit service, curb -to -curb
services in the Schertz area and counties surrounding San Antonio.
These services are typically used for adult day care, medical
appointments, seniors, shopping, and the general public. One -way
fares range from $2 to $12, depending on destination, and rides
require scheduling a day in advance.
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.
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LPA
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Chapter 2. Transportation System Needs
accelerated implementation of transit alternatives in Schertz, and shorter trips for residents. This plan
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 onditions
Development of the Schertz MTP 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 Need
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 MTP 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 MTP 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.
2 • t t
r s• a► a r� • 070190083 WWI lowl
Figure * 1}
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 MTP 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 MTP (Figure 10), as a basis of analysis.
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 11. 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 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 MTP, 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
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Chapter 2. Transportation System Needs
Chapter 3. Thoroughfare System Plan
The Master Thoroughfare Plan
The recommended plan builds on the transportation principles established in the city's Comprehensive
Plan and the goals and objectives of the first chapter of this MTP, the coordination with neighboring cities,
TxDOT, AAMPO, and input obtained throughout the planning process. Key features of this MTP update of
the city's 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 MTP provides for the long term increased mobility and connectivity needs, and a reduced dependency
on the automobile. The MTP 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 long -term
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 MTP 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 arterial 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
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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.
";M"
*x a�`,
x
h
IT PARKWAY
7211
Figure 14. Four -Lane Principal Arterial Section
r
Figure 15. Six -Lane Principal Arterial Section
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.
one, [
ViE �� i
9�J' � 0 9�
Figure 16. 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 18. 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 19. Commercial Collector - Example: Four Oaks Lane
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 MTP 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
;, �,?;4
m.
LAkE Y 2`
BLDG
Y= R47NTA E 9 PARKWG
9'PARKYVG
ZONE,__ ...........
701 R O FY":..
Figure 20. Commercial Collector
(TOD) - Example: New Streets in TOD area
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 MTP 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
Traffic move-
ment; long
distance travel
1 -5
Provided by
on /off
ramping
schematics to
continuous
frontage
roads
distribute traffic
Restricted —
Moderate
some
distance inter-
movements
community,
may be
intra -metro area,
, —y
prohibited;
traffic move-
number and
ment; serves
spacing of
long trip lengths
driveways
hood traffic
%2-1 %Z(Z)
controlled
May be
Mobility function
limited to
is primary; access
major
function is
generators;
secondary;
number and
serves moderate
spacing of
trip lengths
driveways
controlled
Primary — collect/
distribute traffic
between local
streets and
Safety
arterial system;
controls;
serves short trip
, —y
limited
lengths; provides
regulation
land access and
inter- neighbor-
hood traffic
movement
1 mile 30,000 to 55 -70
125,000
1/4 mile ( 20,000 to 140 -55
46,000
1J8 mile 7,000 to 34,000 30 -45
Supplements
capacity of
arterial street
system and
provides high
speed mobility
Provides higher
mobility and
speeds;
None "backbone" of
the street
system
Provides route
and spacing
continuity with
major arterials
300 feet 18, 000 0 to 30 -40 Limited
18, Through traffic
should be
discouraged
Land access 2 lot Safety control 125 -200
lengths I only I feet
Chapter 3. Thoroughfare System Plan
200 to 120 -30 I Permitted
1,500
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 (TRB) 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
• National Association of City Transportation Officials 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 MTP 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 MTP, 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 (Figure 21). 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
Is
------------ i
1 J
IIs
L_J
OSI F
Spacing (feet)--Between:----
Design it 4 r ti rr 64iw
Speed Wersections
S- i0 350 150
S + Soo 500
&tvw ` {
pavement of 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 . _� -i 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
Driveway Consolidation
Research sponsored by FHWA shows
that the density and design of
P"gw 1 driveways have a direct impact on
Ty roadway safety — the more access
a -Ming connections, the more accidents. The
Area purpose of driveway consolidation and
,rr
spacing is to limit the number of
E conflict points while ensuring
3 w m Pr 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 22. 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.
• t 7204TIMMMITIMIT,
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 MTP 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 MTP 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
MTP 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
This page intentionally left blank.
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.
New Construction
Project
Limits
Functional Class
Time Frame
North -South Connector
FM 3009 to North -South Connector
Collector
1 -5 years
(near FM 2252)
1 -35 to Old Wiederstein Road
Secondary Arterial
5 -10 Years
North and South
Existing terminus to City Limits
Collector
10 -15 Years
Connector (S. Schertz)
Schaefer Road to Trainer Hale Road
Principal Arterial
10 -15 Years
North and South
Maske Road to Schertz Parkway
Collector
15+ Years
Connector (S. Schertz)
FM 78 to Schaefer Road
Principal Arterial
15+ Years
East -West Connector
1 -35 to City Limits
Principal Arterial
15+ Years
(near Old Nacogdoches
Hubertus Road to Schwab Road
Secondary Arterial
15+ Years
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
RAF - Burnette
(City Limits)
Secondary Arterial
15+ Years
Roadway Extension
Project
Limits
Functional Class
Time Frame
Four Oaks Lane
FM 3009 to North -South Connector
Collector
1 -5 years
Tri- County Parkway
FM 3009 to FM 2252
Secondary Arterial
10 -15 Years
Country Club Boulevard
Existing terminus to City Limits
Collector
10 -15 Years
Old Wiederstein Road
FM 3009 to North -South Connector
Secondary Arterial
10 -15 Years
Live Oak Road
Maske Road to Schertz Parkway
Collector
15+ Years
Binz - Engleman Road
Loop 1604 (San Antonio) to Ware Seguin
Road
Rural Secondary
Arterial
15+ Years
Schwab Road
1 -35 to City Limits
Principal Arterial
15+ Years
Trainer -Hale Road
North -South Connector to Cibolo Creek
(Cibolo)
Secondary Arterial
15+ Years
Appendices
Lane Additions /Expansions
Project
Limits
Functional Class
Time Frame
1 -35 Managed Lanes
San Antonio to FM 1103
Highway /Freeway
1 -5 Years
FM 1518
FM 78 to 1 -10 (may include bridge over FM 78)
Principal Arterial
1 -5 Years
FM 1103
1 -35 to City Limits
Principal Arterial
5 -10 Years
Connector Road
1 -35 and Old Wiederstein Road
Secondary Arterial
5 -10 Years
Old Wiederstein Road
North -South Connector to FM 1103
Secondary Arterial
10 -15 Years
Lower Seguin Road
FM 1518 to Cibolo Creek
Secondary Arterial
10 -15 Years
Lower Seguin Road
Loop 1604 (San Antonio) to FM 1518
Rural Secondary
Arterial
10 -15 Years
Schaefer Road
FM 1518 to North South Connector
Secondary Arterial
10 -15 Years
Graytown Road
San Antonio City Limits to 1 -10
Rural Secondary
Arterial
10 -15 Years
Schwab Road
1 -35 to New Street (South of 1 -35)
Secondary Arterial
10 -15 Years
Scenic Lake Drive
1 -10 to Graytown Road
Collector
15+ Years
Trainer Hale Road
FM 1518 to Trainer Hale Road /North -South
Connector
Secondary Arterial
15+ Years
FM 1518
Maske Road to FM 78
Secondary Arterial
15+ Years
Green Valley Road
Eckhardt Road to Schertz ETJ limit
Secondary Arterial
15+ Years
Engel Road
East -West connector to New Street, New
I Braunfels ETJ
I Secondary Arterial
15+ Years
OR •
Appendix C — Crash Data Exhibit Detail
SCHEIRTZ
COMMVWTY- UAW W" w oppoffrom"
2011 chertz
Freeway C city
Principal Arterial 120'ROW Typical ETJ
Minor Arleriat 86' ROW Typical
Collectors 66` ROW Typical
Other Roads
-- — — ------------------
kr
Appendix D — Alternatives Considered
A critical task for update of the MTP was assessment of existing arterial alignments and consideration
additional and alternate alignments for planned roads. Connection to adjacent communities updated,
adopted MTPs 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 MTP that was presented to the public in the open house. Alternatives considered are
included as Figure 25.
Figure 25. 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 26. 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 Masee 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 9 Route
preliminary, r
Figure 27. Excerpt, 2002 Master
Thoroughfare Plan, connection
Illustrating the concept for extension of
FM 3009.
Appendices
mss,
.... ..... ......
Thoroughfare
Master Plan ,
Comprehensive
Land Plan
Oky of Schef ti, Toms
Figure 27. Excerpt, 2002 Master
Thoroughfare Plan, connection
Illustrating the concept for extension of
FM 3009.
Appendices
Traffic stopped for train — intersection of FM 3009 and FM 78. Illustrates the confluence of transportation
modes needed to maintain mobility and connectivity in central Schertz despite increasing travel demand and
rail disruption.
05
Z7
Figure 30 Arterial Spacinf Source FM 3009 E Study, 20=,
-igure 31. Alternative Alignment connection to i-ivi juu!3.
Illustrative composite modified from FM 3009 E Study, 2007.
Appendices
Appendix E - Traffic Volumes and Travel Demand Model Results
Appendices
U••• •