Joint Land Use Study (JLUS)-Randolph AFB-July 2015.pdfThis study was prepared under contract with Bexar County, with financial support from
the Office of Economic Adjustment, Department of Defense. The content reflects the
views of the key JLUS partners involved in the development of this study and does not
necessarily reflect the views of the Office of Economic Adjustment.
JBSA – RANDOLPH
JOINT LAND USE STUDY
July 2015
Prepared for:
County of Bexar
Public Works Department
233 N Pecos-La Trinidad Street, Suite 420
San Antonio, Texas 78207
P (210) 335-1243
Prepared by:
Matrix Design Group
Please see the next page.
Executive Committee
The Executive Committee (EC) served an active and important role in providing policy
direction during the development of the Joint Base San Antonio (JBSA) Randolph Joint Land
Use Study (JLUS). The Executive Committee comprised the following individuals:
Tommy Adkisson, Commissioner
(Former)
County of Bexar
Tommy Calvert, Jr. Commissioner
County of Bexar
Judy Cope, Commissioner
County of Guadalupe
Jeannette Crabb, Councilwoman
City of Seguin
Phil Crane, Representative
Real Estate Council of San Antonio
Tom Daly, Mayor
City of Selma
Lloyd Doggett, Representative, District 35
U.S. House of Representatives
Joe Farias, Representative, District 118
Texas House of Representatives
Jim Fowler, Councilman
City of Schertz
Gilbert Gonzalez, VP of Risk Management
San Antonio Board of Realtors
Col. Gerald Goodfellow, Commander (former)
12th FTW, JBSA‐Randolph
Roland Gutierrez, Representative, District 119,
Texas House of Representatives
Col. Matt Isler, Commander
12th FTW, JBSA‐Randolph
Lisa Jackson, Mayor
City of Cibolo
Nadine Knaus, Mayor Pro‐Tem
City of Garden Ridge
BG Bob Labrutta, Commander
502 ABW, JBSA
Ron Lozano, Support Specialist
FAA, Air Traffic Control Division
Ruth Jones McClendon, Representative, District
120, Texas House of Representatives
Robert Murdock, Office of Military Affairs
City of San Antonio
Tim O’Krongley, Assistant Aviation Director
City of San Antonio
Tim Pruski, Representative
Greater San Antonio Builders
Association
BGen Karen S. Rankin, Commissioner
USAF (Ret)
Texas Military Preparedness
Commission
Darcie Schipull, Transportation
Planner Texas Department of
Transportation
Greg Seidenberger, Commissioner
County of Guadalupe
Al Suarez, Mayor
City of Converse
Rebecca Viagran, Councilwoman
District 3, City of San Antonio
Scott Wayman, Assistant City
Manager
City of Live Oak
John Williams, Mayor
City of Universal City
Jim Wolverton, Commissioner
County of Guadalupe
EC Alternates
Nancy Cain, Administrator
City of Garden Ridge
Pamela Centano, Planning Assistant
City of Seguin
Timothy Ginn, Program Manager, Office of the Governor,
Texas Military Preparedness Commission
Lisa Marie Gomez, Director,
District 35 U.S. House of Representatives
Texas House of Representatives
Julianna Gonzaba, Chief of Staff,
District 118
Deborah Hosey, Senior Executive Secretary
City of San Antonio
Felipe Jimenez, Technical Director
502 ABW, JBSA
Amy Putney, Chief of Staff
County of Bexar
Cavett McCrary, Executive Assistant
County of Bexar
Marge Reyna, Office Manager, District 120
Texas House of Representatives
Ken Roberts, City Administrator
City of Selma
Francess Randall, Representative
County of Guadalupe
Ryan Rocha, Airport Operations Manager
City of San Antonio
Angela Shields, CEO/ President
San Antonio Board of Realtors
Terry Trevino, Director of Economic Development
City of Seguin
Margaret Wallace, Chief of Staff, District 119
Texas House of Representatives
Advisory Committee
The Advisory (AC) served a key role in the development of the JBSA-Randolph JLUS, providing the overall technical
support, review, and guidance of the study. The Advisory Committee comprised the following individuals:
Michael Barrow, District 35
U.S. House of Representatives
Robert Brach, Development Services Engineer
County of Bexar
Bob Cantu, Chief of Staff
City of Schertz
Billy Classen, Representative
Greater San Antonio Builders Association
Rick Cortes, Assistant City Manager
City of Seguin
Allen Dunn, Representative
County of Guadalupe
Arthur Emerson, Commissioner
Texas Military Preparedness Commission
Jesús Garza, AICP, Office of Military Affairs
City of San Antonio
Gabriel Gonzales, Community Planner
JBSA
Lt. Col. Courtney Hamilton, 12th Operations
Support Squadron 12TH FTW, JBSA‐Randolph
Robert Herrera, City Manager
City of Cibolo
Richard Hetzel, Representative
County of Guadalupe
Linda Jackson, District 120
Texas House of Representatives
Dawn Ann Larios, District 119
Texas House of Representatives
Christopher Looney, Policy Administrator,
Development Services, City of San Antonio
Ron Lozano, Support Specialist
FAA, Air Traffic Control Division
Jordan Matney, Economic and Community
Development Manager, City of Live Oak
John McCaw, Councilman
City of Garden Ridge
Michael Moore, President
Real Estate Council of San Antonio
John Quintanilla, Assistant City Manager
City of Converse
Ryan Rocha, Airport Operations Manager
City of San Antonio
Michele Ross, Representative
San Antonio Board of Realtors
Darcie Schipull, Transportation Planner
Texas Department of Transportation
Kim Turner, Development Services Director
City of Universal City
Larry Verner, Engineer
City of Selma
Walt Williams, Representative
County of Guadalupe
James Wimberley, 502 CES/CENPL
JBSA
AC Alternates
Lt. Col. Robin Baldwin, Director of Staff
12th FTW, JBSA‐Randolph
Timothy Ginn, Program Manager,
Office of the Governor, Texas Military
Preparedness Commission
J. Landon Kane, Representative
Real Estate Council of San Antonio
Randy Luensmann, Director of Public Works
City of Universal City
Nina Nixon-Mendez, AICP, Planning Administrator
City of San Antonio
Kate Silvas, Executive Director, City of Converse
Economic Development Corporation
Wiley Smith, AICP, Community Planner
JBSA
Lesa Wood, Senior Planner
City of Schertz
County of Bexar
Robert Brach, P.E., Development Services Engineer
County of Bexar Public Works
JLUS Consultant
Celeste Werner, AICP
Project Manager
Mike Hrapla
Deputy Project Manager
Rick Rust, AICP
Technical Manager
Michele Zehr-Mora
Planning Lead
Please see the next page.
Page i
Acronyms ......................................................................................................................... iii
1 Introduction .......................................................................................................... 1
1.1 Why Prepare a JLUS .......................................................................................... 1
1.2 Economic Benefit to the Region ....................................................................... 2
1.3 Compatibility Concerns ..................................................................................... 2
1.4 JLUS Goal and Objectives .................................................................................. 2
1.5 JLUS Partners .................................................................................................... 2
1.6 Local Communities ............................................................................................ 3
1.7 Public Participation ........................................................................................... 3
1.8 JLUS Study Area ................................................................................................. 5
2 Community Profile................................................................................................. 7
2.1 JLUS Community Growth Trends ...................................................................... 7
2.2 Current Development in Adjacent Communities ............................................. 9
3 Military Profile ..................................................................................................... 11
3.1 JBSA-Randolph ................................................................................................ 11
3.2 JBSA-Randolph Military Mission Profile .......................................................... 12
3.3 JBSA-Seguin Auxiliary Airfield ......................................................................... 17
3.4 Stinson Municipal Airport ............................................................................... 19
4 Existing Compatibility Tools ................................................................................. 23
4.1 Federal Programs and Policies ........................................................................ 23
4.2 JBSA-Randolph Tools ....................................................................................... 23
4.3 State of Texas Tools ........................................................................................ 24
4.4 Texas Local Jurisdiction Planning Tools .......................................................... 24
5 Compatibility Issues ............................................................................................. 25
5.1 Identification of Compatibility Issues ............................................................. 25
5.2 JBSA-Randolph Compatibility Issues by Factor ............................................... 25
6 Implementation Plan ........................................................................................... 31
6.1 Implementation Plan ...................................................................................... 31
6.2 How to Read the Implementation Plan .......................................................... 43
Page ii
Tables and Figures
Table 1. Population Change 2000-2010 JBSA-Randolph JLUS Study Area ...................................................................... 8
Table 2. Population Projections 2010-2050 JBSA-Randolph JLUS Study Area ................................................................ 8
Figure 1. JLUS Study Area .................................................................................................................................................. 4
Figure 2. Military Footprint Composite JBSA-Randolph ................................................................................................. 13
Figure 3. Special Use Airspace JBSA-Randolph ............................................................................................................... 14
Figure 4. Military Footprint Composite JBSA-Seguin Auxiliary Airfield ......................................................................... 18
Figure 5. Military Footprint Composite Stinson Municipal Airport ............................................................................... 20
Figure 6.1. Military Influence Area Overlay District (MIAOD) and Subzones Composite JBSA-Randolph ....................... 35
Figure 6.2. Military Influence Area Overlay District (MIAOD) with Subzones JBSA-Randolph ........................................ 36
Figure 6.3 Military Overlay District (MOD) with Subzones JBSA-Randolph ..................................................................... 37
Figure 7.1. Military Influence Area Overlay District (MIAOD) with Subzones JBSA-Seguin Auxiliary Airfield .................. 39
Figure 7.2. Military Influence Area Overlay District (MIAOD) with Subzones JBSA-Seguin Auxiliary Airfield ................... 40
Figure 7.3 Military Influence Area Overlay District (MIAOD) with Subzones JBSA-Seguin Auxiliary Airfield ................... 41
Figure 8.1 Military Influence Area Overlay District (MIAOD) and Subzones Composite Stinson Municipal Airport ...... 43
Figure 8.2 Military Influence Area Overlay District (MIAOD) with Subzones Stinson Municipal Airport ........................ 44
Figure 9. JBSA-Randolph JLUS Strategy Key .................................................................................................................... 46
* * *
Page iii
A
A-
AC
Acq
AAFES
AE
Alert Area
Advisory Committee
Acquisition
Army and Air Force Exchange Service
Alternative Energy Development
ABW Air Base Wing
AFB Air Force Base
AGL above ground level
AICUZ Air Installation Compatible Use Zone
AHOD Airport Hazard Overlay District
APZ Accident Potential Zone
AT Anti-Terrorism / Force Protection
ATCT Air Traffic Control Tower
AT/FP Anti-Terrorism / Force Protection
B
BASH Bird Aircraft Strike Hazard
BRAC Base Realignment and Closure
C
CCLUA Controlled Compatible Land Use Area
CFR Code of Federal Regulations
CIP Capital Improvement Program
COM Communication / Coordination
Comm Communication and Coordination
CPS City Public Service Energy
CY Calendar Year
CZ Clear Zone
D
dB decibel
Disc Real Estate Disclosures
DOD Department of Defense
DNL Day-night level
DSS Dust, Smoke and Steam
E
EC Executive Committee
ETJ Extraterritorial Jurisdiction
Page iv
F
FAA Federal Aviation Administration
FAR Floor to Area Ratio
FM Farm to Market
FTW Flying Training Wing
FY fiscal year
G
GIS Geographic Information System
H
HA
Hab
HQ
Housing Availability
Habitat Conservation Tools
Headquarters
I
I Interstate
IE Infrastructure Extensions
IFR instrument flight rule
J
JAZB
JBSA-
Randolph
Joint Airport Zoning Board
Joint Base San Antonio-Randolph
JBSA-
Seguin
Joint Base San Antonio-Seguin Auxiliary
Airfield
JLUS Joint Land Use Study
L
LAS
LEG
Land, Air and Sea Space Competition
Legislative Initiatives
Leg Legislative Tools
LG Light and Glare
LU Land Use
M
MAOZ Military Airport Overlay Zone
MIA
MIAOD
Military Influence Area
Military Influence Area Overlay District
MOA
MOA
Military operating area
Memorandum of Agreement
MOU Memorandum of Understanding
MSL mean sea level
MTR Military Training Route
N
NGO Nongovernmental Organization
NV Noise and Vibration
O
OEA Office of Economic Adjustment
OFA Object Free Area
OFZ Obstacle Free Zone
R
RA (R-) Restricted Airspace
RC Roadway Capacity
RECSA Real Estate Council of San Antonio
RPZ Runway Protection Zone
RSA Runway Safety Area
S
SABOR
SAF
San Antonio Board of Realtors
Safety Zones
SAWS San Antonio Water System
SIP Strategic Impact Plan
SH State Highway
SR Slow speed low altitude training route
STC Sound Transmission Class
SUA Special Use Airspace
Page v
T
TSDC Texas State Data Center
TX Texas
TXDOT Texas Department of Transportation
U
UDC
U.S.
Unified Development Code
United States
USAF United States Air Force
V
VO Vertical Obstructions
VFR visual flight rule
W
WQQ Water Quality/ Quantity
Z
Zon Zoning Ordinance / Subdivision
Regulations
Page vi
Please see the next page.
The Joint Base San Antonio-Randolph (JBSA-Randolph) Joint Land Use Study (JLUS) is a joint
effort between the cities of Cibolo, Converse, Garden Ridge, Live Oak, San Antonio,
Schertz, Selma, and Seguin, and the counties of Bexar and Guadalupe, and JBSA-Randolph.
The JLUS was undertaken in an effort to guide planning and development in local
jurisdictions surrounding JBSA-Randolph, JBSA-Seguin Auxiliary Airfield (JBSA-Seguin), and
the Stinson Municipal Airport (Stinson). JBSA-Randolph is a flying training wing asset in the
United States Air Force and the Air Education Training Command. Because these activities
are vital to continuing the military mission at JBSA-Randolph, the land used for the
activities must be protected. Landowners with property near JBSA-Randolph,
JBSA-Seguin,Stinson, and residents and businessowners on property surrounding these
facilities must also be protected from adverse impacts that could occur due to training
activities performed at these facilities. Joint planning efforts on the part of the local
governments and JBSA-Randolph will establish recommended strategies that will equally
protect all interested parties.
The JLUS for JBSA-Randolph has resulted in a set of strategy recommendations in the areas
of legislation, policy, planning and zoning, coordination and communication, acquisition,
and outreach. A set of strategies was provided to address each JBSA-Randolph
Compatibility Factor. Priorities were set initially to help determine when the strategies
would be implemented, either within two years, five years, or longer than five years. One
of the key recommendations is the formation of a JLUS Implementation Task Force that will
be responsible for overseeing implementation in the months and years following the JLUS
completion. The recommended strategies are outlined in more detail in Chapter 6 of this
report. Additionally, a Background Report was prepared in conjunction with the JLUS that
details the compatibility issues and process integral to the development of the strategies.
These recommendations address the need for increased coordination and communication
between JBSA-Randolph, local governments, regional agencies, and the public. They also
seek to address public health, safety, and welfare, and protection of quality of life in the
areas surrounding JBSA-Randolph and its sub-facilities. The collaborative spirit of the JLUS
is an effective starting point for a continued collaborative planning and communication
effort between all involved parties.
Why Prepare a JLUS? 1.1
A JLUS is necessary to ensure the future compatibility between land uses in surrounding
communities necessary to support the continuation of the military mission at
JBSA-Randolph and the increasing development occurring proximate to the installation.
JBSA-Randolph is one of the three noncontiguous installations that comprise Joint Base
San Antonio located in Bexar County. JBSA-Randolph is home to the 12th Flying Training
Wing (FTW) whose primary mission is to provide basic pilot training and instructor pilot
training to airmen. In addition, JBSA-Randolph is Headquarters for Air Education Training
Command (AETC) whose mission is to develop airmen of today and tomorrow through
various education disciplines and training activities.
Page 1
Economic Benefit to the 1.2
Region
In addition to being a critical flying training asset in the
United States Air Force (USAF), JBSA-Randolph is also an
important economic engine contributing to the local and
regional economies through annual payroll, annual
expenditures, and value of jobs created. The JLUS assists
in preserving the continued economic benefit that
JBSA-Randolph provides. In 2012, JBSA-Randolph
generated over $1.3 billion in local and regional
economic impact and supported and served over
17,000 personnel. The $1.3 billion in impact is broken
down into three categories: annual payroll at
$892.1 million, annual expenditures (i.e. contracts and
operations and maintenance) procured at
$190.3 million, and value of jobs created at
$314.5 million.
Compatibility Concerns 1.3
At JBSA-Randolph, the compatibility concerns relate to
the growing population and expansion of developed land
taking place in the incorporated communities
surrounding the Joint Base. Over the past 10 years, the
local communities surrounding JBSA-Randolph have
increased by 60 percent from a base population of
nearly 82,000 (from the communities surrounding the
base and facilities excluding the City of San Antonio) to
over 131,000 by the year 2010. While the regional area
is expected to grow at a slow, steady rate for the next
20 years, the areas surrounding the base are growing
rapidly. Such growth has the potential to cause
development and infrastructure to be located in areas
that are adjacent to or proximate to JBSA-Randolph.
While adjacent development exists in various locations
along the installation perimeter, without proper
oversight and guidance, this continued pattern of
development could unintentionally jeopardize the
USAF’s ability to train its airmen, especially in newer
aircraft systems.
JLUS Goal and Objectives 1.4
The goal of the JBSA-Randolph JLUS is to protect the
viability of current and future military training
operations, while simultaneously guiding community
growth, sustaining the environmental and economic
health of the region, and protecting public health, safety,
and welfare. To achieve this goal, three primary JLUS
objectives were identified:
Understanding. Convene community and military
representatives to identify, confirm, and
understand compatibility issues in an open forum,
taking into consideration both community and
JBSA-Randolph perspectives and needs. This
includes public awareness, education, and input
organized into a cohesive outreach program.
Collaboration. Encourage cooperative land use
and resource planning among JBSA-Randolph and
the surrounding communities so that future
community growth and development are
compatible with the training and operational
missions at JBSA-Randolph seeking ways to reduce
operational impacts on adjacent land proximate
and within the study area.
Actions. Provide a set of mutually supported
tools, activities, and procedures from which
local jurisdictions, agencies, and JBSA-Randolph
can select, prepare, and approve / adopt and
use to implement the recommendations
developed during the JLUS process. The actions
include both operational measures to mitigate
installation impacts on surrounding
communities and local government and agency
approaches to reduce community impacts on
military operations.
JLUS Partners 1.5
As highlighted in the objectives stated previously, the
JBSA-Randolph JLUS process was designed to create a
locally relevant study that builds consensus and obtains
support from the various stakeholders involved. To
Page 2
achieve the stated JLUS goal and objectives, the planning
process included a public outreach program that utilized
a variety of opportunities for interested parties to
contribute to the development of the study.
Stakeholders include individuals, groups, organizations,
and government entities interested in, affected by, or
affecting the outcome of the JLUS project. An early step
in any planning process is the identification of
stakeholders. Informing or involving them early in the
project is essential in the identification of their most
important issues to address and resolve through the
development of integrated strategies and measures.
Stakeholders identified for the JBSA-Randolph JLUS
included, but were not limited to, the following:
JBSA-Randolph and JBSA personnel;
Local jurisdictions (cities, counties and
metropolitan planning organizations);
Other partner agencies and organizations, such as
local, regional, and state planning, regulatory, and
land management agencies; landholding and
regulatory federal agencies; landowner and realty
associations; and other special interest groups
(including local educational institutions and school
districts);
The general public, including residents and
landowners.
These groups of stakeholders played a critical role in the
development of the JBSA-Randolph JLUS and Background
Report. Their input provided comprehensive, technical
guidance relevant to their jurisdiction’s policies,
regulations, culture, and values. The JBSA-Randolph
stakeholder groups helped shape the various strategies
identified in this document.
Local Communities 1.6
This JLUS could not have been possible without the
effort provided by the 11 communities participating in
this study illustrated on Figure 1:
Bexar County
City of Converse
City of Garden Ridge
City of Live Oak
City of San Antonio
City of Schertz
City of Selma
City of Universal City
Guadalupe County
City of Cibolo
City of Seguin
In addition to the partners listed above, the
JBSA-Randolph JLUS partnered with other agencies and
organizations that provide a state, regional and / or
community perspective. These partners brought to the
study a vast, expert knowledge base in varying
disciplines, including regional transportation practices,
natural resources, and local “on-the-ground” perspective
relevant to the unique land features and land ownership
patterns. A complete listing of affiliated stakeholder
groups that played a vital role in the development of the
JBSA-Randolph JLUS includes:
Federal Aviation Administration (FAA)
Greater San Antonio Builders Association
Real Estate Council of San Antonio
San Antonio Board of Realtors
Texas House of Representatives, District 118
Texas House of Representatives, District 119
Texas House of Representatives, District 120
Texas Military Preparedness Commission
U.S. House of Representatives, District 35
Texas Department of Transportation
Public Participation 1.7
The general public was instrumental in the development
of the JLUS and strategies by providing their perspective
and feedback, both in public workshops and through the
use of the interactive project website
(www.jbsa-randolphjlus.com). During the development
of the JLUS, three public workshops and one public
hearing were held to solicit public input on the direction
and content of the JLUS.
Page 3
Page 4
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o
o
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B e x a r
B e x a rC o u n t y
C o u n t y
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
W i l s o n
W i l s o nC o u n t y
C o u n t y
C o m a l
C o m a lC o u n t y
C o u n t y
G o n z a l e s
G o n z a l e sC o u n t y
C o u n t y
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u
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l
u
peRiver
San
M
a
rcosRiver
§¨¦10§¨¦35
§¨¦37
§¨¦410
§¨¦10
§¨¦410
JBSA - Randolph
JBSA - SeguinAuxiliaryAirfield
Stinson MunicipalAirport
Schertz
Converse
Live Oak
Universal City
San Antonio
Seguin
Garden Ridge
Selma
Cibolo
La Vernia
Lockhart MunicipalAirport
San MarcosMunicipal Airport
New Braunfels Municipal Airport
San Antonio International Airport
Kyle
New Braunfels
St. Hedwig
LockhartSan Marcos
BulverdeBoerne
Wimberley
Helotes
Luling
Poth
Floresville
Fair Oaks Ranch
Mustang Ridge
Santa Clara
Buda
Elmendorf
Creedmoor
China Grove
Uhland
Kirby
Niederwald
Leon Valley
New Berlin
Poteet
Shavano Park
Castle Hills Windcrest
Somerset
Martindale
Staples
Stockdale
Terrell HillsAlamo Heights
Hill Country Village
Hollywood Park
Woodcreek
Smiley
Blanco
Olmos Park
Grey Forest
Balcones Heights
Mustang Ridge
Mountain City
Falls CityPleasanton
§¨¦10
§¨¦37
£¤87
£¤281
£¤90
£¤181
£¤183
£¤281
£¤87
£¤90
UV1604
UV46
UV123
UV80
UV119UV16
UV21
UV13
UV97
UV142
UV151
UV345
UV353
UV536
UV122
UV173
UV218
UV82
UV211
UV337
UV371
UV282
UV422
UV66
UV97
UV46 UV80
UV16
UV97
§¨¦35J
UV123B
Legend
JLUS Study Area
JBSA - Randolph andJBSA - Seguin
Stinson Municipal Airport
County
JLUS City Partners
Regional Cities
JLUS County Partners
County
River
Railroad
Interstate / Highway
Road
o Public Airport
Source: TNRIS, 2013.
0 105Miles
JLUS Study AreaFigure 1
JLUS Committees
Two committees, comprising city, county, military, and
other partner agencies and organizations, guided the
development of the JBSA-Randolph JLUS:
Executive Committee (EC). This committee was
responsible for leading the direction of the JLUS; its
members are listed in the Acknowledgements section
of this report.
JLUS Advisory Committee (AC). The AC identified and
addressed technical issues, provided feedback on
report development, and assisted in the development
and evaluation of implementation strategies. The
AC members are listed in the Acknowledgements
section of this report.
JLUS Study Area 1.8
The JBSA-Randolph JLUS Study Area was designed to
encompass all lands and operational areas of
JBSA-Randolph locations and use areas that may impact
current or future military operations or be impacted by
these operations.
JBSA-Randolph is located in northeastern Bexar County,
Texas, situated outside the San Antonio city limits, and is
surrounded by several small municipalities: the City of
Universal City to the north; the City of Schertz to the
northeast, east and south; and the City of Converse to
the west. The areas north and west of the installation
are urbanized, while the area south and east of the
installation are predominantly agricultural and open
space with pockets of residential subdivisions.
JBSA-Seguin is a sub-installation of JBSA-Randolph and is
located one mile east-southeast of the City of Seguin
along U.S. Route 90 (US-90). The City of Seguin is
characterized as a rural and agriculture-friendly
municipality located 30 miles east of JBSA-Randolph
along the Interstate-10 and US-90 corridor.
Stinson Municipal Airport is owned and operated by the
City of San Antonio. It is situated in San Antonio City
Council District 3, just south of downtown and is open to
public use. It is approximately 33 miles south-southwest
of JBSA-Randolph proper and is contracted by the
Department of Defense (DOD) to enable flying training
exercises.
The area around Stinson Municipal Airport is
characterized by portions of residential development
and open and park space. Figure 1 illustrates the overall
JBSA-Randolph JLUS study area.
Page 5
Please see the next page.
Page 6
The Joint Land Use Study (JLUS) study area includes three distinct and separate locations all
within south-central Texas. Joint Base San Antonio-Randolph (JBSA-Randolph) is northeast
of the City of San Antonio and is located between Interstates 10 and 35 in Bexar County.
JBSA-Seguin Auxiliary Airfield (JBSA-Seguin) is located about 30 miles east of
JBSA-Randolph, just south of Interstate-10 (I-10) in Guadalupe County. Stinson Municipal
Airport, which is owned and operated by the City of San Antonio, is located in the
southeast sector of San Antonio in City Council District 3, just west of I-37.
The present setting and character of the three areas within the overall study area are both,
urban and rural. The area surrounding JBSA-Randolph includes both developed and
undeveloped lands. The northern and western areas adjacent to the installation are
primarily developed including residential, commercial, and industrial uses. The east and
south areas of JBSA-Randolph are characterized by more rural land including agricultural,
open / undeveloped, and low-density or rural residential uses.
The San Antonio metropolitan area is host to a diverse local economy and is a regional
center for retail, business, and manufacturing. Several significant economic drivers exist
throughout the JLUS Study Area, including the Caterpillar engine assembly plant in Seguin;
the Hanson Quarry in Garden Ridge; and the San Antonio Military Medical Center in
San Antonio. The diverse economy within the San Antonio metropolitan area comprises
several industries including healthcare, retail, accommodation, administration, finance and
insurance, construction, and manufacturing. These industries reflect the major economic
development sectors found throughout the region. The suburban communities have
diverse economies, but also rely on JBSA-Randolph for local economic support.
JLUS Community Growth Trends 2.1
Recent population growth has brought significant development to the study area. Every
jurisdiction, with the exception of the cities of San Antonio and Seguin, experienced growth
rates higher than those of the State of Texas and Bexar County, with the City of Selma
growing by over 600 percent in the last decade. Additionally, the cities of Converse,
Cibolo, Garden Ridge, and Schertz all experienced substantial growth due to the outward
expansion from the central core of San Antonio and general expansion within these cities.
Table 1 shows the population change from 2000 to 2010 and notes the percent change in
the 10 years.
Despite this being a large, urbanized area, the majority of land in Bexar County is
developed characterized by one major city, the City of San Antonio, numerous other cities,
towns and military bases. This urbanized area encompasses 656 square miles within
Bexar County, while the unincorporated area covers 600 square miles. JBSA R and
Stinson Municipal Airport are located entirely within the county while JBSA-S is located in
neighboring Guadalupe County.
Currently, the area within Guadalupe County continues to experience growth and, in
recent years, a diversified economy and population boom. Manufacturing supported over
6,000 jobs in Guadalupe County in 2009, generating $1.62 billion. Caterpillar built a
$170 million manufacturing plant in the City of Seguin, which supports 1,400 jobs in the
area. The county’s population has experienced a dramatic increase in recent years and had
a 2010 population of 131,533. This population is largely clustered in or around Schertz,
Cibolo, Seguin, and, to a small extent, the peripheries of New Braunfels and San Marcos.
Page 7
The balance of Guadalupe County remains unchanged
from earlier times and is primarily rural and agricultural.
Table 1. Population Change 2000-2010
JBSA-Randolph JLUS Study Area
Jurisdiction 2000 2010
Percent
Change
State of Texas 20,851,820 25,145,561 21%
Bexar County 1,392,931 1,714,773 23%
City of
Converse 11,508 18,198 58%
City of Garden
Ridge 1,882 3,259 73%
City of Live
Oak 9,156 13,131 43%
City of San
Antonio 1,144,646 1,327,407 16%
City of Schertz 18,694 31,465 68%
City of Selma 788 5,540 603%
City of
Universal City 14,849 18,530 25%
Guadalupe
County 89,023 131,533 48%
City of Cibolo 3,035 15,349 406%
City of Seguin 22,011 25,175 14%
Source: Census.gov, 2000, 2010.
Future Population Projections
The Texas State Data Center (TSDC) prepared three
projection scenarios for forty year population growth
estimates for the State of Texas and all counties within
its jurisdiction. The estimates included Bexar and
Guadalupe counties, which are included in the study
area. The TSDC included a background of the
methodology used to prepare the three projection
scenarios and provided recommendations regarding the
use of each scenario’s data set. The three data sets
focused on a “Zero Migration Scenario”, a “One-Half
2000-2010 Migration (0.5) Scenario”, or a “2000-2010
Migration (1.0) Scenario”. Matrix employed the
recommendation for use of the “One-Half 2000-2010
Migration (0.5) Scenario” by the TSDC in so far as the
TSDC noted that the “0.5 scenario continues to be the
most appropriate scenario for most counties for use in
long-term planning.” These 0.5 migration projections
are identified in Table 2.
These projections demonstrate a continued rate of
growth in the State of Texas, Bexar County, and
Guadalupe County. Although this information is not
specific to the JLUS study area, it is helpful as it
substantiates other growth projections and helpful in
understanding regional growth trends.
Source: Texas State Data Center, Projections of the Population of
Texas and Counties in Texas by Age, Sex and Race/Ethnicity for
2010‐2050, Nov 2012JLUS Community Economic Trends
Table 2. Population Projections 2010-2050 JBSA-Randolph JLUS Area
Jurisdiction 2010 2020 2030 2040 % Change
State of Texas 25,145,561 28,921,650 32,927,245 37,022,513 47%
Bexar County 1,714,773 1,974,041 2,231,550 2,468,254 44%
Guadalupe County 131,533 160,265 192,682 225,850 72%
Source: Texas State Data Center, Projections of the Population of Texas and Counties in Texas by Age, Sex and Race/Ethnicity for 2010‐2050,
November 2012
Page 8
Current Development in 2.2
Adjacent Communities
A few of the communities within the JBSA-Randolph JLUS
Study Area are located directly adjacent to
JBSA-Randolph. These communities include the cities of
Converse, Schertz, and Universal City. Development
pressures extending from these adjacent jurisdictions
can impact JBSA-Randolph operations and vice versa the
military operations can impact the communities’ ability
to develop. The cities of Cibolo, Garden Ridge, Live Oak,
San Antonio, and Selma, comprise the other
communities included in the study area, which are
proximate or adjacent to Converse, Schertz and
Universal City and can absorb development from the
adjacent communities or create additional impacts for
the installation. Otherwise, the City of Seguin is located
proximate to JBSA-Seguin and the City of San Antonio is
located proximate to the Stinson Municipal Airport
(Stinson).
City of Converse
The City of Converse while mostly developed, hired a
firm to develop a plan for the city’s 1604 Corridor to
expand upon its amenities offered to its residents and
visitors. The development is proposed for the city’s
eastern / southeastern boundary along the alignment of
Loop 1604. This area encompasses both incorporated
land and proposed future extraterritorial jurisdiction
(ETJ). This corridor development is outlined in the
1604 Commercial Corridor Study and provides a variety
of uses and amenities to the city’s residents and visitors
including but not limited to a healthcare / medical zone,
several retail zones, and open space and recreational
opportunities. The proposed development would be
considered the gateway for the community and provide
another foundation for the city’s economic base.
Source: 1604 Commercial Corridor Study, Aug 2013
City of Schertz
According to the City of Schertz’s Comprehensive Land
Plan, the city witnessed a large amount of residential
and industrial growth from 2000 to 2010 and expects
continued growth in both sectors. The plan noted that
the residential and industrial growth is occurring more in
northern areas of Schertz when compared to the
southern areas, since the southern areas face
development challenges. Future constraints for
continued residential and industrial growth include
available land, flood plain, and the recommended land
use guidelines to develop property located within the
JBSA-R airfield safety zones and noise contours. Schertz
has some concerns about sprawl and looks to the
implementation of Smart Growth techniques, i.e.,
traditional neighborhood development, transit-oriented
development, conservation subdivision techniques /
cluster zoning, and planned unit, to grow efficiently.
Source: City of Schertz Comprehensive Land Plan, undated
City of Universal City
The main retail corridor through the City of Universal
City is State Highway (SH) 218, Pat Booker Road, which
provides the greatest development opportunity within
the city. In the 2008 Universal City Comprehensive Plan,
the city identified redevelopment and infill as the major
means to obtain housing growth. The city zoned the
areas along Pat Booker Road for retail and commercial
services and has increased the density of its
neighborhoods to medium-density zoning in many of the
areas along the highway. Furthermore, the city’s zoning
ordinance includes three overlay districts:
redevelopment, aviation district, and campus, in addition
to the Randolph compatible use zone overlay, which will
provide more flexible requirements to assist in
developing these areas.
Sources: Universal City Comprehensive Plan 2008‐2013; Universal
City Zoning Ordinance
City of Cibolo
The City of Cibolo includes a large amount of ETJ area
south of the incorporated city area. This ETJ extends
south past I-10, abutting the City of San Antonio’s ETJ,
and east along I-10, abutting the City of Seguin’s ETJ.
The recent rapid population growth is likely to spur
development and increase the rate of annexation. The
ETJ area along I-10 is expected to provide an important
development thoroughfare and contribute to the overall
growth within the area.
The city has currently zoned much of the annexed area
between SH 539 and I-10 as rural residential, while the
areas closer to I-10, along Bolton Road and Main Street
Extension, are zoned for commercial, commercial /
industrial, single-family residential and mixed use land
uses.
Page 9
These areas of concentration support the city’s goals of
expanding business development, industrial parks, and
retail development to diversify the city’s economy.
Sources: City of Cibolo – Update to the Master Plan, 2005; City of
Cibolo Economic Development website homepage, accessed Oct
2013; City of Cibolo Future Land Use and Thoroughfare Map, 2013;
City of Cibolo Overall Annex Map, July 9, 2013; Seguin City Limits /
ETJ map, undated
City of Garden Ridge
The City of Garden Ridge is bound to the north and west
by the City of San Antonio’s ETJ, to the east by
New Braunfels’ and Schertz’s ETJ, and to the south by
Schertz’s incorporated area. Current development is
limited by the location of the active quarry, in the middle
of the city. The city expects that the quarry will conclude
operations in approximately 25 years. At that time,
Garden Ridge expects to convert the property to
1,490 residential lots. Until such time the quarry
operations cease, land cannot be developed. The zoning
within the city is currently split into an even mix of
single-family residential / residence-agriculture and
industrial land uses.
Sources: City of Garden Ridge, Ordinance 13‐102008 (zoning),
Dec 3, 2008; City of Garden Ridge, Existing Zoning map, undated;
City of Garden Ridge, 2009 Water Master Plan & Impact Fee
Analysis
City of Live Oak
The City of Live Oak is bound to the north and west by
the City of San Antonio’s incorporated area, to the south
by the San Antonio ETJ and the City of Converse, and to
the east by the cities of Universal City and Selma. The
city supports goals for infill development and increased
density development. The city seeks to incorporate
varied density mixed uses with retail elements in
neighborhood-type residential developments. This
mixed use redevelopment is one of the city’s future land
use recommendations; others include encouraging
unique mixed-use non-residential development and
protecting prime retail property for the highest use
development. The city also seeks to capitalize on its
location at the intersection of I-35 and Loop 1604 by
furthering development of the business district in the
area through redevelopment and infill.
Sources: Future Land Use Plan, City of Live Oak Comprehensive
Plan 2022, undated; City of Live Oak, Texas, Zoning Map, Jul 2008
City of San Antonio
To further the city’s long-term viability and growth, the
City of San Antonio has identified supporting military
installations as one of their Comprehensive Master Plan
major goals, and supporting military missions and
operations as one of their Annexation Policy statements.
The City’s ETJ and incorporated areas are located north,
west, and south of JBSA-Randolph, but both are
physically separated from JBSA-Randolph by the cities of
Selma, Live Oak, Converse, and Schertz. The city’s
incorporated areas have been largely zoned for
single-family residential uses with adjoining / nearby
park and open space uses. Given the significant
single-family residential development occurring in the
cities between San Antonio and JBSA-Randolph, similar
growth is likely to occur in the area controlled by the City
of San Antonio.
Sources: City of San Antonio Comprehensive Master Plan
Framework, 2011; City of San Antonio Future Land Use Plan,
I‐10 East Perimeter Plan Update, 2008
City of Selma
The City of Selma is bound to the north by the City of
San Antonio’s ETJ, to the east by the City of Schertz, to
the south by the City of Universal City, and to the west
by the City of Live Oak. In 2005, approximately
one-quarter to one-third of Selma was undeveloped,
vacant land. Since then, several single-family residential
developments have been constructed as well as
multi-family residential; office; hotel, i.e., a Holiday Inn
Express; and both large, i.e., a Costco, and small retail
development.
Source: City of Selma, 2005‐2020 Comprehensive Development
Plan Volume I, Jun 2007
Page 10
To appropriately develop and assess compatibility issues for the JBSA-Randolph JLUS, it is
critical to understand the military operations and activities associated with JBSA-Randolph
missions and how those operations interface with nearby communities. This chapter
provides a brief overview of the mission operational footprint for JBSA-Randolph,
JBSA-Seguin, and Stinson.
JBSA-Randolph is located in Bexar County, Texas about 15 miles northeast of downtown
San Antonio. The installation is near major transportation corridors including Interstate 35
(I-35), I-10, and Loop 1604 and rail operated by Union Pacific. Neighboring, developed
communities include the City of Converse to the west, the City of Universal City to the
north, and the City of Schertz, which wraps around JBSA-Randolph extending from the
installation’s northeast corner to the installation’s southwest corner. In addition, there are
other communities that are proximate to the aforementioned cities including Cibolo,
Garden Ridge, Live Oak, and Selma.
JBSA-Randolph 3.1
The installation covers 2,894 acres and supports numerous activities and buildings that
support the mission. These include facilities and uses associated with airfield operations;
industrial / maintenance; administration; community commercial, i.e., Army and Air Force
Exchange Service (AAFES), and community service, i.e., chapel; medical; housing; outdoor
recreation; and open space / water.
Source: General Plan Randolph AFB, TX (undated)
Military Strategic Importance
JBSA-Randolph is a critical asset to the DOD and provides flying training to student and
instructor pilots. Test and evaluation of aviation-related training systems is also conducted
as part of the overall mission. JBSA-Randolph not only trains pilots and instructor pilots,
the base is also home to major headquarters within the United States Air Force (USAF)
including Air Education and Training Command, a major command in the USAF responsible
for all education and training of today’s airmen, Headquarters (HQ) Air Force Personnel
Center, and HQ Air Force Recruiting Service.
In addition to being a critical flying training wing in the USAF and a home to several AF HQs,
JBSA-Randolph provides over $1.3 billion in economic impact to both local and regional
economies. This impact is comprised of three components: annual payroll, annual
expenditures, and value of jobs created. Moreover, JBSA comprised of JBSA-Randolph,
JBSA-Lackland, and JBSA-Fort Sam Houston / Camp Bullis, in Bexar County provides over
$27.7 billion in economic impact to the region. These figures not only demonstrate the
economic importance of JBSA to the region, but demonstrate that JBSA-Randolph is a
significant component of the local economy.
Page 11
Military Operations
The 12th Flying Training Wing (FTW), the host unit at
JBSA-Randolph, conducts training for instructor pilots,
combat systems officers and introduction to fighter
fundamentals student pilot training. Pilot training is
performed in the T-6A Texan II, T-38 Talon, and T-1A
Jayhawk aircraft. Flight operations in support of the
12th FTW mission are conducted 260 days annually.
These operations are conducted during the day and
generally limited to the hours between 7:00 a.m. and
6:00 p.m. Night operations, i.e., from 10:00 p.m. to
6:00 a.m., are rare exceptions and require coordination
with and approval from the 12th FTW Operations Group
in accordance with the JBSA-R Noise Management Plan.
T-38C Talon aircraft. Photo courtesy of JBSA-Randolph.
Aside from flight operations conducted by aircraft based
at JBSA-Randolph, other military aircraft occasionally
utilize the airfield at the installation. These operations
are considered transient operations and have steadily
decreased over the years with 1,124 operations in
calendar year (CY) 2010 and 314 operations as of July
2013 for CY13. Transient operations are accepted up to
312 days per year – in contrast to the 260 days provided
to the 12th FTW for training. In addition to flying
training mission, the 12th FTW provides repair or
replacement of external parts on aircraft engines from
aircraft at JBSA-R and other AF installations.
Future Operations
To enable the US Air Force to train in a new two-seat jet
trainer, the USAF T-X program will begin in 2017 and is
expected to be fully operational by 2023. The T-X
aircraft will replace the T-38 Talon as the T-38 Talon fleet
is over 43 years old. The new T-X aircraft is a faster two-
seat jet that will enable sustained high-G operations,
aerial refueling, night vision imaging systems operations,
air-to-air intercepts, and data-link operations. This
aircraft will be more advanced regarding the information
systems capability of the aircraft as opposed to the
T-38 aircraft. With this advanced technology, the
T-X aircraft is more likely to have a larger noise footprint
than its counterpart the T-38. This could have increased
impacts on the communities in the vicinity of the
JBSA-Randolph airfield.
JBSA-Randolph Military 3.2
Mission Profile
The JBSA-Randolph mission profile is composed of
various footprints that are associated with the mission.
These components are either tangible meaning that they
are either physically seen and / or heard or intangible
meaning that they exist within space without being seen
or heard. One example of a tangible footprint is noise
associated with aircraft activity; one example of an
intangible component is the flight path that an aircraft
follows. These tangible and intangible footprints
comprise the mission profile. Oftentimes, the profile is
not contained within the confines of the military
installation; noise, for example, does not stop at the
fence line. The mission profile can potentially affect
areas adjacent to or near the installation. Conversely,
some development activities occurring in communities
such as residential or commercial development within or
adjacent to a military installation (depending on location)
have a potential to adversely impact aircraft operations.
The JBSA-Randolph mission footprints are both localized
and regional in nature. Localized footprints are shown in
Figure 2 and include:
Accident Potential Zones
Noise Contours
Bird and Wildlife Air Strike Hazard (BASH)
Vertical Obstructions
Imaginary Surfaces
Regional footprints are illustrated in Figure 3 and
include:
Military Training Routes (MTRs)
Military Operating Areas (MOAs)
Restricted Airspace
Page 12
Page 13
JBSA - Randolph
Schertz
Cibolo
San Antonio
San Antonio
Selma
Converse
Live Oak Universal City
Garden Ridge
Cibolo
B e x a r
B e x a rC o u n t y
C o u n t y
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
C o m a l
C o m a lC o u n t y
C o u n t y
§¨¦35
§¨¦10
§¨¦410
§¨¦410
£¤87
UV1604
UV13
UV368
UV218
UV106
UV539
UV337
Legend
Airfield Imaginary Surface
Primary Surface
Approach/DepartureClearance Surface(glide angle) = 50 ftto 1 ft up to 500 ft
Approach/DepartureClearance Surface(horizontal) = 500 ft
Inner HorizontalSurface = 150 ft
Conical Surface= 20 ft to 1 ft
Outer HorizontalSurface = 500 ft
Transitional Surface= 7ft to 1 ft
5-mile BASHRelevancy Area
Special Use Airspace(Alert Area A-635)
Noise Contour(dB)
65
70
75
80
FAA Part 77
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
Accident Potential Zones
Clear Zone
APZ I
APZ II
Regional Cities
JLUS Partners
City / Community
Bexar andGuadalupe CountyBoundaries
JBSA - Randolph
Runway Centerline
Interstate / Highway
Road
Railroad
River
Sources: JBSA - Randolph, 2013; FAA, 2013.
0 21 Miles
Military Footprint CompositeFigure 2
JBSA - Randolph
Page 14
^_
^_^_
Mexico
VR1421,876,759 acres
VR1401,083,375 acres SR287899,272 acres
SR290845,482 acres
SR293719,456 acres(Closed)
SR286714,538 acres
SR292792,163 acres
TEXON MOA, TX889,066 acres
RANDOLPH 2A MOA, TX1,123,696 acres
RANDOLPH 1A MOA, TX1,103,243 acres
RANDOLPH 1B MOA, TX588,754 acres
KINGSVILLE 5 MOA, TX368,120 acres
RANDOLPH 2B MOA, TX246,112 acres
R6312(C)61,749 acres
R6312(B)52,483 acresR6312(A)5,754 acres
A635118,186 acres A638109,468 acres
JBSA - Randolph
Stinson Municipal Airport
JBSA - Seguin Auxiliary Airfield
Gulf ofMexico
Legend
^_JLUS Airfield / Airport
Special Use Airspace
Military Training Route
Slow Speed Low Altitude Training Route
State Boundary
U.S. - Mexico Boundary
Sources: Randolph AFB, 2013; ESRI, 2013.0 7035Miles
NewMexico Oklahoma Arkansas
Louisiana
Mississippi
MEXICO Gulf ofMexico
Texas
Special Use AirspaceFigure 3
JBSA - Randolph
Maintaining and sustaining these local and regional
footprints plays a significant role in the long-term
viability of JBSA-Randolph and continued mission
readiness of the USAF.
JBSA-R Local Operational Footprint
The JBSA-Randolph airfield operational footprint is
comprised of the mission components associated with
airfield operations including accident potential zones,
noise contours, the BASH area, and imaginary surfaces.
These components involve varying levels of land use
planning from jurisdictions and the military to enable
compatibility with the military mission. Such planning
recommendations include restricting development in the
clear zone (CZ) of the airfield and lowering building
heights to prevent unnecessary vertical obstructions and
promote navigable airspace.
Accident Potential Zones
Accident potential zones (APZs) encompass three main
areas from the end of the runway(s): the CZ, APZ I, and
APZ II. These zones start at the ends of the runways and
extend outward and are delineated based upon
historical data of aircraft accidents. DoD recommends
land uses for these areas to encourage and promote
compatibility with military operations and to protect the
public welfare. As shown in Figure 2, the CZ extends
outward from the ends of the runways by 3,000 feet and
is 3,000 feet wide and has the potential to create
compatibility issues within the cities that are
encompassed within the CZs. The APZ I measures
3,000 feet wide by 5,000 in length and APZ II measures
3,000 feet wide and 7,000 feet in length, they extend
outward from the CZ respectively.
It should be noted that the northern JBSA-Randolph CZs
encompass land within Universal City and the City of
Schertz, and the southern CZs encompass land within
the cities of Converse and Schertz. The northern
APZ I areas are within the cities of Universal City and
Schertz and the southern APZ I encompasses land in the
cities of Converse, Schertz, and San Antonio. The
northern and southern APZ II areas extend into the cities
of Universal City, Selma, and Schertz, respectively.
Aircraft Noise Contours
The noise contour information was prepared for
Randolph AFB in the 2008 AICUZ Study. The AICUZ was
updated in part, due to the change in noise exposure
since the 2000 AICUZ. The noise exposure is modeled
based off of the type of aircraft flown, including the T-6
and T-38 for annual average busy-day aircraft
operations. The loudest JBSA-R noise contours
generated by military aircraft operations occur within
the installation boundaries, but portions of the 65 dB
and 70 dB noise contours extend off base into the
surrounding communities of Converse, Universal City
and Schertz and in small portions of land not contained
in the Study Area.
Imaginary Surfaces
The DOD under Unified Facilities Criteria
(UFC) 03-260-01 has identified certain imaginary
surfaces around runways at military installations to
determine how structures and facilities are evaluated for
creating vertical obstructions around an active airfield.
The imaginary surfaces build upon each other and are
designed to eliminate obstructions either natural or
man-made, to air navigation and operations. Each type
of imaginary surface has different dimensions, planes or
slopes in which a structure intruding upon it may be
considered a vertical obstruction. Figure 2 illustrates the
JBSA-Randolph imaginary surfaces and provides the
allowable heights and slopes in these imaginary surfaces.
Bird Air Strike Hazard Relevancy Area
Birds and wildlife pose a threat to military training and
flight operations. Due to changes in regional migratory
patterns and the availability of dense foliage for roosting
on the installation, JBSA Randolph has become an ideal
habitat for a flock of migratory White Winged Dove. At
an estimated flock size of 12,000-15,000 birds, and
growing, the White Winged Doves present a particularly
acute risk to high-speed jet operations on Randolph's
east runway. These birds accounted for only
12.5 percent of damaging bird-strikes in FY 12, but this
rate steadily increased to 55.6 percent of damaging bird-
strikes in FY 14. Aggressive efforts are underway to
contain the expanding BASH threat. Risk mitigation
techniques, such as adjusting flight operations,
successfully reduced overall bird strikes from 75 in FY13
to 70 in FY 14.
Page 15
Previous short-term methods are planned for expanded
use in FY 15 but are considered unsustainable due to
long term effects on lost training and reduced pilot
production. Habitat reduction by eliminating retaining
ponds and flora favorable to these species greatly
reduces the risk associated with bird activities. While
small in number, large bird species that inhabit
installation water sources are especially damaging in an
aircraft strike incident. These large birds, such as Cranes
and Egrets, are most effectively controlled by eliminating
nonessential water sources both on the installation and
in the communities surrounding the installation.
Figure 2 illustrates the FAA statistical BASH relevancy
area around JBSA-Randolph.
BASH impact to aircraft. Photo courtesy of JBSA-Randolph.
Vertical Obstructions
Separately from and in addition to the established
imaginary surfaces, the FAA also establishes further
guidance to reduce the potential for accidents
surrounding an airfield. This guidance is codified in the
Code of Federal Regulations at Title 14, Part 77.17 and
utilized by the FAA during obstruction evaluations. The
guidance and process for obstruction evaluation is more
fully detailed in Section 4: Existing Tools as it is not a
military-specific element and is not a direct result of
JBSA-Randolph operations. It is included here, within the
military profile, nonetheless, because it is associated
with airfield operations. Figure 2 illustrates Part 77
relevancy areas.
JBSA-R Regional Operational Airspace
With respect to military operations, regulatory special
use airspace (SUA) includes prohibited areas and
restricted areas. Non-regulatory special use airspace
includes military operating areas (MOAs), military
training routes (MTRs), warning areas, alert areas,
national security areas, and controlled firing areas.
Specific to JBSA-Randolph, regulatory and non-regulatory
special use airspace includes MOAs, MTRs, and
slow-speed low altitude training routes, as well as alert
areas and restricted airspace as illustrated in Figure 3.
Military Operating Areas
The Randolph 1A MOA is located east/southeast of San
Antonio. The Randolph 1B and Kingsville 5 MOAs are
both located southeast of San Antonio. The Randolph 2A
and 2B MOAs are both located west of San Antonio. The
TEXON MOA is located northwest of San Antonio and is
the greatest distance away from San Antonio out of all of
the MOA. While these areas are not located within this
JLUS study area, it is discussed here and shown in
Figure 3 to provide a comprehensive picture of the
overall airspace footprint for the JBSA-Randolph mission.
Source: San Antonio Sectional (May 2, 2013) FAA; Joint Order
7400.2J: Procedures for Handling Airspace Matters – Military
Operations Areas (Aug 22, 2013) FAA; Installation Complex
Encroachment Management Action Plan figure (March 2012) JBSA;
in person interview with S Taylor (Jul 2013); GIS data provided by
JBSA‐R
Military Training Routes
There are two types of MTRs associated with the JBSA-R
operations: instrument flight rule or IFR and visual flight
rule or VFR. The primary difference between IFR and
VFR MTR is the ability to fly with or without the use of
instruments in various weather conditions.
There are also Slow Speed Altitude Training Routes
associated with JBSA-Randolph and an alert area. Slow
speed, low altitude training routes (SR) are generally not
considered a MTR, but are treated much the same as a
MTR. The SUA and Slow Speed Low Altitude Training
Routes are illustrated in Figure 3. This figure also
illustrates the regional airspaces for which numerous
installations in the region use to perform their training
missions.
Source: Area Planning AP/1B Chart, Military Training Routes‐
Central U.S. (May 2, 2013) National Geospatial‐Intelligence Agency
[NGA]; Area Planning, Military Training Routes – North and South
America (Nov 15, 2012) NGA; Installation Complex Encroachment
Management Action Plan figure (March 2012) JBSA; in person
interview with S Taylor (Jul 2013); GIS data provided by JBSA‐R
Page 16
JBSA‐R Alert Area A‐635
The large amount of flight activity involving student
pilots associated with the JBSA-Randolph mission
required the airspace surrounding the airfield to be
designated Alert Area A-635. It should be noted that
Alert Area A-635 does not extend into or include any of
the Class D airspace that is directly associated with the
JBSA-Randolph airfield; it does, though, envelop and
surround the entire Class D airspace. Alert Area A-635
covers an area comprising 118,186 acres and is
illustrated on Figure 3.
Alert Area A‐638
Like the designation of Alert Area A-635 due to the large
amount of flight activity involving student pilots
associated with the JBSA-Randolph mission, the airspace
over the JBSA-Seguin airfield is also designated as Alert
Area A-638 for the same reasons. A-638 covers an area
comprising 109,468 acres. This SUA is shown in Figure 3.
Alert Area A-638 does not preclude entry by aircraft
unassociated with the military flight operations;
although, it does require all flight operations in the area
to be conducted under VFR. Other attributes associated
with Alert Area A-638 includes an operational area that
extends vertically to and including 3,000 ft. mean sea
level (MSL) and horizontally across a large area
encompassing the airfield. The time of use associated
with A-638 begins at sunrise and ends at sunset from
Monday to Friday.
Source: San Antonio Sectional (May 2, 2013) FAA; Installation
Complex Encroachment Management Action Plan figure (March
2012) JBSA; in person interview with S Taylor (Jul 2013); GIS data
provided by JBSA‐R
Aerial Refueling Area AR614
There is one aerial refueling area west of JBSA-Randolph
designated as AR614. Aerial refueling must be conducted
within the designated airspace under instrument flight
rules and on flight tracks with specific entry and exit
points. In AR-614, the refueling altitude is designated at
flight level (FL) 250 (25,000 ft.), FL 270 (27,000 ft.) or as
designated by Air Traffic Control. The time of operation
for AR614 is unlimited.
Source: http://ivaous.org/main/pilot/military/Airrefueltracks.pdf
JBSA-Seguin Auxiliary Airfield 3.3
JBSA-Seguin is centrally located in Guadalupe County,
three miles east-southeast of the City of Seguin and
almost 27 miles east of JBSA-Randolph. It has one
runway and covers 961 acres. It is an unattended airport
and restricted to use by the military; prior authorization
is required prior to landing at the airfield. The
infrastructure and environs at JBSA-Seguin are the
responsibility of JBSA-Randolph.
Military Operations
JBSA-Seguin supports the flight instruction training
mission at JBSA-Randolph, providing an area free from
urban encroachment ideal for touch-and-go operations,
practice approaches, and emergency landing procedures
practice. Runway renovations were recently completed
at JBSA-Seguin and the airfield is operational to support
the flight instruction training mission.
JBSA-Seguin Military Mission Footprints
The JBSA-Seguin mission footprint is illustrated on
Figure 4 and is comprised of the mission components
associated with airfield operations including accident
potential zones, noise contours, the BASH area, and
imaginary surfaces.
Accident Potential Zones
The APZ zones, i.e., CZ and APZs, for JBSA-Seguin were
mapped in the 2000 AICUZ Study for Seguin Auxiliary
Airfield, Texas. Knowing that the length of the runway
has not changed since that time, the safety zone
dimensions have not changed. As mentioned before, the
AF standard measurements for CZs extend outward
3,000 feet from the end of the runway and 3,000 feet
wide. The CZ is the standard size and encompasses
areas in unincorporated Guadalupe County. The APZ I
and II measurements are the standard size affecting both
the city and county. Figure 4 illustrates these APZs.
Source: AICUZ Study for Seguin Auxiliary Airfield, TX, Dec 2000.
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JBSA - SeguinAuxiliary Airfield
New Braunfels
NewBerlin
G u a d a l u p e
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Airfield Imaginary Surface
Primary SurfaceApproach/DepartureClearance Surface(glide angle) = 50 ftto 1 ft up to 500 ft
Approach/DepartureClearance Surface(horizontal) = 500 ft
Inner HorizontalSurface = 150 ft
Conical Surface= 20 ft to 1 ft
Outer HorizontalSurface = 500 ft
Transitional Surface= 7 ft to 1 ft
5-mile BASHRelevancy Area
Special Use Airspace(Alert Area A-638)
Noise Contour(dB)
65
70
75
80
FAA Part 77
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
Accident Potential Zones
Clear Zone
APZ I
APZ II
Regional Cities
JLUS Partners
Seguin
Guadalupe County
JBSA - Seguin Auxiliary Airfield
Runway Centerline
Interstate / Highway
Road
Railroad
River
Sources: JBSA - Randolph, 2013; FAA, 2013;AICUZ Study for Seguin Auxiliary Airfield, 2000.
0 21 Miles
Military Footprint CompositeFigure 4
JBSA - Seguin Auxiliary Airfield
Aircraft Noise Contours
As shown in Figure 4, the JBSA-Seguin noise contours do
not interface with the City of Seguin directly. However,
it should be noted that a majority of the noise contours
directly affect land uses within Guadalupe County.
Additionally, the 65 dB contour is proximate to a portion
of the eastern city limit of Seguin, and there is a small
portion of the 75 dB noise contour that is located
off-installation.
Imaginary Surfaces
Figure 4 also displays the dimensions of the imaginary
surfaces layers that build upon each other and surround
the JBSA-Seguin airfield. The dimensions, planes, and
slopes of these surfaces are the same as those
associated with the JBSA-Randolph airfield, as both
JBSA-Randolph and JBSA-Seguin airfields include Class B
runways.
Source: AICUZ Study for Seguin Auxiliary Airfield, TX (Dec 2000);
Unified Facilities Criteria: Airfield and Heliport Planning and Design
(Nov 17, 2008) DOD
Bird Air Strike Hazard Relevancy Area
Figure 4 illustrates the JBSA-Seguin BASH relevancy area,
the BASH Plan notes one issue related to this area–
circling and soaring raptors and increased vulture
activity. JBSA-Randolph believes these activities are
associated with hunting field dressing deer during the
season, beginning the end of September to the
beginning of November for archery only and beginning
November to the beginning of January for the general
season.
Vertical Obstructions
As previously indicated within the information regarding
JBSA-Randolph, the FAA established guidance to reduce
the potential for accidents surrounding an airfield. More
information about the FAA guidance is included in
Section 4: Existing Tools and in the JBSA-Randolph
description. Figure 4 displays JBSA-Seguin Part 77
relevancy areas.
Source: 14 CFR § 77.17
Stinson Municipal Airport 3.4
Stinson Municipal Airport (Stinson) is owned and
operated by the City of San Antonio. The inclusion of
Stinson within the JBSA-Randolph JLUS is based on the
JBSA-Randolph military flight operations that occur at
Stinson. Accordingly, information in this section
regarding Stinson will be limited to the operations
involving JBSA-Randolph to the extent possible.
Current Operations
While the majority of Stinson’s current operations are
general aviation, the relevant component to this JLUS is
the JBSA-Randolph military operation involvement. The
total of all military activities totaled 7,146 for a
12-month period ending March 26, 2011. This total
represents 4.5 percent of the total aviation operations
conducted at Stinson for the same period. Historical
data captured from 2002 to 2011 shows transient
military operations outnumbered local military
operations for all years between and including 2002 to
2008. Beginning in 2009, the number of transient
military operations decreased from previous years, but
appears to have stabilized around 3,000 to 3,500 annual
operations based on available data.
Source: Stinson Municipal Airport Master Plan Update (May 2013)
Kimley‐Horn and Assoc.; Airport Master Record (Jun 27, 2013) FAA;
Advisory Circular 150/5300‐13A (Sept 28, 2012) FAA; San Antonio
Sectional (May 2, 2013) FAA; FAA Airport Master Record, 2013.
Stinson Mission Footprint
The overall footprint relating to the operations at Stinson
is likely to be reflective of the general aviation
operations unlike the footprint for JBSA-Randolph and
JBSA-Seguin, where data for those two locations only
included military operations. In addition, the footprint
relative to military operations, as illustrated in Figure 5,
is likely to be exaggerated since the military operations
only comprise a small percentage of the overall aviation
operations.
Safety Zones
Several different safety and protection zones comprise
the Stinson Municipal Airport Safety Zones. They are
Object Free Areas, Runway Protection Zones, Runway
Safety Areas and Obstacle Free Zones.
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UV422
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UV1604
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Legend
5-mile BASH Relevancy Area
Runway Protection Zones
Noise Contours (DNL)
60 dB
65 dB
70 dB
75 dB
FAA Part 77
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
JLUS Partner
San Antonio
Bexar County
Stinson Municipal Airport
Runway
Interstate / Highway
Road
Railroad
River 0 21 MilesSources: FAA, 2013; Ricondo & Associates, 2013.
Military Footprint CompositeFigure 5
Stinson Municipal Airport
Object Free Areas and Runway Protection Zones
CZs and APZs are associated with military airfields.
Civilian airfields, in contrast, utilize object free areas
(OFAs) and runway protection zones (RPZs). The OFA is
located in the same general area and serves the same
purpose as the military’s CZs in that it is an area located
at the end of a runway and is intended to be “free of
objects” as noted in the FAA Advisory Circular regarding
airport design. Additionally, the RPZs act similarly to the
APZs in that they are designed to minimize harm to
persons and property in the event of an aviation-related
incident during takeoff or landing. RPZs, though, differ
from APZs in size, shape, and property ownership
requirements. RPZs vary in size and are enlarged or
minimized according to the type of aircraft a runway
supports.
Figure 5 displays RPZs at Stinson. All of the runways at
Stinson include RPZs, but do not include OFAs. This is
because the active part of the runway, the point at
which an aircraft will physically gain or lose contact with
the runway during landing or takeoff, starts several
hundred feet from the end of the paved area associated
with the runway. The active start of the runway – the
runway threshold - is displaced from the end of the
paved area. These runway areas are not used for takeoff
or landing and act as the OFA since the area is kept free
of objects by virtue of the paved areas associated with
the runway location.
Source: Advisory Circular 150/5300‐13A (Sep 28, 2012) FAA;
Memorandum: Interim Guidance on Land Uses within a Runway
Protection Zone (Sep 27, 2012) FAA; Stinson Municipal Airport
Master Plan Update (May 2013) Kimley‐Horn and Assoc.
Runway Safety Area
The runway safety area (RSA) includes all areas directly
adjacent to the runway and is sized to arrest 90 percent
of all runway overruns. According to the FAA, “The RSA
enhances the safety of aircraft which undershoot,
overrun, or veer off the runway, and it provides greater
accessibility for fire-fighting equipment during such
incidents.” The size of the RSA is standardized based on
the aircraft approach category and the aircraft design
group.
Source: Advisory Circular 150/5300‐13A (Sep 28, 2012) FAA;
Stinson Municipal Airport Master Plan Update (May 2013)
Kimley‐Horn and Assoc.; FAA AC, 2012.
Obstacle Free Zone
The primary purpose of the obstacle free zone (OFZ) is to
ensure the safe maneuver of aircraft in the areas near
and adjacent to an airfield / runway. The OFZ
dimensions for civilian runways are fully dependent on
“approach minimums for the runway end and the
aircraft on approach”. Accordingly, the size of the OFZ is
standardized based on the aircraft approach category
and the aircraft design group.
Source: Advisory Circular 150/5300‐13A (Sep 28, 2012) FAA;
Stinson Municipal Airport Master Plan Update (May 2013)
Kimley‐Horn and Assoc.; FAA AC, 2012.
Aircraft Noise Contours
Similar to the noise modeling and resulting noise
contours prepared for JBSA-Randolph, noise contours
were produced for activities at Stinson and are shown in
Figure 5. While the DNL 75 dB and 70 dB noise contours
are confined to the Stinson Municipal Airport property,
the DNL 65 dB contour extends off the southern end of
Stinson approximately 500 feet into San Antonio. The
DNL 60 dB noise contour associated with the south end
of the airport property extends into areas where
residential and industrial uses are located. According to
the Airport Improvements document, four residential
dwelling units having approximately 11 persons would
be affected by noise equal to or greater than DNL 60 dB.
Source: Airport Improvements for Stinson Municipal Airport
Environmental Assessment (Jun 2007) Ricondo & Assoc
Imaginary Surfaces
The imaginary surfaces that help to define acceptable
height limits for civilian airports are established by the
FAA and implemented based on the aircraft approach
category and the aircraft design group. The City of
San Antonio’s Unified Development Code Airport Hazard
Overlay District stipulates the surfaces and size of
surfaces developed for and utilized by Stinson. These
surfaces are shown in Figure 5.
Source: 14 CFR § 77.17; City of San Antonio Unified Development
Code Section 35‐331: “AHOD” Airport Hazard Overlay District,
Jan 2006
Page 21
Bird Air Strike Hazard Subzone
FAA recommendations for BASH management state that
land use management around an active airfield out to
five statute miles from the center of the runway is key to
mitigating the incidence of BASH. The FAA indicated this
area was the area where BASH incidents were most likely
to occur because aircraft are flying at lower altitudes and
speeds. This makes the probability for BASH incidents to
occur higher as BASH incidents typically occur at
altitudes up to 3,500 feet AGL. The BASH relevancy area
for Stinson is shown on Figure 5.
Vertical Obstructions
As previously mentioned in the JBSA-Randolph and
JBSA-Seguin operational footprints, the FAA established
guidance to reduce the potential for accidents
surrounding an airfield based on heights of structures
and ground elevation. More information about the FAA
guidance is included in Section 4: Existing Tools and in
the JBSA-R description. Figure 5 illustrates the FAA
Part 77 footprint for Stinson.
Page 22
There are numerous existing tools that can be used to encourage, promote, and manage
compatibility between military installations and their neighboring communities. These
tools exist at the federal, installation, state, regional, and local level and are used for
compatibility purposes to guide every day land use and operational decisions in
communities and on military installations.
This chapter lists some of the key tools that are currently, or are recommended to be more
efficiently utilized or enhanced to address the compatibility issues identified by the
JBSA-Randolph (JBSA-Randolph) Joint Land Use Study (JLUS) process. The tools listed in
this section are not exhaustive, but are meant to provide a brief overview of the primary
tools currently utilized in the JLUS Study Area.
Federal Programs and Policies 4.1
The federal programs and policies are provided for by the various branches of the federal
government. These tools authorize other federal, state, and local agencies to implement
regulatory measures and policies to protect the multiple resources that are involved in
land use and military compatibility planning. The intent of these regulatory measures and
policies include the protection and preservation of the quality of life and public welfare and
the myriad of natural resources including land, water, and airspace.
These tools assist land use decision makers and planners of all levels to make informed
decisions, which can enable compatible land use development between joint land uses—
military and community land uses.
Federal programs and policies were evaluated in the JBSA-Randolph JLUS to assist in
determining where areas of improvement could enable enhanced land use planning at the
local level. Some key federal programs that were evaluated in the JBSA-Randolph JLUS
process include but are not limited to the Air Installation Compatible Use Zone (AICUZ)
Program and the Federal Aviation Act, specifically FAA Regulation Title 14 Part 77. For a
complete description of these programs and tools, see the Background Report, Chapter 4,
Existing Compatibility Tools.
JBSA-Randolph Tools 4.2
The JBSA-Randolph installation tools provide guidance for land uses and development
activities on the installation. These tools govern land use decisions that occur inside the
fence line.
These tools provide guidance and establish standard operating procedures during certain
events such as a bird air strike hazard (BASH) condition and / or the parameters for
conducting missions within the military operating area (MOA). There are various
installation tools that are instrumental in assisting and guiding land use decisions as they
interface with the military mission. Some key JBSA-Randolph tools that were evaluated in
the JLUS process include but are not limited to the BASH Plan and the JBSA-Randolph 2030
General Plan. However it should be noted, the 12 Flying Training Wing (FTW) does not
consider the AICUZ land use recommendations as compatible with its training operations.
The 12 FTW conducts approximately 200,000 flight movements annually in fighter-trainer
type aircraft and the density of urban development recommended by the AICUZ
substantially increases mission risk and the likelihood that people and property will be
significantly impacted by an aircraft mishap.
Page 23
State of Texas Tools 4.3
The state tools provide further assistance and protection
of land uses in the State of Texas. The tools authorize or
mandate local counties and cities to provide for the
protection of the State’s valuable industries including the
DOD and agriculture. In addition, the State’s tools
require communities and developers to protect and
preserve the State’s natural resources including land and
water by establishing further regulatory measures to
ensure the natural environment is preserved and
protected from over-consumptive practices.
Some essential State tools that were analyzed in this
JLUS include but are not limited to the Joint Airport
Zoning Board (JAZB) authorized by Chapter 241 of the
Texas Local Government Code, the Texas Military
Preparedness Commission and the Airport Compatibility
Guidelines authored by the Texas Department of
Transportation, Aviation Division.
Texas Local Jurisdiction 4.4
Planning Tools
The planning tools used by the study area jurisdictions
were analyzed and categorized as permanent,
semi-permanent, or conditional. In Texas, only cities
may enforce traditional land use and development
regulatory authority. Very few counties in Texas have
limited authority to regulate land uses, i.e. Bexar County
is authorized to regulate lighting in the unincorporated
portions of the county. Counties are not required to
adopt Comprehensive Plans; however, cities are required
by state law to have a comprehensive plan and update it
every five years.
Texas Local Government Code provides cities and
counties with authority to regulate the subdivision of
land within incorporated and extraterritorial jurisdiction
(ETJ) areas, including managing roads, streets, drainage,
and rights-of-way. In general, land cannot be divided in
Texas without local government approval. Dividing land
for sale or lease is regulated by local ordinances based
on the Texas Local Government Code (Chapter 212 for
cities and Chapter 232 for counties).
In the case of cities, the comprehensive plan, zoning,
subdivision, and other ordinances govern the design of
the subdivision, the size of its lots, and the types of
improvements (street construction, sewer lines,
drainage facilities, etc.). Counties may only regulate
subdivisions as they apply to roads, property setbacks
and groundwater.
There are 29 incorporated municipalities and numerous
smaller, unincorporated communities within Bexar and
Guadalupe Counties. While the missions conducted at
JBSA-Randolph have the potential to intermittently
affect different parts of the counties at one time or
another, this JLUS focuses on areas of Bexar County and
its incorporated cities of Converse, Garden Ridge, Live
Oak, San Antonio, Schertz, Selma, and Universal City, and
Guadalupe County and its incorporated cities of Cibolo
and Seguin. These areas are most affected by
JBSA-Randolph operations and conversely, are the areas
that have the most potential to pose compatibility issues
for JBSA-Randolph.
Some essential local jurisdiction planning tools that were
analyzed in this JLUS include but are not limited to the
following:
Comprehensive Plans, Unified Development Code
and Zoning Ordinances and Orders, and
Subdivision Regulations
Building Codes
Annexation Regulations
City of San Antonio Airport Hazard Overlay
District/ Military Airport Overlay Zone
City of San Antonio Military Sound Attenuation
Overlay Districts, Section 35-339.05
City of Schertz Airport Installation Compatible Use
Zone District
City of Universal City Perpetual Clear Zone
Easement and Formal Coordination Letters
The local jurisdiction planning tools provide further
assistance and protection of land uses in the
communities proximate to JBSA-Randolph facilities.
Page 24
Identification of Compatibility Issues 5.1
Compatibility, in relation to military readiness, is defined as the balance or compromise
between community and military needs and interests. The goal of compatibility planning is
to promote an environment where both entities communicate, coordinate, and implement
mutually supportive actions that allow them to achieve their respective goals and
objectives.
Numerous factors influence whether community and military plans, programs, and
activities are compatible or in conflict. For the JBSA-Randolph JLUS, 24 compatibility
factors were evaluated to confirm the presence of, and establish priorities for, the key
Study Area issues. Two of these factors, noise and vibration, were grouped together due to
similar issues and strategies.
JBSA-Randolph Compatibility Issues by Factor 5.2
Alternative Energy Development is the likelihood of development of alternative energy
developments within the JBSA-Randolph JLUS Study Area. Alternative energy includes
wind and solar energy facilities. Any current or proposed wind or solar facilities in the
study area located in areas where low-altitude aviation operations can occur can create a
vertical obstruction and / or visual impairment for pilots. The uncoordinated placement of
these facilities can lead to incompatibilities with the JBSA-Randolph mission. The following
Alternative Energy Development issue was identified:
Local ordinances do not regulate alternative energy equipment or facility siting
which may pose a vertical obstruction and/or safety issue for flight operations.
Anti-Terrorism / Force Protection is the protection and security of the nation’s defense
assets. Issues are created when national defenses can be breached or compromised, such
as development close to the fence line where the public can view operational activities. It
is important for the DOD and JBSA-Randolph to address these issues to ensure military
readiness. The following Anti-Terrorism / Force Protection issue was identified:
JBSA-Randolph East Gate does not meet all AT / FP requirements, which may affect
security and local community traffic congestion due to the traffic throughput
constraints at the gate.
Communication / Coordination is the communication and collaboration between multiple
agencies engaged in a common goal. For the JBSA-Randolph JLUS, interagency
coordination represents several challenges for both JBSA-Randolph and surrounding
communities. The lack of a coordinated approach when planning activities including
proposed development and infrastructure extensions can result in incompatibilities for
sustaining the JBSA-Randolph mission and growth of the surrounding communities. The
lack of information sharing such as important geographic information system data used for
planning and mapping can potentially result in incompatible development near the
installation and ranges. The following Interagency Communication / Coordination issues
were identified:
Local jurisdictions and the public are not clear who they should contact at
JBSA-Randolph regarding specific questions, complaints or coordination.
Page 25
There is a need for JBSA-Randolph to enhance
their coordination and notification with the local
jurisdictions / public when there is an increase in
military training activities that are outside their
typical training schedule.
There is a need for better coordination between
JBSA-Randolph and local jurisdictions regarding
proposed development applications to achieve
compatible development in support of the military
mission and the positive economic impact the
military brings to the community.
There is no defined JBSA-Randolph response time
for reviewing proposed development actions
within the Universal City Perpetual Clear Zone
Easement Area.
There is a lack of notification or accurate
notification to potential buyers looking to
purchase property / homes within the Accident
Potential or Clear Zones.
There is a lack of notification to potential home
buyers that a military installation is located within
the area which may generate noise, vibration or
other impacts associated with military missions.
Multiple agencies advocate for the preservation of
military mission and local economic development
and have similar overarching goals, but lack
integrated coordination reducing the potential for
maximization of resource use and shared benefits.
A comprehensive set of Geographic Information
Systems (GIS) data depicting military mission
profiles and footprints is not available to local
jurisdictions and agencies.
Continued coordination of the shared airspace
between JBSA-Randolph and San Antonio
International Airport is important to ensure the
safety of the pilots and the public located beneath
the airspace.
Despite notification from Houston Air Route
Traffic Control Center, general aviation aircraft
enter Military Operating Areas where military
aircraft are conducting nontraditional flight
maneuvers.
The Metropolitan Planning Organization Board
does not include JBSA-Randolph representation.
There is a lack of temporary construction and
crane operation permits within the jurisdictions
for the approach and departure corridor.
Dust, Smoke, and Steam is a by-product generated by
both military and civilian activities. Dust and smoke is
not only a visibility nuisance, but can also be an air
quality issue for Bexar County. Dust from agriculture
activities located near the airfields can be incompatible
with low-level flight operations and create visual
impediments for pilot navigation. The following Dust,
Smoke, and Steam issue was identified:
The refinery near Stinson Municipal Airport emits
particulate into the air that can create a visibility
hazard for pilots.
Housing Availability is the availability of eligible and
qualified housing units to military personnel and their
families. While military personnel from visiting units
reside on-base, mission increases will need to be
coordinated with communities so that they can plan and
prepare for additional housing to accommodate any
growth in personnel. The following Local Housing
Availability issue was identified:
As growth continues to occur within the area
surrounding JBSA-Randolph, the availability of
adequate housing to support the needs of military
personnel may be limited.
Infrastructure Extensions represent compatibility issues
for JBSA-Randolph based on their proposed or planned
location. Transportation routes and electrical and water
infrastructure impact land uses differently based on
location, magnitude of the improvements, and the
resulting outcome. Infrastructure extensions tend to
catalyze development in the surrounding communities.
This development can create incompatibilities with
JBSA-Randolph military operations. The following
Infrastructure Extensions issues were identified:
Page 26
Desire for additional sewer treatment capacity
within the City of Schertz – south and east of
JBSA-Randolph as well as other future plans for
infrastructure improvements in surrounding
communities could encourage incompatible
growth.
JBSA-Randolph currently does not have a
redundant water supply system and may be at risk
if their existing system fails.
Land / Air Space Competition is defined as multiple uses
of both land and air spaces. The JBSA-Randolph JLUS
evaluated land and air space shared between military
and civilian activities relative to commercial / civilian—
general aviation operations in the region. The JBSA-
Randolph JLUS also assessed several land areas used for
recreational purposes. The following Competition for
Land and Air Spaces issues were identified:
The airspace that JBSA-Randolph uses is already
congested and concerns exist that the
competition for airspace will increase due to
community airport growth, expanded
JBSA-Randolph operations, and potential
San Antonio International Airport runway
improvements.
New Braunfels Regional Airport and Stinson
Municipal Airport civilian flight training operations
occur in the same airspace used by JBSA-Randolph
military trainers for runway approach.
Proximity of other airfields to JBSA-Randolph and
JBSA-S auxiliary runway approaches create
airspace conflicts.
Land Use is the
impetus for the
JBSA-Randolph JLUS.
The JLUS assesses
various components
of land use to
determine
compatibility between unique military missions and the
economic vision of the surrounding jurisdictions. This
assessment considers accomplishing mutual goals and
benefits to facilitate the military’s continued training
mission for readiness while allowing for economic
development in adjacent communities. Certain land
uses are sensitive to noise, vibration, and other impacts
generated by military training exercises. In contrast,
certain land uses employed by communities can limit
military training activities by encouraging annexation
practices in areas critical to the military mission. The
following Land Use issues were identified:
Several local jurisdictions that have areas which
are located within the airfield safety zones or
noise contours do not reference or implement the
AICUZ recommendations.
The language about AICUZ recommendations in a
few of the local jurisdictions zoning ordinances are
not clear and may create an interpretation
challenge.
Concern about the application of the 2011 AICUZ
DOD Instructions Floor to Area Ratio (FAR)
recommendation. The Floor to Area ratio
recommendation was not part of the AICUZ but it
is part of the instructions.
Legislative Initiatives are issues that require legislative
action or amendments to ensure compatibility factors
are addressed within local jurisdictions that affect or are
affected by proximity to JBSA-Randolph. The following
Legislative Initiatives issue was identified:
Current real estate seller disclosure forms do not
contain notice informing potential buyers that
military training operations occur within the area.
Bexar and Guadalupe Counties have limited
zoning and subdivision authority, which restricts
the enforcement of compatible development.
Light and Glare can be generated by both military and
civilian uses. Light and glare can be generated from
certain construction materials during the daytime when
sunlight reflects off the structure. This can create visual
impairments for pilots flying at low altitudes. Certain
types of alternative energy development can create
glare for pilots in training, posing a safety hazard to the
pilot and the aircraft. The following Light and Glare
issues were identified:
Commercial and retail development, particularly
outdoor retail and commercial activities that
require additional lighting, may impact flight
operations at JBSA-Randolph.
Rooftop- or ground-mounted solar panels without
anti-reflective coating can create glare.
Directed light from unregulated and
unconventional sources, i.e., laser scope for paint
Page 27
ball shooting accuracy, can be hazardous to pilots
and cause temporary blinding.
A lack of consistency in controlling light sources,
glare, and general ambient light may result in an
unsuitable night training environment for flying
training operations.
Noise and Vibration are the result of both military
training exercises and construction and development
activities. These factors can be incompatible with
sensitive land uses. Noise that is loud and extending into
night hours can disrupt the lives of the public. Vibration
can disrupt daily living activities and in extreme cases
cause structural damage. The JLUS strives to balance
community quality of life with mission operations and
readiness.
The following Noise and Vibration issues were identified:
The military flight operations that occur at
JBSA-Randolph, JBSA-S, and Stinson Municipal
Airport produce noise that is heard outside the
boundaries of the installations.
Local jurisdiction’s building codes do not require
sound attenuation per the Federal Aviation
Administration / Department Of Defense
guidance.
JBSA-Randolph and San Antonio International
Airport flight patterns may be redirected due to
weather or congestion which may lead to noise
complaints sent to JBSA-Randolph that were
actually caused by aircraft from the commercial
airport.
General concern that JBSA-Randolph cannot
forecast future mission requirements, i.e., larger
aircraft, which may generate a larger noise
footprint and increase noise complaints from the
community since many people are not aware that
a change in a flying mission may impact the
amount of aircraft noise they may hear.
JBSA-Randolph may expand maintenance depot
activities and night operations that could include
engine run-up exercises on test cells which may
generate an increase in noise complaints.
Concern that noise complaints may increase at
JBSA-S Auxiliary Airfield after the runway
improvements are completed and flight
operations resume.
Vibration complaints are an issue in the cities of
Schertz and Universal City.
Roadway Capacity can create incompatibilities between
military operations and civilian activities due to limited
roadway capacity. Roadway Capacity was evaluated for
coordination of improved public roadways to meet the
needs of both military and civilian uses. The following
Roadway Capacity issue was identified:
Mass transit is limited around JBSA-Randolph due
to the suburban nature of the area.
Road network near JBSA-Randolph is congested
with frequent wait times / delays during peak use
hours; this affects JBSA-Randolph and local
communities.
Potential retail development along FM-3009
(Roy Richard Drive) and Interstate 35 in the city of
Schertz may result in increased local traffic.
Current Union Pacific rail operations supporting
the natural gas extraction industry temporarily
halt thru-traffic on State Highway 218 (Pat Booker
Road) causing periodic vehicle stacking near
JBSA-Randolph.
Thirty to forty commercial deliveries / trucks
queue along Old Seguin Road to enter
JBSA-Randolph through the South Gate and
impact local roadway congestion.
Existing interstate infrastructure is at capacity,
which results in regional traffic congestion and
impacts daily workforce commuters to and from
JBSA-Randolph.
Safety issues are generated by both military and civilian
land uses. Safety concerns relevant to military
operations include development (i.e. even the stacking
of hay bales and other such commodities) near or
adjacent to the runway in areas where development is
strongly discouraged such as the Clear Zone. Safety
issues are also evaluated based on the land uses located
near active runways, such as water features, that can
attract birds and wildlife to this critical aviation area
where low-speed low-altitude aircraft perform
operations. The following Safety issues were identified:
Page 28
There are existing land uses and proposed
developments within the airfield safety zones
around JBSA-Randolph that are incompatible.
A portion of existing development within the
JBSA-Seguin airfield safety zones is incompatible
due to the type of land use and / or density.
A portion of existing development near
Stinson Municipal Airport is nonconforming due to
buildings or structures located in runway
protection zones.
There are no policies or regulations that deal with
land uses that may pose Bird/Wildlife Aircraft
Strike Hazard risks near JBSA-Randolph and
JBSA-Seguin.
Any development that occurs within the CZ and is
not part of the CZ easement will be incompatible
per DOD AICUZ instructions.
San Antonio International Airport’s aging radar
equipment services all local airfields, but requires
routine repairs and lacks a backup and
redundancy system.
Vertical Obstructions
are structures that
impede navigable
airspace for both
military and civilian
aircraft operations.
Structures that pose
a threat to the
airspace for military
and civilian aviation
include tall wind turbines and wireless communication
towers. It is important to ensure the communities
adjacent to JBSA-Randolph plan accordingly to safeguard
against unintended safety concerns relative to structures
that obstruct navigable airspace. The following Vertical
Obstructions issues were identified:
Current ordinances do not adequately regulate
building heights in conjunction with FAA Imaginary
Surfaces height recommendations.
Though local zoning ordinances do not consider
adjustments for site elevations that are higher
than the existing airfield elevation at
JBSA-Randolph for wireless communication tower
permits, telecom contractors coordinate directly
with the FAA regarding height restrictions and
lighting and a statement from JBSA-Randolph
must be provided that the proposed
communication use will not interfere with flight
operations prior to approaching local
municipalities to install or upgrade cell towers.
Allowing each new vertical structure / equipment
application to construct an individual tower
results in crowded airspace.
Above ground utility poles are located in
JBSA-Randolph runway approach and departure
flight corridors and may be a vertical obstruction
to flight operations and pose a safety risk.
Water Quality and Quantity is the factor that assesses the
quantity and quality of water resources in the
JBSA-Randolph JLUS Study Area. This factor evaluates the
amount of water that is utilized by the installation
relative to the available supply of water and then
compares that with the demand and supply that is
utilized by the surrounding communities to provide for
the necessary public services. In addition to evaluating
the water supply, this factor also reviews the overall
quality of public water use in the JLUS Study Area. Water
quality can be affected by military operations, public
recreation use and stormwater drainage. The following
Water Quality and Quantity issues have been identified:
Edwards Aquifer provides the majority of local
water supply and future supplies could be
constrained by various demands. Current and
future regional water quantity and availability are
major concerns.
The City of Converse may face additional storm
water runoff from the JBSA-Randolph runway if
additional paving is installed.
Page 29
Please see the next page.
Page 30
6.1 Implementation Plan
This section identifies and organizes the recommended actions (strategies) developed
through a collaborative effort between representatives of local jurisdictions,
JBSA-Randolph (JBSA-Randolph), state and federal agencies, local organizations, the
general public and other stakeholders that own or manage land or resources in the region.
Because the JBSA-Randolph JLUS is the result of a collaborative planning process, the
recommendations in this section represent a true consensus plan; a realistic and
coordinated approach to compatibility planning developed with the support of
stakeholders involved throughout the process.
JLUS strategies incorporate a variety of actions that can be implemented to promote
compatible land use and resource planning. Upon implementation, existing and potential
compatibility issues arising from the civilian / military interface can be removed or
significantly mitigated. As such, the recommended strategies function as the heart of the
JLUS document and are the culmination of the planning process.
The recommended strategies for JBSA-Randolph JLUS have been tailored to consider the
unique flight operations and associated risk factors including Bird / Wildlife Aircraft Strike
Hazards (BASH) specific to JBSA-R and to assist the installation and surrounding counties
and cities with informed development decisions that protect the aviation mission and
growth capability of communities while protecting the public health, safety, and welfare.
The JBSA-Randolph mission is unique within the Air Force due to its high volume of pilot
training aircraft operations, making the installation control towers the busiest in the
Air Force. Due to weather factors and pre-existing high-density development north of
JBSA-Randolph, approximately 70-80% of these operations are conducted to the south.
The 12th Flying Training Wing conducts over 26,000 sorties annually, including more than
212,000 local takeoffs and landing traffic pattern operations in 2014. In particular, the
12th Flying Training Wing conducted over 115,000 takeoffs and landings on the west
runway in 2014 alone with the high-performance T-6 Texan trainer as the primary aircraft
accounting for these operations. Due to the requirement to deconflict operations from the
east parallel runway, departing aircraft must fly a course heading of 160 degrees to the
west of the APZs. However, on every takeoff, there is a 30 second window in which a
pilot’s only safe option is to eject in the case of an engine failure. In this circumstance, the
probability that the aircraft will land in the APZs is high. The T-38 Talon is a dual-engine
fighter-trainer aircraft that operates from the east runway. There is a significantly more
acute risk of an accident occurring with this aircraft during traffic pattern operations due
the higher speeds and weight of the T-38 compared to the T-6.
The 2008 Air Installation Compatible Use Zone (AICUZ) study indicates that 80 percent of
all aircraft mishaps that occur within 10 nautical miles involve fighter-trainer type aircraft.
A safety risk assessment conducted by the 12th Flying Training Wing concluded that the
development recommendations made by the 2000 and 2008 Air Installation Compatible
Use Zone Study (AICUZ) are not sufficiently restrictive to protect the community from the
risks involved in high-volume trainer operations and that high-volume trainer operations
flown by the 12th Flying Training Wing's 145 T-38, T-6, and T-1 aircraft are not compatible
with urban environments.
Page 31
Bird / Wildlife Aircraft Strike Hazards present a
significant threat to aircraft safety. In particular, there is
a significant year-round bird strike risk caused by
thousands of migratory and resident white-winged doves
that transit JBSA-Randolph's east runway on a daily basis.
These birds have become a major problem for
JBSA-Randolph and significant resources have been
invested to modify the habitat on Base. Unique to
Randolph, aircraft operating at this location frequently
strike these birds on takeoff which results in a much
greater hazard to development in the southern APZs.
The bird strike risk is heightened because T-38 engines
are highly susceptible to engine loss due to bird
ingestion.
Due to risk profile associated with the aircraft operations
and BASH at JBSA-Randolph, the 12th Flying Training
Wing has recommended restrictions on development:
Urban development within southern APZ I of
either the west or east runway is not compatible.
Residential development of 1 house per 10 acres
in a non-linear arrangement within southern APZ II
of the west runway is compatible.
Residential development of 1 house per 20 acres
within southern APZ II of the west runway is
compatible. Other uses in accordance with AICUZ
criteria may be compatible.
Residential development within the 65 decibel
noise contour is not compatible. Residential
construction in these zones presents the
possibility of future training restrictions due to the
sustained impact of noise on residents.
These collective factors and recommended development
restrictions are critical considerations that have
influenced the unique nature of the recommended
strategies as they apply to the JBSA-R JLUS.
The key to the implementation of the strategies is the
establishment of the JLUS Implementation Task Force to
oversee the JLUS execution. Through this Task Force,
local jurisdictions, JBSA-Randolph, and other interested
parties can continue their initial work together to
establish procedures, recommend or refine specific
actions for member agencies, and make adjustments to
strategies over time to ensure the JLUS continues to
resolve key compatibility issues through realistic
strategies and implementation.
Implementation Plan Guidelines
The key to a successful plan is balancing the different
needs of all involved stakeholders. Several guidelines
formed the basis upon which the strategies were
developed:
In concert with the Texas state laws, the
Implementation Plan was developed with the
understanding that the recommended strategies
must not result in a taking of property value. In
some cases, the recommended strategies can only
be implemented with new enabling legislation.
In order to minimize regulation, where
appropriate, strategies were recommended only
for specific geographic areas to resolve the
compatibility issue.
Similar to other planning processes that include
numerous stakeholders, the challenge is to create
a solution or strategy that meets the needs of all
parties. In lieu of eliminating strategies that do
not have 100 percent buy-in from all stakeholders,
it was determined that the solution / strategy may
result in the creation of multiple strategies that
address the same issue but tailored to individual
circumstances.
It is important to note that the JLUS is not an
adopted plan, but rather a recommended set of
strategies which should be implemented by the
JLUS participants to address current and
potential future compatibility issues.
Page 32
Military Influence Areas
In compatibility planning, the term “Military Influence
Area” (MIA) is used to formally designate a geographic
area where military operations may impact local
communities, and conversely, where local activities may
affect the military’s ability to conduct its mission. An
MIA is designated to accomplish the following:
1.Promote an orderly transition between
community and military land uses so that land
uses remain compatible.
2.Protect public health, safety, and welfare.
3.Maintain operational capabilities of military
installations and areas.
4.Promote an awareness of the size and scope of
military training areas to protect areas separate
from the actual military installation (i.e., critical air
space) used for training purposes.
5.Establish compatibility requirements within the
designated area, such as requirements for sound
attenuation and avigation easements.
An MIA delineates a geographic area where strategies
are recommended to support compatibility planning and
JLUS goals and objectives. The MIAs are where the
majority of the recommended strategies apply.
The proposed JBSA-Randolph, JBSA-Seguin, and Stinson
Municipal Airport (Stinson) Military Influence Area
Overlay Districts (MIAOD) are areas that incorporate all
MIAs and Subzones. To better reflect the area of
interest and focus implementation, several MIAs are
further divided into subzones.
The MIAOD and its subzones including the Controlled
Compatible Land Use Area for JBSA-Seguin (CCLUA) are
used to define the geographic areas where policies and
regulations will be developed and applied to implement
the JLUS strategies. This technique ensures the
strategies are applied to the appropriate areas, and that
locations deemed not subject to a specific compatibility
issue are not adversely impacted by regulations
inappropriate for their location or circumstance.
JBSA-Randolph
JBSA-Randolph Military Influence Area
Overlay District
The JBSA-Randolph MIAOD is a proposed geographic
area where strategies associated with each
JBSA-Randolph MIA subzone apply. Figure 6.1 illustrates
the overall MIAOD with all of the subzones. Figure 6.2
illustrates the MIAOD and areas comprising the BASH
and Vertical Obstruction Subzones. Figure 6.3 illustrates
the Safety and Noise Subzones encompassed within the
MIAOD geographic area.
JBSA-Randolph Military Influence Area
Subzones
The four MIA subzones identified for JBSA-Randolph are
shown on Figures 6.1, 6.2 and 6.3 and described on the
following pages:
Bird Air Strike Hazard (BASH) MIA Subzone
Vertical Obstruction MIA Subzone
Safety MIA Subzone
Noise MIA Subzone
BASH Military Influence Area Subzone
The BASH MIA subzone is characterized by areas that
could be affected by bird and wildlife strikes due to
low-level flight operations. These operations can impact
community activities and conversely, community
activities could adversely affect operations in this area if
not coordinated with JBSA-R. The BASH MIA subzone is
illustrated in Figure 6.2.
The BASH subzone represents a 5-mile statistical
relevancy area from the center of the runway
recommended by the Federal Aviation Administration
(FAA). Land uses in this area may be subject to
additional regulations to prevent attractants of birds and
wildlife that could increase the risk of safety to pilots and
aircraft flying at lower speeds and altitudes.
Vertical Obstruction Military Influence
Area Subzone
The Vertical Obstruction MIA subzone includes both the
imaginary surfaces and FAA Part 77 guidance for
determining vertical obstructions illustrated on
Figure 6.2. This combined guidance serves to protect
important flight areas for aircraft that operate out of
JBSA-Randolph. Within this MIA subzone, strategies
address various height restrictions to avoid vertical
obstructions.
Page 33
500-Foot Vertical Clearance
The 500-foot clearance zone is characterized by the
vertical limits of the most expansive imaginary surface—
the approach and departure clearance surface,
illustrated on Figure 6.2. In this surface, for every
50 horizontal feet extending from the end of runway,
development can extend one vertical foot up to
500 feet. Land uses should be coordinated with
JBSA-Randolph to ensure safety to the public and pilots
is of highest priority.
Safety Military Influence Area Subzone
The Safety MIA Subzone addresses areas that could be
affected by low-speed and low-altitude aircraft
associated with military training operations. As
described in Chapter 3 of the Background Report, the
safety zones include the Clear Zone and Accident
Potential Zones I and II. These areas are characterized
by a high risk for aircraft collisions due to location and
types of aviation operations that occur. The size and
location of these areas are illustrated in Figure 6.3. New
development located within this MIA subzone may be
subject to lower densities and potentially other
regulations to control attractants for birds and other
wildlife.
Noise Military Influence Area Subzone
The Noise MIA subzone includes all land located off
installation within the 65 dB noise contour for JBSA-R.
Other noise contours represent subzones for which
residential development and other noise sensitive land
uses within this MIA subzone may be subject to sound
attenuation measures to reduce noise impacts.
Figure 6.3 illustrates the Noise MIA subzone.
Page 34
Page 35
JBSA - Randolph
Schertz
Cibolo
San Antonio
San Antonio
Selma
Converse
Live Oak
UniversalCity
Garden Ridge
Cibolo
B e x a r
B e x a rC o u n t y
C o u n t y
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
C o m a l
C o m a lC o u n t y
C o u n t y
§¨¦35
§¨¦10
§¨¦410
§¨¦410
£¤87
UV1604
UV13
UV368
UV218 UV539
UV337
Legend
MIAOD Boundary
5-mile BASHRelevancy AreaSubzone
Safety Subzone
Clear Zone
APZ I
APZ II
FAR Part 77
FAA Part 77
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
Airfield Imaginary Surface
Primary Surface SubzoneApproach/Departure Clearance Surface Subzone (glide angle)= 50 ft to 1 ft up to 500 ft
Imaginary Surfaces - Legend 2
Airfield Imaginary SurfaceApproach/Departure Clearance Surface Subzone (horizontal) = 500 ft
Inner Horizontal SurfaceSubzone = 150 ft
Conical SurfaceSubzone = 20 ft to 1 ft
Outer Horizontal SurfaceSubzone = 500 ft
Transitional SurfaceSubzone = 7ft to 1 ft
Noise Subzone
65 dB
70 dB
75 dB
80 dB
Regional Cities
JLUS Partners
City / Community
Bexar and GuadalupeCounty Boundaries
JBSA - Randolph
Perpetual CZ Easement
Runway Centerline
Interstate / Highway
Road
Railroad
River
Sources: FAA, 2013; JBSA-Randolph, 2013.
0 21 MilesFigure 6.1
JBSA-Randolph
Military Influence Area Overlay District (MIAOD) andSubzones Composite
Vertical Obstruction Subzone
Page 36
JBSA - Randolph
Schertz
Cibolo
San Antonio
San Antonio
Selma
Converse
Live Oak
UniversalCity
Garden Ridge
Cibolo
B e x a r
B e x a rC o u n t y
C o u n t y
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
C o m a l
C o m a lC o u n t y
C o u n t y
§¨¦35
§¨¦10
§¨¦410
§¨¦410
£¤87
UV1604
UV13
UV368
UV218
UV337
UV539
Legend
MIAOD Boundary
5-mile BASHRelevancy AreaSubzone
FAR Part 77
FAA Part 77
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
Airfield Imaginary Surface
Primary Surface Subzone
Approach/Departure Clearance Surface Subzone (glide angle)= 50 ft to 1 ft up to 500 ft
Imaginary Surfaces - Legend 2
Airfield Imaginary Surface
Approach/Departure Clearance Surface Subzone (horizontal) = 500 ft
Inner Horizontal SurfaceSubzone = 150 ft
Conical SurfaceSubzone = 20 ft to 1 ft
Outer Horizontal SurfaceSubzone = 500 ft
Transitional SurfaceSubzone = 7ft to 1 ft
Regional Cities
JLUS Partners
City / Community
Bexar and GuadalupeCounty Boundaries
JBSA - Randolph
Perpetual CZ Easement
Runway Centerline
Interstate / Highway
Road
Railroad
River
Sources: FAA, 2013; JBSA-Randolph, 2013.
0 21 Miles
Figure 6.2
JBSA-RandolphBASH and Vertical ObstructionMilitary Influence Area Overlay District (MIAOD) with Subzones
Vertical Obstruction Subzone
Page 37
Schertz
LiveOak
Schertz
Cibolo
Converse
Universal City
San Antonio
Selma
Cibolo
B e x a r
B e x a rC o u n t y
C o u n t y
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
§¨¦10
§¨¦35
UV1604
UV218
UV539
Legend
Safety Subzone
Clear Zone
APZ I
APZ II
Noise Subzone
65 dB
70 dB
75 dB
80 dB
JLUS Partners
Cibolo
Converse
Live Oak
San Antonio
Schertz
Selma
Universal City
Bexar and GuadalupeCounty Boundaries
Regional Cities
JBSA-Randolph
Perpetual CZ Easement
Runway
Interstate / Highway
Road
Railroad
River
Source: JBSA-Randolph, 2013.
0 10.5 Mile
Figure 6.3
JBSA-RandolphSafety and NoiseMilitary Influence Area Overlay District (MIAOD) with Subzones
JBSA-Seguin Auxiliary Airfield
JBSA-Seguin Military Influence Area
Overlay District
The JBSA-Seguin MIAOD is a proposed geographic area
where strategies associated with each JBSA-Seguin MIA
subzone apply. Figure 7.1 illustrates the overall MIAOD
with all of the subzones. Figure 7.2 illustrates the MIAOD
and areas comprising the BASH and Vertical Obstruction
Subzones. Figure 7.3 illustrates the CCLUA, Safety. And
Noise Subzones encompassed within the MIAOD
geographic area for JBSA-Seguin airfield.
The four MIA subzones and Controlled Compatible Land
Use Area (CCLUA) for JBSA-Seguin are identified below,
and shown and described on the following pages:
BASH MIA Subzone
Vertical Obstruction MIA Subzone
Controlled Compatible Land Use Area Subzone
Safety MIA Subzone
Noise MIA Subzone
BASH Military Influence Area Subzone
The BASH MIA subzone is characterized by areas that
could be affected by bird and wildlife strikes due to
low-level flight operations. The BASH MIA subzone
illustrated in Figure 7.2 represents a 5-mile statistical
relevancy area from the center of the runway around the
JBSA-Seguin airfield prescribed by the FAA. Certain land
uses in this area may be subject to additional regulations
to prevent attractants of birds and wildlife that could
increase the risk of safety to pilots and aircraft flying at
lower speeds and altitudes.
Vertical Obstruction Military Influence
Area Subzone
The Vertical Obstruction MIA subzone includes both the
imaginary surfaces and FAA Part 77 guidance for
determining vertical obstructions illustrated on Figure
7.2. This combined guidance serves to protect
important flight areas for aircraft that operate out of
JBSA-S. Within this MIA subzone, strategies address
various height restrictions to avoid vertical obstructions.
500-Foot Vertical Clearance
The 500-foot clearance zone is characterized by the
vertical limits of the most expansive imaginary surface—
the approach and departure clearance surface,
illustrated on Figure 7.2. In this surface, for every
50 horizontal feet extending from the end of runway,
development can extend one vertical foot up to
500 feet.
Controlled Compatible Land Use Area
Subzone
The CCLUA boundary around JBSA-Seguin is the MIA
subzone that would allow for airfield zoning coordination
and would give land use authority to an established Joint
Airport Zoning Board (JAZB), pursuant to Texas Local
Government Code, Section 241.014. This MIA subzone
defines an area for the JAZB to regulate and adopt
airport zoning regulations for lower densities and height
restrictions, including areas within the Safety and Noise
Subzones, and within the unincorporated portion of
Guadalupe County since the county does not have land
use authority. The CCLUA boundaries for JBSA-Seguin are
shown on Figure 7.3.
Noise Military Influence Area Subzone
The Noise MIA subzone includes all land located off
installation within the 65 dB noise contour for
JBSA-Seguin. Other noise contours represent subzones
for which noise sensitive land uses within this MIA
subzone may be subject to sound attenuation measures
to reduce noise impacts. Figure 7.3 illustrates the Noise
MIA subzone.
Safety Military Influence Area Subzone
The Safety MIA subzone addresses areas that could be
affected by low-speed and low-altitude aircraft
associated with military training operations. As
described in Chapter 3 of the Background Report, the
safety zones include the Clear Zone and Accident
Potential Zones I and II. These areas are characterized
by a high risk for aircraft collisions due to location and
types of aviation operations that occur. The size and
location of these areas are indicated in Figure 7.3.
Although development proximate to JBSA-Seguin is
minimal, any new development located within this MIA
subzone may be subject to lower densities and
potentially other regulations.
Page 38
Page 39
JBSA - SeguinAuxiliary Airfield
New Braunfels
NewBerlin
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
G o n z a l e s
G o n z a l e sC o u n t y
C o u n t y
C o m a l
C o m a lC o u n t y
C o u n t y
C a l d w e l l
C a l d w e l lC o u n t y
C o u n t y
Seguin
G
uadalupeRiver
§¨¦10
£¤90
£¤90UV123
UV46
UV130
UV80
UV123B
Legend
MIAOD Boundary
5-mile BASHRelevancy AreaSubzone
Controlled CompatibleLand Use AreaSubzone
Safety Subzone
Clear Zone
APZ I
APZ II
FAR Part 77
FAA Part 77
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
Airfield Imaginary Surface
Primary Surface SubzoneApproach/Departure Clearance Surface Subzone (glide angle)= 50 ft to 1 ft up to 500 ft
Imaginary Surfaces - Legend 2
Airfield Imaginary SurfaceApproach/Departure Clearance Surface Subzone (horizontal) = 500 ft
Inner Horizontal SurfaceSubzone = 150 ft
Conical SurfaceSubzone = 20 ft to 1 ft
Outer Horizontal SurfaceSubzone = 500 ft
Transitional SurfaceSubzone = 7ft to 1 ft
Noise Subzone
65 dB
70 dB
75 dB
80 dB
Regional Cities
JLUS Partners
Seguin
Guadalupe CountyBoundary
JBSA - SeguinAuxiliary Airfield
Runway Centerline
Interstate / Highway
Road
Railroad
River
0 21 Miles
Figure 7.1
JBSA-Seguin Auxiliary Airfield
Military Influence Area Overlay District (MIAOD) andSubzones Composite
Sources: FAA, 2013; JBSA-Randolph, 2013.
Vertical Obstruction Subzone
Page 40
JBSA - SeguinAuxiliary Airfield
New Braunfels
NewBerlin
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
G o n z a l e s
G o n z a l e sC o u n t y
C o u n t y
C o m a l
C o m a lC o u n t y
C o u n t y
C a l d w e l l
C a l d w e l lC o u n t y
C o u n t y
Seguin
G
uadalupeRiver
§¨¦10
£¤90
£¤90UV123
UV46
UV130
UV80
UV123B
Legend
MIAOD Boundary
5-mile BASHRelevancy AreaSubzone
FAR Part 77
FAA Part 77
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
Airfield Imaginary Surface
Primary Surface SubzoneApproach/Departure Clearance Surface Subzone (glide angle)= 50 ft to 1 ft up to 500 ft
Imaginary Surfaces - Legend 2
Airfield Imaginary SurfaceApproach/Departure Clearance Surface Subzone (horizontal) = 500 ft
Inner Horizontal SurfaceSubzone = 150 ft
Conical SurfaceSubzone = 20 ft to 1 ft
Outer Horizontal SurfaceSubzone = 500 ft
Transitional SurfaceSubzone = 7ft to 1 ft
Regional Cities
JLUS Partners
Seguin
Guadalupe CountyBoundary
JBSA - SeguinAuxiliary Airfield
Runway Centerline
Interstate / Highway
Road
Railroad
River
Sources: FAA, 2013; JBSA-Randolph, 2013.
0 21 Miles
Figure 7.2
JBSA-Seguin Auxiliary AirfieldBASH and Vertical ObstructionMilitary Influence Area Overlay District (MIAOD) with Subzones
Vertical Obstruction Subzone
Page 41
G u a d a l u p e
G u a d a l u p eC o u n t y
C o u n t y
Guadalu pe R i v e r
§¨¦10
£¤90
£¤90
UV123
UV46
UV130
Seguin
UV123B
Legend
Safety Subzone
Clear Zone
APZ I
APZ II
Noise Subzone
65 dB
70 dB
75 dB
80 dB
Controlled CompatibleLand Use AreaSubzone
JLUS Partners
Seguin
Guadalupe County Boundary
JBSA-Seguin Auxiliary Airfield
Runway
Interstate / Highway
Road
Railroad
River
Source: JBSA - Randolph 2013
0 8,0004,000 Feet
Controlled Compatible Land Use Area, Safety, and Noise
Figure 7.3
JBSA-Seguin Auxiliary Airfield
Military Influence Area Overlay District (MIAOD) with Subzones
Stinson Municipal Airport
Stinson Municipal Airport Military
Influence Area Overlay District
The Stinson MIAOD is a proposed geographic area where
strategies associated with each Stinson MIA subzone
apply. Figure 8.1 illustrates the overall MIAOD, which is
designed to reflect the area comprising all the MIA
subzones for Stinson Municipal Airport. Figure 8.2
provides an inset of the Safety and Noise Subzones
surrounding the airport.
Stinson Municipal Airport Military
Influence Area Subzones
The four MIA subzones for Stinson are shown in
Figure 8.1 and described on the following pages:
BASH MIA Subzone
Vertical Obstruction MIA Subzone
Safety MIA Subzone
Noise MIA Subzone
BASH Military Influence Area Subzone
The BASH MIA subzone is characterized by areas that
could be affected by bird and wildlife strikes due to
low-level flight operations. The BASH MIA subzone
illustrated on Figure 8.1 represents a 5-mile statistical
relevancy area from the center of the runway around
Stinson. Certain land uses in this area may be subject to
additional regulations to prevent attractants of birds and
wildlife that could increase the risk of safety to pilots and
aircraft flying at lower speeds and altitudes.
Vertical Obstruction Military Influence
Area Subzone
The FAA Part 77 Vertical Obstruction MIA subzone serves
to protect important flight areas for aviation operations
associated with Stinson. Within this MIA subzone,
strategies address height restrictions to avoid vertical
obstructions. The Vertical Obstruction MIA subzone for
Stinson is depicted on Figure 8.1.
Safety Military Influence Area Subzone
The Safety MIA subzone addresses areas that could be
affected by low-speed and low-altitude aircraft
associated with military training operations. Safety
zones for civilian airports include Object Free Areas,
Runway Protection Zones, Runway Safety Areas and
Obstacle Free Zones. These areas are characterized by a
high risk for aircraft collisions due to location and types
of aviation operations that occur. The size and location
of the Stinson Runway Protection Zones are illustrated in
Figures 8.1 and 8.2.
Noise Military Influence Area Subzone
The Noise MIA subzone includes all land located off
installation within the 60 dB noise contour for Stinson.
Other noise contours represent subzones for which
residential development and other noise sensitive land
uses within this MIA subzone may be subject to sound
attenuation measures to reduce noise impacts.
Figures 8.1 and 8.2 illustrate the 60 dB Noise MIA
subzone.
Page 42
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Stinson MunicipalAiport
B e x a r
B e x a rC o u n t y
C o u n t y
San Antonio
San
Anto
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Rive
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M e d ina River
San Ant o n i o R i v er
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§¨¦35
§¨¦410
§¨¦10
§¨¦10
£¤87
£¤281
£¤90
£¤181
£¤281
UV16
UV536
UV353
UV122
UV421
UV371
UV422
UV66
UV151
UV1604
UV368
Legend
MIAOD Boundary
5-mile BASHRelevancy AreaSubzone
Safety Subzone
Noise Subzone
60 dB
65 dB
70 dB
75 dB
Vertical Obstruction Subzone (FAA Part 77)
Up to 200' @ 3NM
Up to 300' @ 4NM
Up to 400' @ 5NM
Up to 500' @ 6NM
JLUS Partner
San Antonio
Bexar County Boundary
Stinson Municipal Airport
Runway
Interstate / Highway
Road
Railroad
River
0 21 MilesSources: FAA, 2013; Ricondo & Associates, 2013.
Military Influence Area Overlay District (MIAOD) andSubzones Composite
Figure 8.1
Stinson Municipal Airport
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B e x a r
B e x a rC o u n t y
C o u n t y
San Antonio
S
a
n
A
ntonioRiver
UV536
UV122
Legend
Safety Subzone Noise Subzone
60 dB
65 dB
70 dB
75 dB
JLUS Partners
San Antonio
Bexar County Boundary
Stinson Municipal Airport
Runway
Interstate / Highway
Road
Railroad
River
Source: Ricondo & Associates, 2013
0 ¼Mile
Stinson Municipal AirportSafety and Noise
Figure 8.2Military Influence Area Overlay District (MIAOD) with Subzones
6.2 How to Read the
Implementation Plan
The strategies developed were designed to address the
issues identified during preparation of the JLUS. The
purpose of each strategy is to:
1.Avoid future actions, operations, or approvals that
would cause a compatibility issue,
2.Eliminate an existing compatibility issue,
3.Reduce the adversity of an existing issue, or
4.Provide for on-going communications and
collaboration.
To make the strategies easier to use, they are presented
in a table format that provides the strategy and
information on when and how that strategy will be
implemented. Figure 9 highlights the format and
content of the strategy table, and the following
paragraphs provide an overview of how to read the
information presented within each strategy.
Issue #. The issue # is an alpha-numeric number that
provides a unique reference for each specific issue and
strategy.
Type of Strategy. This column identifies the type of
strategy being recommended. The column contains one
of the following acronyms to represent the tool type:
Acq Acquisition
CIP Capital Improvement Program
Comm Communication and Coordination
Disc Real Estate Disclosures
Hab Habitat Conservation Tools
Leg Legislative Tools
MIA Military Influence Area
MOA Memorandum of Agreement
MOU Memorandum of Understanding
Plans General / Comprehensive / Master /
Hazard / Airport Plans
Zon Zoning Ordinance / Subdivision
Regulations
Geographic Area. This column indicates the applicable
Military Influence Area (MIA), if the strategy relates to an
area outside JBSA-R. Additional details on MIAs are
provided under the previous “Influence Areas” section.
Strategy. In bold type is a title that describes the
strategy. This is followed by the complete strategy
statement that describes the action needed.
Timeframe. This column indicates the projected
timeframe of each strategy. The timeframes are
described below:
2015 Strategy to be initiated by 2015
(within 1‐2 years of JLUS completion)
2017 Strategy to be initiated by 2017
(3 to 5 years from JLUS completion)
On-Going An on-going implementation action
Responsible Party. At the right end of the strategy table
are a series of columns, one for each jurisdiction, military
entity, agency, and organization with responsibility for
implementing the JLUS strategies. If an entity has
responsibility relative to implementing a strategy, a mark
is shown under their name. This mark is one of two
symbols that represent their role. A solid square ()
designates that the entity identified is responsible for
implementing the strategy. A hollow square ()
designates that the entity plays a key supporting role,
but is not directly responsible for implementation.
The responsible parties are identified by their assigned
acronym in the heading at the top of each page.
JBSA Joint Base San Antonio
CPS/SAWS City Public Service Energy/ San Antonio
Water System
FAA Federal Aviation Administration
RECSA Real Estate Council of San Antonio
SABOR San Antonio Board of Realtors
TXDOT Texas Department of Transportation
Page 45
Figure
9.
JBSA-‐R
Strategy
Key
Page 46
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ALTERNATIVE ENERGY DEVELOPMENT
AE-1 Zon JBSA-R
JBSA-S
Stinson
Vertical
Obs
MIAOD
Subzone
Amend Unified
Development Codes
and Zoning
Ordinances to
Establish Height
Limits, and Siting for
Alternative Energy
Development
Structures.
In an effort to be
proactive, amend
unified development
codes and zoning
ordinances to
regulate the height
and siting of
residential and
commercial wind
energy turbines to
prevent interference
with the safety of
aviation within both
the Vertical
Obstruction MIAOD
Subzones
2015
AE-2 Comm JBSA-R
JBSA-S
Stinson
Vertical
Obs
MIAOD
Subzone
Educate Utility
Companies and
Encourage Them to
Adopt Non-Reflective
Solar Panel Criteria.
Educate utility
companies on the
importance of non-
reflective solar
panels and
encourage them to
adopt criteria for use
within the Vertical
Obstruction Military
Overlay District.
2015
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AE-2
(cont’d)
Other Partners:
CPS Energy, GVEC
AE-3 Plans/
Zon/
MOA
JBSA-R
JBSA-S
Stinson
Vertical
Obs
MIAOD
Subzone
Coordinate with DoD
Siting Clearinghouse.
Update
comprehensive
plans to include
policies and amend
Unified
Development Codes
(UDCs) and zoning
ordinances to
require all proposed
alternative energy
development
projects be
submitted to the
DOD Siting
Clearinghouse to
review each project
for mission
compatibility.
Include coordination
with DOD Siting
Clearinghouse as
part of the MOA
between JBSA and
stakeholders.
Note: The DOD
Siting Clearinghouse
requirements and
standards published
in Title 32, Code of
Federal Regulations,
Part 211 shall advise
and guide the
process to facilitate
the early submission
of renewable energy
project proposals to
the Clearinghouse
for military mission
compatible review.
2015/
On-
going
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AT-1 Comm JBSA-R
JBSA-S
MIAOD
JBSA to Provide the
Cities with the AT/FP
Guidance for
Development Along
the Fence Line.
JBSA should provide
the adjacent cities to
JBSA-R and JBSA-S
with the AT/FP
criteria (setbacks,
heights and types of
structures, etc.) for
development
standards along and
proximate the fence
line. This would
enable quick
assessment of
proposed
development at or
near the fence line.
2015
AT-2 CIPs JBSA-R
MIAOD
AT/FP Improvements
to JBSA-R East Gate
Program and
construct project for
East Gate
improvements to
achieve AT/FP
compliance and to
provide queuing
inside the
installation
boundary.
2017
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AT-3 Plans/
CIPs
JBSA-R
MIAOD
FM 78 JBSA
Randolph East Gate
Intersection
Improvements
JBSA should
coordinate with
TXDOT and plan,
budget and
construct dedicated
turn lane from
western FM 78 into
East Gate and
restriping of center
turn lane from
eastern FM 78 into
East Gate entrance.
Other Partners:
Alamo Area
Metropolitan
Planning
Organization (MPO)
2015
INTER-AGENCY COMMUNICATION / COORDINATION
COM-1 MOA JBSA-R
JBSA-S
Stinson
MIAOD
JBSA Representative
to Attend City
Council, Planning
Commission, County
Commissioners Court
and other Agency
Board Meetings to
Provide Comments
on Mission
Compatibility
Concerns for
Proposed
Developments
In an effort to
continue a
collaborative
partnership, include
in the MOA between
stakeholders and
JBSA that JBSA
2015
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COM-1
(cont’d)
agrees to provide a
representative to
attend and comment
on mission
compatibility issues
on proposed
developments at City
Council, Planning
Commission, County
Commissioner Court
and other agency
board meetings.
Note: The JBSA
representative will
provide technical
information on items
being considered,
but shall not directly
vote to approve,
conditionally
approve, or deny a
project or
development
application.
Other Partners:
Alamo Area MPO,
Bexar Regional
Watershed
Management
(BRWM), San
Antonio River
Authority (SARA)
COM-2 MOA JBSA-R
JBSA-S
Stinson
MIAOD
Stakeholders to
Provide JBSA an
Opportunity to
Review and
Comment on
Proposed
Developments within
the MIAOD
In an effort to
continue a
collaborative
partnership, include
2015
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COM-2
(cont’d)
in the MOA between
stakeholders and
JBSA that the
stakeholders agree
to inform JBSA of
any proposed
developments within
the MIAOD, and
JBSA will provide
comments regarding
mission compatibility
concerns, within an
agreed upon and
reasonable
timeframe.
This will include:
Provide
technical input
and assistance
to local
jurisdictions to
support
discussion of
projects and
potential
compatibility
issues
Definition of
project types
that require
review
Identification of
the Points of
Contact for all
coordination
Identify
opportunities for
appropriate JBSA
personnel to
participate in
pre-application
meetings for
significant
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(cont’d)
projects
Establish a
formal
procedure for
requesting and
receiving
comments
JBSA review of
development
applications for
property
adjacent to
JBSA-Randolph
and JBSA-Seguin
fenceline for
compliance with
AT/FP
requirements
Establish a
standard,
maximum
timeline for
responses,
keeping in mind
mandated
review time
periods as
specified by
State law and
local procedures
Provide notice to
the JBSA on all
public hearings
regarding
projects
identified for
coordination
While consultation is
expected to occur
primarily on projects
in the defined
MIAOD, the Air
Force should
establish contacts
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Strategy Ti
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Ci
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v
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Ci
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G
a
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R
i
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g
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Ci
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a
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A
n
t
o
n
i
o
Ci
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y
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c
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e
r
t
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Ci
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y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
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v
e
r
s
a
l
C
i
t
y
Be
x
a
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C
o
u
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y
Gu
a
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a
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C
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n
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JB
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A
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A
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TX
D
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COM-2
(cont’d)
and procedures for
receiving notices and
review opportunities
on significant
regional projects.
Other Partners:
Alamo Area MPO,
BRWM, SARA
COM-3 Plan
MOA
Study
Area
JBSA to Develop a
Stakeholders’
Communications
Protocol Plan and a
Community
Communications
Portal
JBSA should develop
both an internal and
external
stakeholders’
communications
protocol plan to
manage external
communications
with the public, civic
and business
leaders, and other
groups.
Develop a
Stakeholder
Communications
Protocol Plan
that identifies
who
stakeholders at
all technical and
leadership levels
should call for
questions and
coordination.
Plan should
include
frequently called
numbers and
2015
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h
i
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A
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a
Strategy Ti
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f
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Ci
t
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f
C
o
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v
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r
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e
Ci
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G
a
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e
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R
i
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g
e
Ci
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y
o
f
S
a
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A
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t
o
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i
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Ci
t
y
o
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S
c
h
e
r
t
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Ci
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y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
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a
Ci
t
y
o
f
U
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i
v
e
r
s
a
l
C
i
t
y
Be
x
a
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C
o
u
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y
Gu
a
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a
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u
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C
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JB
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A
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FA
A
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B
O
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TX
D
O
T
COM-3
(cont’d)
points-of-
contact
Develop a JBSA
Community
Communications
Portal that
includes a JBSA
portal phone
number and
email that acts
as a
clearinghouse
for all incoming
community
questions
Incorporate the
Stakeholders’
Communication
Plan into the
MOA between
JBSA and
stakeholders
Add “Who-to-
Call” Lists to the
websites for
topic matters
that would be
useful to the
public
Other Partners:
Alamo Area MPO,
BRWM, SARA
COM-4 Comm Study
Area
JBSA to Enhance
Notifications to the
Public for Training
that Occurs Outside
the Routine Schedule
and Other Current
Event News Relevant
to Communities
JBSA should enhance
notification
techniques and
measures about
2015
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p
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A
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Strategy Ti
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Ci
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f
C
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r
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e
Ci
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G
a
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R
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Ci
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a
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A
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t
o
n
i
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Ci
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y
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f
S
c
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e
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Ci
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S
e
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u
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Ci
t
y
o
f
S
e
l
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a
Ci
t
y
o
f
U
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i
v
e
r
s
a
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C
i
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y
Be
x
a
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C
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Gu
a
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a
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JB
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TX
D
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COM-4
(cont’d)
training events that
occur outside or in
addition to the
normal training
schedule and other
current events that
are relevant to the
citizens. Include a
point of contact in all
notifications.
Notification
techniques should
include but not be
limited to:
JBSA Facebook /
Twitter
Public Service
Announcements
JBSA newspaper
and other local
newspapers
Jurisdictions
Public Affairs
Office
Links from
jurisdiction
websites to the
JBSA website
Group Email
Blast to
jurisdiction’s
elected and
appointed
officials and
public safety
officers
COM-5 Comm Study
Area
Enhance Visibility of
the 12th FTW
Community
Engagement Office.
The 12th FTW
should enhance the
visibility of the
2015
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Strategy Ti
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Ci
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G
a
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Ci
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a
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A
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t
o
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c
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Ci
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S
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u
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Ci
t
y
o
f
S
e
l
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a
Ci
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y
o
f
U
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e
r
s
a
l
C
i
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y
Be
x
a
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C
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y
Gu
a
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a
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u
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C
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JB
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TX
D
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COM-5
(cont’d)
Community
Engagement Office
to include but not
limited to:
Post the contact
information and
building location
on the main
JBSA-Randolph
website
Outreach to
adjacent and
proximate
communities
with the contact
information for
the office
Provide regular
updates to
community
officials and staff
Respond in a
timely manner in
the events of
complaints, etc.
COM-6 Zon JBSA-R
Safety
MIAOD
Subzone
Amend the Perpetual
Clear Zone Easement
To Define a JBSA
Response Time For
Proposed
Development
Application Reviews
JBSA-R and the City
of Universal City
should amend the
Easement to
incorporate a
reasonable response
time from the Air
Force to enable
efficient use of
resources and
maintain consistency
with mandated
2017
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A
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Ci
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a
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c
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U
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a
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TX
D
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COM-6
(cont’d)
timeframes for the
development review
process.
COM-7 Comm JBSA-R
JBSA-S
Stinson
MIAODs
Response Time from
JBSA
The cities, counties
and JBSA should
work together to
delineate a
reasonable amount
of time for JBSA to
respond to
development
applications and
other such planning
matters. {See
Strategy COM-2]
2015
COM-8 Comm Study
Area
Establish a JBSA-R
JLUS Implementation
Task Force
Formalize through a
resolution that the
JLUS-R Executive and
Advisory
Committees will
transition to a JLUS
Implementation Task
Force and Sub
Committee
respectfully, and be
responsible for
monitoring the
implementation of
the recommended
JLUS strategies and
act as a forum for
continued
communication and
sharing of
information and
current events
associated with
military
2015
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Ci
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C
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Ci
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a
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Ci
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a
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A
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t
o
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i
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Ci
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c
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Ci
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u
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Ci
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y
o
f
S
e
l
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a
Ci
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y
o
f
U
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e
r
s
a
l
C
i
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y
Be
x
a
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C
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Gu
a
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a
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C
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JB
S
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A
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A
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B
O
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TX
D
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COM-8
(cont’d)
compatibility.
Note: This may be
achieved through
existing collaborative
efforts, such as the
JBSA Community
Partnership.
COM-9 Comm Study
Area
Plan and Facilitate a
Visioning Session for
Multiple Military
Advocacy
Organizations.
Bexar County should
plan and facilitate a
visioning session
among all the
organizations in the
JBSA metrocom area
that have similar
missions and
common goals to
determine where
efficiencies can be
realized, resources
can be optimized
and advocate with a
one-voice approach
while preventing
competing missions.
Other Partners:
Alamo Area Council
of Governments
(AACOG), Tri‐County
Chamber of
Commerce, San
Antonio Chamber of
Commerce,
Northeast
Partnership (NEP),
Schertz Chamber of
Commerce, JBSA
Community
Partnership
2015
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A
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a
Strategy Ti
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Ci
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f
C
o
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v
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e
Ci
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f
G
a
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n
R
i
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g
e
Ci
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y
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f
S
a
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A
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t
o
n
i
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Ci
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y
o
f
S
c
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e
r
t
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Ci
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y
o
f
S
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g
u
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Ci
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y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
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i
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e
r
s
a
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C
i
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y
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x
a
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Gu
a
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a
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C
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JB
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A
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B
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TX
D
O
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COM-10 MOA Region
Wide
Develop
Memorandum of
Agreement (MOA)
for Multiple Military
Advocacy Agencies
The County should
work with JBSA to
determine needs for
advocacy of military-
related matters.
Then County should
develop a MOA with
the cities and other
advocacy agencies
AACOG and NEP
delineating points-
of-contacts and
protocols for
communication
methods of contact,
identification of
appropriate agency
for certain matters,
and an action plan
for managing and
aligning multiple
advocacy agencies in
the Bexar and
Guadalupe Counties.
Other Partners:
AACOG, Tri‐County
Chamber of
Commerce, San
Antonio Chamber of
Commerce, NEP,
Schertz Chamber of
Commerce, JBSA
Community
Partnership
2015
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p
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A
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a
Strategy Ti
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f
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Ci
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y
o
f
C
o
n
v
e
r
s
e
Ci
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y
o
f
G
a
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d
e
n
R
i
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g
e
Ci
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y
o
f
S
a
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A
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t
o
n
i
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Ci
t
y
o
f
S
c
h
e
r
t
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Ci
t
y
o
f
S
e
g
u
i
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Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
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e
r
s
a
l
C
i
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y
Be
x
a
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C
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Gu
a
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a
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C
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JB
S
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A
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TX
D
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COM-11 Comm Study
Area /
County-
wide
Create and Maintain
a Regional Portal GIS
Information
Clearinghouse for
Collecting and
Distributing Updated
GIS Layers / Maps
Related to Military
Operations
Currently, the City of
San Antonio has a
grant with the OEA
to determine and
identify an agency
that could serve as
the Regional
Clearinghouse that
can provide a portal
to all JLUS
stakeholders that
would house as well
as make available
GIS layers and maps
related to military
operations. JBSA
would be
responsible for
providing a
comprehensive set
of GIS layers for all
military to the
clearinghouse. The
clearinghouse would
be responsible for
distributing all
updated military
operation GIS layers
and maps to the
partnering
jurisdictions and
stakeholder agencies
to enable enhanced
long-range
compatibility
2015
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A
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a
Strategy Ti
m
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f
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a
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Ci
t
y
o
f
C
o
n
v
e
r
s
e
Ci
t
y
o
f
G
a
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e
n
R
i
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g
e
Ci
t
y
o
f
S
a
n
A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
t
y
Be
x
a
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C
o
u
n
t
y
Gu
a
d
a
l
u
p
e
C
o
u
n
t
y
JB
S
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FA
A
RE
C
S
A
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A
B
O
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TX
D
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COM-11
(cont’d)
planning. A protocol
for accessing and
updating the
information should
be developed to
ensure accuracy and
appropriate security
measures are
established.
Other Partners:
AACOG, Alamo Area
MPO, BRWM, SARA
COM-12 Comm Study
Area
Randolph Tower
(RND) Airspace
Manager and 12 FTW
Safety Office should
continue working
with General
Aviation groups and
the FAA in reducing
VFR pop-up traffic
transiting Military
Operating Areas
(MOAS)
RND Airspace
Manager, Airspace
squadron Points-of-
Contact (POCs) and
squadron Duty
Officers (DOs) should
continue to visit
Houston Center and
San Antonio
Tower/Terminal
Radar Approach
Control (TRACON) to
brief air traffic
controllers on an
annual basis the
importance of
issuing Traffic
Advisories and Alerts
to all users of RND
2015
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A
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Strategy Ti
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Ci
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o
f
C
o
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v
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s
e
Ci
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f
G
a
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n
R
i
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Ci
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f
S
a
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A
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t
o
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i
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Ci
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y
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f
S
c
h
e
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Ci
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f
S
e
g
u
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Ci
t
y
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f
S
e
l
m
a
Ci
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y
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f
U
n
i
v
e
r
s
a
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C
i
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y
Be
x
a
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C
o
u
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t
y
Gu
a
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a
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u
p
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C
o
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JB
S
A
CP
S
/
S
A
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S
FA
A
RE
C
S
A
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S
A
B
O
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TX
D
O
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COM-12
(cont’d)
MOAs.
12 FTW Safety
Office and
Airspace
Manager should
continue safety
briefings at
venues attended
by General
Aviation pilots
and inform them
of the hazards
associated with
flying into active
MOAs.
12 FTW Safety
Office should
vigorously reach
out to airports in
the surrounding
area by
conducting on
site visits and
posting diagrams
depicting RND
flying routes and
MOAs along with
Mid-Air-
Collision-
Avoidance
brochures. MOA
scheduling
utilizing the
latest software
program
sanctioned by
the Air Force will
be utilized and
specified in
Letters of
Agreement with
RND and FAA
agencies as
required so that
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Strategy Ti
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Ci
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C
o
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v
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r
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e
Ci
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G
a
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i
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g
e
Ci
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a
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A
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t
o
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i
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Ci
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y
o
f
S
c
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e
r
t
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Ci
t
y
o
f
S
e
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u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
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C
i
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y
Be
x
a
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C
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n
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y
Gu
a
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a
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u
p
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C
o
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n
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JB
S
A
CP
S
/
S
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S
FA
A
RE
C
S
A
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S
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O
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TX
D
O
T
COM-12
(cont’d)
Notices to
Airmen are
automatically
issued advising
all General
Aviation flyers
when the MOAs
are active.
Other Partners:
San Antonio
International Airport
(SAT) and RND
COM-13 Zon JBSA-R
JBSA-S
Stinson
Vertical
Obs
MIAOD
Subzone
Amend UDCs or
Building Codes to
Not Permit
Temporary Cranes
within the
Transitional Area of
the Airfield
The cities should
amend their UDCs to
incorporate
regulations for not
permitting
temporary cranes
within the
transitional area of
the imaginary
surface in order to
prevent vertical
obstruction into
critical navigable
airspace. The cities
should require
coordination with
the FAA to
determine
obstruction
evaluations so
mitigation measures
and coordination
with JBSA can be
applied.
2015
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r
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p
h
i
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A
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a
Strategy Ti
m
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f
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a
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e
Ci
t
y
o
f
C
o
n
v
e
r
s
e
Ci
t
y
o
f
G
a
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e
n
R
i
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g
e
Ci
t
y
o
f
S
a
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A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
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y
Be
x
a
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C
o
u
n
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y
Gu
a
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a
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u
p
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C
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y
JB
S
A
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S
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S
FA
A
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C
S
A
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TX
D
O
T
COM-14 Comm Study
Area
Consider Public-
Public or Public-
Private (P4)
Partnerships for Cost
Savings
Identify
opportunities for
jurisdictions and
JBSA to partner on
and use Section 331
of the Federal
Regulations to
achieve cost savings.
2015
COM-15 Zon MIAOD /
CCLUAs
Update or Develop
Crane / Temporary
Construction Permit
Forms
Some jurisdictions
surrounding JBSA-R
regulate temporary
construction cranes
through the use of
permits; however
the permits need to
be updated to
reflect current
information and
other cities need to
develop these
permits to regulate
such activity.
The City of San
Antonio should
update their
website with the
updated Crane /
Temporary
Construction
Form and
remove old
copies on
internal sites
and the website.
The cities of
2015
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i
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A
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a
Strategy Ti
m
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f
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Ci
t
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f
C
o
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v
e
r
s
e
Ci
t
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f
G
a
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e
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R
i
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e
Ci
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y
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f
S
a
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A
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t
o
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i
o
Ci
t
y
o
f
S
c
h
e
r
t
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Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
t
y
Be
x
a
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C
o
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n
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y
Gu
a
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a
l
u
p
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C
o
u
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y
JB
S
A
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S
/
S
A
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S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
COM-15
(cont’d)
Schertz, Selma,
Live Oak, and
Universal City
should develop
temporary crane
/ construction
permits to
enable
appropriate
coordination
with the FAA
and JBSA-R and
determine
obstruction
evaluations so
mitigation
measures can be
applied prior to
construction.
COM-16 Comm JBSA-R JBSA Representative
to Accompany City
Officials to talk to
Landowners
A uniformed JBSA
Representative
should accompany
City of Converse
Officials to talk to
Landowners about
the issue with the
clear zones and the
1604 Corridor Study.
2015
On-
going
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A
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Strategy Ti
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Ci
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o
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Ci
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a
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R
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Ci
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a
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A
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t
o
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i
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Ci
t
y
o
f
S
c
h
e
r
t
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Ci
t
y
o
f
S
e
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u
i
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Ci
t
y
o
f
S
e
l
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a
Ci
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o
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U
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s
a
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C
i
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Be
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a
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Gu
a
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a
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u
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C
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JB
S
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FA
A
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S
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TX
D
O
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COM-17 Comm JBSA-R
Study
Area
Coordinate
Partnering Efforts
The Air Force / JBSA
will use the JLUS
Report and
associated
information / data as
part of the
communities’ input
into the ICEMAP
development
process to eliminate
the potential for
conflicting data and
recommendations. If
there are conflicts
between the
ICEMAP and JLUS
recommendations,
JBSA-Randolph shall
resolve them with
the communities.
2015
COM-18 Comm JBSA-R
JBSA-S
and
Stinson
Study
Area
Incorporate
Recommendations of
the JBSA-Randolph
JLUS into the Joint
Base San Antonio
Regional Joint Land
Use Implementation
Strategy
The City of San
Antonio should
ensure that the
findings and
recommendations of
the JBSA-Randolph
JLUS are
incorporated into
and coordinated
with the Joint Base
San Antonio
Regional
Implementation
Strategy.
2015
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Ci
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C
o
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Ci
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G
a
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Ci
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a
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c
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Ci
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S
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u
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Ci
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o
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S
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a
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a
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C
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a
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TX
D
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DUST, SMOKE, STEAM
DSS-1 Comm JBSA-R
JBSA-S
and
Stinson
Study
Area
Coordinate with JBSA
Regarding Proposed
Developments that
Generate Dust,
Smoke or Steam
Within the Approach
and Departure
Corridor
Coordinate with
JBSA about any
existing facilities
undergoing
renovations and
proposed
developments that
generate dust,
smoke, or steam
that are located
within the approach
and departure
corridor in order to
prevent plumes that
may impair the
vision of the pilots.
Other Partners:
TCEQ, Texas Railroad
Commission (TRRC)
On-
going
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A
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Strategy Ti
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C
o
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Ci
t
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G
a
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i
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Ci
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o
f
S
a
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A
n
t
o
n
i
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Ci
t
y
o
f
S
c
h
e
r
t
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Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
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i
v
e
r
s
a
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C
i
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y
Be
x
a
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C
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y
Gu
a
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a
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u
p
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C
o
u
n
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y
JB
S
A
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S
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FA
A
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C
S
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TX
D
O
T
DSS-2 Comm Stinson
Study
Area
Notify RND when
Visibility Near
Stinson Municipal
Airport is Less Than
Desirable for Aviation
Operations
The City of San
Antonio / SAT should
continue to monitor
visibility near the
Stinson Municipal
Airport and notify
JBSA-R when
conditions are not
safe for aviation
activity in the area.
On-
going
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A
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Strategy Ti
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o
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Ci
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G
a
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Ci
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f
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a
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A
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t
o
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i
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Ci
t
y
o
f
S
c
h
e
r
t
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Ci
t
y
o
f
S
e
g
u
i
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Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
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e
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s
a
l
C
i
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y
Be
x
a
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C
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u
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y
Gu
a
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a
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C
o
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JB
S
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S
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A
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TX
D
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HOUSING AVAILABILITY
HA-1 Comm Study
Area
Coordinate JBSA
Housing Needs
Develop partnership
with local realtors,
realtor associations,
and local planning
departments to
share information
regarding military
housing needs on a
regular basis via the
JBSA Housing Market
Analysis (HMA)
report
On-
going
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p
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i
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A
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a
Strategy Ti
m
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f
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Ci
t
y
o
f
C
o
n
v
e
r
s
e
Ci
t
y
o
f
G
a
r
d
e
n
R
i
d
g
e
Ci
t
y
o
f
S
a
n
A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
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y
Be
x
a
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C
o
u
n
t
y
Gu
a
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a
l
u
p
e
C
o
u
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t
y
JB
S
A
CP
S
/
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A
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S
FA
A
RE
C
S
A
/
S
A
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O
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TX
D
O
T
HA-2 Plans Study
Area
Incorporating
Military Housing
Needs in
Jurisdictional
Comprehensive Plans
When a jurisdiction
updates its
comprehensive plan,
the plan should
include a discussion
of military housing
needs and programs
to address housing
needs, both
permanent (family
and unaccompanied
service members)
and transient
housing.
As part of this effort,
JBSA will provide
jurisdictions with
current information
on housing
demands, amount of
housing provided by
the installation,
generalized income,
by rank, of personnel
living off-base, and
current distribution
data on off-base
personnel by zip
code via the JBSA
Housing Market
Analysis (HMA)
report.
On-
going
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o
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r
a
p
h
i
c
A
r
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a
Strategy Ti
m
e
f
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a
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e
Ci
t
y
o
f
C
o
n
v
e
r
s
e
Ci
t
y
o
f
G
a
r
d
e
n
R
i
d
g
e
Ci
t
y
o
f
S
a
n
A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
t
y
Be
x
a
r
C
o
u
n
t
y
Gu
a
d
a
l
u
p
e
C
o
u
n
t
y
JB
S
A
CP
S
/
S
A
W
S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
INFRASTRUCTURE EXTENSIONS
IE-1 Plans JBSA-R
JBSA-S
and
Stinson
MIAOD
Coordinate
Infrastructure
Capacity Planning
with JBSA
Stakeholders should
coordinate with JBSA
on a region-wide
basis in the
development of
infrastructure
master plans, capital
improvement plans
(CIP), utility service
agreements (USAs),
and other similar
long-range plans to
avoid overlap and
duplication of
services.
Development of
systems that can
serve both
community
(including Converse)
and JBSA-R’s needs
should be evaluated
when appropriate.
Other Partners:
Alamo Area MPO,
BRWM, SARA,
Regional Mobility
Authority (RMA)
On-
going
IE-2 Comm JBSA-R
JBSA-S
and
Stinson
MIAOD
Coordination on
Infrastructure
Planning
Notify and
coordinate
infrastructure
expansion plans with
JBSA. When
communities or
2015
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o
g
r
a
p
h
i
c
A
r
e
a
Strategy Ti
m
e
f
r
a
m
e
Ci
t
y
o
f
C
o
n
v
e
r
s
e
Ci
t
y
o
f
G
a
r
d
e
n
R
i
d
g
e
Ci
t
y
o
f
S
a
n
A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
t
y
Be
x
a
r
C
o
u
n
t
y
Gu
a
d
a
l
u
p
e
C
o
u
n
t
y
JB
S
A
CP
S
/
S
A
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S
FA
A
RE
C
S
A
/
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A
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TX
D
O
T
IE-2
(cont’d)
other service
providers move
forward with any
plans of extending
infrastructure in the
vicinity of JBSA-R,
such as a sewer
extension, JBSA-R
should be notified.
The provider should
be prepared to
discuss alternatives
that would help
reduce potential
future incompatible
development along
the infrastructure
line (incompatible
growth-
inducement). The
coordination should
be done early in the
planning process to
optimize
compatibility and
reduce costs
associated with plan
changes. JBSA
should prepare and
provide feedback
within a reasonable
timeframe so as not
to delay
development.
Other Partners:
Alamo Area MPO,
RMA, SARA
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y
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A
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Strategy Ti
m
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t
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o
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t
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a
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A
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n
i
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t
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a
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y
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a
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S
A
CP
S
/
S
A
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FA
A
RE
C
S
A
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S
A
B
O
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TX
D
O
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LAND / AIR SPACE COMPETITION
LS-1 CIP Study
Area
Next Generation Air
Transportation
System
Improvements
SAT and RND should
work with the FAA to
identify and budget
for specific NextGen
improvements that
have a regional
benefit including
System Wide
Information
Management
(SWIM) program and
Automatic
Dependent
Surveillance –
Broadcast (ADS-B)
technology.
2017
LS-2 Comm Study
Area
Advertise / Educate
Mid-Air Collision
Avoidance (MACA)
Program
Develop education
brochures on how to
avoid mid-air
collisions within
airspace where
military operations
occur. Provide the
MACA Handbook
and the mid-air
collision brochure on
the JBSA website
and other online
locations where
general aviation
pilots have access.
2015
On-
going
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TX
D
O
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LS-3 Comm Study
Area /
Region-
Wide
Region-Wide
Airspace Utilization
Study
FAA should work
with SAT, RND, and
TXDOT
representatives (as
appropriate) to
facilitate discussions
regarding the
feasibility of
conducting a region-
wide airspace
utilization study.
This discussion
would include
representatives of
JBSA, TXDOT,
regional airport
operators, and other
relevant
stakeholders to
determine feasibility
and funding
mechanisms for such
a study.
2015
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TX
D
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LEGISLATIVE INITIATIVES
LEG-1 Leg Study
Area
Facilitate Legislative
Initiative to Amend
Property Sellers
Disclosure
Work with San
Antonio Board of
Realtors (SABOR),
Real Estate Council
of San Antonio
(RECSA), Texas
Association of
Realtors (TAR) and
other real estate
advocates to
facilitate a legislative
initiative to include
notification of
military impacts on
property in seller
disclosures (TAR
Forms 1406 and
1506).
Other Partners:
SABOR, RECSA, TAR,
other reals estate
advocates
2017
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a
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TX
D
O
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LEG-2 Leg Study
Area
Amend Property
Code Section 5.008
of Sellers Disclosure
of Military Impacts
The State Legislature
with the support of
TAR and Non-TAR
members to amend
the property code to
incorporate
language that
discloses
information related
to military impacts,
as it pertains to the
property in the
transaction.
Primary Partner:
State Legislature
2015
LEG-3 Plans JBSA-R
JBSA-S
and
Stinson
Vertical
Obs
MIAOD
Subzone
State to Adopt Part
77 as State Law to
ensure Federal
Aviation Regulation
(FAR) Part 77
Compliance
State should adopt
Part 77 and any
amendments to the
law to ensure Part
77 compliance for
local jurisdictions.
For all new,
redeveloped or
rehabilitated
transmission,
communications,
energy generation
structures (including
electrical
transmission
towers/lines, cellular
and radio
transmission towers,
wind generation
2015
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D
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LEG-3
(cont’d)
towers, and other
similar uses.) or any
type of structures
that have a
proposed height of
99’ or higher, ensure
compliance with FAR
Part 77 height limit
requirements to
minimize vertical
obstructions and
congested airspace.
In addition, ensure
the developments
and structures are
compatible with, and
do not pose a safety
hazard to, air
operations in the
region.
Primary Partner:
State Legislature
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D
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LEG-4 Acq Study
Area
State to Establish
Grant Matching
Program to assist
Jurisdictions to
Acquire Land in the
CZs
The State should
establish or modify
current grant
mechanisms that
provide a match to
local jurisdictions
around military
installations to
acquire the land
within the CZs of the
airfield. This will
protect the JBSA-R
mission as well as
other military
missions.
Primary Partner:
State Legislature
2015
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U
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a
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D
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LIGHT AND GLARE
LG-1 Plans Study
Area
Conduct Lighting
Study / Screening
Bexar County should
work with JBSA and
the surrounding
communities to
conduct a lighting
study / screening to
determine areas
where light pollution
may adversely
impact the base’s
mission. This will
determine for the
communities what
types of lighting
regulations would be
necessary to stop
further light
pollution in this area
and region-wide.
2015
LG-2 Zon Study
Area
Amend UDCs and
Zoning Ordinances to
Incorporate Dark Sky
Lighting Controls
The cities should
amend their UDCs
and zoning
ordinances
delineating the
downward
directional lighting
for land uses,
regulations for light
pollution trespass
including lumens
and not permitting
light to be emitted
above the 90 degree
horizontal plane, and
timers for lights.
2017
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a
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c
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Ci
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S
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Ci
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S
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a
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U
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a
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a
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TX
D
O
T
LG-2
(cont’d)
Limit Correlated
Color Temperature
(CCT) values for LED
street lights to
4100k. This shall
include
requirements for
downward
directional, shielded,
or fully-cutoff
lighting in new
construction and
street lights, and
controls for
unregulated and
unconventional
sources of light, i.e.
laser scopes for
paintball shooting
accuracy and other
similar uses.
Other Partners:
Cities of Live Oak
LG-3 Comm JBSA-R
JBSA-S
Stinson
Vertical
Obs
MIAOD
Subzone
Educate Utility
Companies and
Encourage Them to
Adopt Anti-Glare
Construction
Materials in Solar
and Renewable
Energy Facilities
Educate utility
companies on the
importance of anti-
glare construction
materials, such as
the use of an anti-
reflective coating on
photovoltaic solar
panels and
prohibiting the use
of reflective
(mirrored) materials,
for solar panels and
2015
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a
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c
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TX
D
O
T
LG-3
(cont’d)
other renewable
energy facilities for
roof-top on ground-
mounted
applications.
Encourage utility
providers to adopt
criteria for use
within the Vertical
Obstruction Military
Overlay District.
Other Partners:
CPS Energy, GVEC
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TX
D
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LAND USE
LU-1 Plans/
Zon
JBSA-R
JBSA-S
and
Stinson
MIAOD
Military Influence
Area Overlay Zoning
District (MIAOD)
Amend the UDCs
and update
comprehensive
plans to include the
Military Influence
Area Overlay District
(MIAOD). The
MIAOD will assist in
achieving military
compatibility.
Description of the
MIAOD and its
subzones can be
found in the JLUS
Implementation
section narrative.
The MIAOD consists
of 4 subzones:
Safety MIAOD
Subzone – This
area is
comprised of the
CZs, APZs and
the Runway
Protection Zones
(RPZ)
Noise MIAOD
Subzone – This
subzone is
comprised of the
area
encompassed
within the
footprint of the
noise contours
identified in the
most recent
JBSA-R AICUZ
and the Stinson
noise contours
2015
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i
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Ci
t
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o
f
S
e
l
m
a
Ci
t
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o
f
U
n
i
v
e
r
s
a
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C
i
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y
Be
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a
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C
o
u
n
t
y
Gu
a
d
a
l
u
p
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C
o
u
n
t
y
JB
S
A
CP
S
/
S
A
W
S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
LU-1
(cont’d)
Vertical
Obstruction
MIAOD
Subzone – This
Subzone is
comprised of the
area that
encompasses
the various
airfield
imaginary
surfaces zones
and the FAA Part
77 vertical
obstruction
evaluation
criteria (rings).
BASH MIAOD
Subzone –This
area is
comprised of a
five nautical mile
radius around
these areas in
consideration of
the potential
future new
aircraft
scheduled for
operational
capability in
2017 – 2023.
Jurisdictions
should consider
adopting the
heights and
slopes of
imaginary
surfaces of the
Vertical
Obstruction
MIAOD into their
plans and UDCs
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A
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Strategy Ti
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Ci
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C
o
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Ci
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G
a
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R
i
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g
e
Ci
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f
S
a
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A
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t
o
n
i
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Ci
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S
c
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e
r
t
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Ci
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S
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u
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Ci
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o
f
S
e
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a
Ci
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o
f
U
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e
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a
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C
i
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Be
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a
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C
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Gu
a
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a
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C
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t
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JB
S
A
CP
S
/
S
A
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S
FA
A
RE
C
S
A
/
S
A
B
O
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TX
D
O
T
LU-1
(cont’d)
and collaborate
on a case-by-
case basis with
JBSA to ensure
development
does not pose a
vertical
obstruction.
Jurisdictions
should work
with JBSA
concerning land
uses that may
attract birds i.e.
detention
ponds, landfills,
golf courses,
certain
agriculture uses,
etc.
LU-2 Plans Study
Area
Update City
Comprehensive Plans
The cities should
update their
comprehensive
plans to support
military compatibility
policies based on the
assessment provided
in Chapter 5 of the
JLUS Background
Report. The
compatibility policies
should be based on
guidance from the
JLUS and be
incorporated in the
following topic
areas:
Land use,
transportation, parks
and recreation,
water quality,
infrastructure,
2015
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Strategy Ti
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Ci
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C
o
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v
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Ci
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G
a
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R
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Ci
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f
S
a
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A
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t
o
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Ci
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f
S
c
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e
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t
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Ci
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y
o
f
S
e
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u
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Ci
t
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o
f
S
e
l
m
a
Ci
t
y
o
f
U
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i
v
e
r
s
a
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C
i
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y
Be
x
a
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C
o
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y
Gu
a
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a
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u
p
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C
o
u
n
t
y
JB
S
A
CP
S
/
S
A
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S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
LU-2
(cont’d)
economic
development, etc.
LU-3 Zon JBSA-R
Safety
MIAOD
Amend
Comprehensive
Plans to Limit
Density on Land in
West Side of JBSA-R
Southern Accident
Potential Zone II.
Amend
Comprehensive
Plan policy and the
future land use
map to limit
development in
APZ II of the JBSA-
Randolph western
runway to 1
dwelling unit per
10 acres.
2015
LU-4 Zon JBSA-R
Safety
MIAOD
Amend
Comprehensive
Plan to Limit
Density on East
Side of JBSA-R
Southern Accident
Potential Zone II.
Amend
Comprehensive
Plan policy and the
future land use
map to limit
development in
APZ II of the
eastern JBSA-
Randolph runway
to 1 dwelling unit
per 20 acres.
2015
Page 86
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A
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Strategy Ti
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Ci
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C
o
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v
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s
e
Ci
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f
G
a
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e
Ci
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S
a
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A
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t
o
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i
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Ci
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o
f
S
c
h
e
r
t
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Ci
t
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o
f
S
e
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u
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Ci
t
y
o
f
S
e
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a
Ci
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o
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U
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e
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s
a
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C
i
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y
Be
x
a
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C
o
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Gu
a
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a
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p
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C
o
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y
JB
S
A
CP
S
/
S
A
W
S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
LU-5 Zon JBSA-R
Safety
MIAOD
Amend
Comprehensive
Plans to Limit
Density on Land
Between West and
East Runway South
Safety Zones
Amend
Comprehensive
Plan policy and the
future land use
map to limit
development
between the west
and east runway
south safety zones
of JBSA-Randolph
to 1 dwelling unit
per 10 acres.
2015
LU-6 Zon JBSA-S
CCLUA
Establish a Joint
Airport Zoning Board
(JAZB)
Establish a JAZB for
JBSA-S’s Controlled
Compatible Land
Use Area (CCLUA)
using the authority
of the State Local
Government Code
241. The JAZB is
required to develop
a charter, a zoning
ordinance (that
would include the
MIAOD and its
associated
subzones), and a
zoning map for the
CCLUA. The zoning
categories within
each of the MIAOD
subzones should be
based on the AF
AICUZ instructions
2015
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A
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Strategy Ti
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C
o
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Ci
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G
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R
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Ci
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f
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a
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A
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t
o
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i
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Ci
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f
S
c
h
e
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t
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Ci
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f
S
e
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u
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Ci
t
y
o
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S
e
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a
Ci
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y
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f
U
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v
e
r
s
a
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C
i
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y
Be
x
a
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C
o
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y
Gu
a
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a
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C
o
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y
JB
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A
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S
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FA
A
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C
S
A
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S
A
B
O
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TX
D
O
T
LU-6
(cont’d)
guidance, FAA
guidance and the
TXDOT guidance for
compatible land use
around airports.
LU-7 Zon JBSA-R
Safety
MIAOD
Subzone
Evaluate the
Feasibility of Creating
a JAZB for JBSA-
Randolph for the
West and East
Runway Safety Zones
The cities of Schertz,
Selma, and Universal
City along with Bexar
and Guadalupe
counties should
evaluate the
feasibility of creating
a JAZB for the JBSA-
Randolph West and
East Runway Safety
Zones to provide
adequate
protections and land
use regulations for
the ETJs and land
located in this area.
2015
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A
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Strategy Ti
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Ci
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G
a
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Ci
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f
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a
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A
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t
o
n
i
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Ci
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y
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f
S
c
h
e
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t
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Ci
t
y
o
f
S
e
g
u
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Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
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v
e
r
s
a
l
C
i
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y
Be
x
a
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C
o
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y
Gu
a
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a
l
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p
e
C
o
u
n
t
y
JB
S
A
CP
S
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A
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S
FA
A
RE
C
S
A
/
S
A
B
O
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TX
D
O
T
LU-8 MOU JBSA-R
JBSA-S
and
Stinson
Safety
and
Noise
MIAOD
Sub-
zones
Develop a
Memorandum of
Understanding
(MOU) with School
Districts
JBSA should develop
a MOU with the
surrounding school
districts to
coordinate on all
future school master
plans to prevent
schools from being
planned in noise
sensitive and safety
areas of the Noise
and Safety Subzones.
2015/
On-
going
LU-9 Plans JBSA-R
JBSA-S
and
Stinson
MIAOD
Acquire Conservation
Easements to Secure
Buffer in JBSA-R
Airfield Safety Zones
Participate in the
Readiness and
Environmental
Protection Initiative
(REPI) program and
other buffering and
conservation
programs to
purchase restrictive
use easements or
fee title to lands that
present threat of
encroachment and
impact on military
operations. The Air
Force should identify
potential REPI and
other conservation
partners, land that
meet the REPI
criteria, and identify
willing sellers.
Other Partners:
2017
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A
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Strategy Ti
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Ci
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C
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Ci
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G
a
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R
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Ci
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f
S
a
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A
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t
o
n
i
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Ci
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y
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f
S
c
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e
r
t
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Ci
t
y
o
f
S
e
g
u
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Ci
t
y
o
f
S
e
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m
a
Ci
t
y
o
f
U
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e
r
s
a
l
C
i
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y
Be
x
a
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C
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y
Gu
a
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a
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p
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C
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t
y
JB
S
A
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S
/
S
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A
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C
S
A
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S
A
B
O
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TX
D
O
T
LU-9
(cont’d)
Nature Conservancy
Agencies
LU-10 Acq JBSA-R
Safety
MIAOD
Subzone
Acquire Land in JBSA-
R’s Northern and
Southern CZs
JBSA-R to determine
an ideal funding
mechanism to
purchase the vacant
land located in the
northern and
southern JBSA-R CZs
to provide
protection for the
JBSA-R mission.
2017
LU-11 Plans JBSA-R
MIAOD
Transfer of
Development Rights
(TDR) Program
The cities should
assess and consider
developing a TDR
program to protect
the JBSA-R mission
and redirect
potentially
incompatible
development to a
more ideal location
away from mission-
critical operational
areas.
2017
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A
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a
Strategy Ti
m
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Ci
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C
o
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Ci
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f
G
a
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e
n
R
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g
e
Ci
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y
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f
S
a
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A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
t
y
Be
x
a
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C
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t
y
Gu
a
d
a
l
u
p
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C
o
u
n
t
y
JB
S
A
CP
S
/
S
A
W
S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
LU-12 Zon JBSA-R
JBSA-S
Stinson
Safety
and
Noise
MIAOD
Subzone
Include Statement
(Note) in Plats
In order to prevent
litigation regarding a
situation where a
property owner
stated they were not
informed that their
property was located
within an airfield
safety zone (CZ, APZ
I and II, or RPZs) and
/ or a Noise
Subzone,
jurisdictions should
include on all future
plats that are
located in these
subzones language
stating that they are
located in a military
operating area that
can be subject to
noise, vibrations,
odors and other
such impacts.
2015
LU-13 Plans N/A Amend 1604
Corridor Study
Consider amending
the 1604 Corridor
Study in conjunction
with JBSA-Randolph
advocating for the
funding of Rocket
Lane Gate
construction.
2015
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Ge
o
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r
a
p
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i
c
A
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a
Strategy Ti
m
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f
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a
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Ci
t
y
o
f
C
o
n
v
e
r
s
e
Ci
t
y
o
f
G
a
r
d
e
n
R
i
d
g
e
Ci
t
y
o
f
S
a
n
A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
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Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
t
y
Be
x
a
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C
o
u
n
t
y
Gu
a
d
a
l
u
p
e
C
o
u
n
t
y
JB
S
A
CP
S
/
S
A
W
S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
LU-14 Plans/ Zon/
Comm
JBSA-R
JBSA-S
Stinson
Consider a
Development
Coordination Area
Until legislation is
enacted that
mandates
development
coordination with
JBSA-Randolph,
consider using the
Military Overlay
District as a
Development
Coordination Area
where development
will be coordinated
with JBSA officials on
a case-by-case basis.
The criteria that will
trigger coordination
include the
following:
Structure Height
Density
Light and Glare
(Daytime glare
from buildings)
Noise
Uses that
produce dust
and smoke
On-
going
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A
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a
Strategy Ti
m
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Ci
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C
o
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v
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r
s
e
Ci
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f
G
a
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d
e
n
R
i
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g
e
Ci
t
y
o
f
S
a
n
A
n
t
o
n
i
o
Ci
t
y
o
f
S
c
h
e
r
t
z
Ci
t
y
o
f
S
e
g
u
i
n
Ci
t
y
o
f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
l
C
i
t
y
Be
x
a
r
C
o
u
n
t
y
Gu
a
d
a
l
u
p
e
C
o
u
n
t
y
JB
S
A
CP
S
/
S
A
W
S
FA
A
RE
C
S
A
/
S
A
B
O
R
TX
D
O
T
LU-15 Acq JBSA-R Consider Subdividing
the Three Parcels of
Land to Account for
the 500 Feet in the
Clear Zone
City of Converse and
an uniformed Air
Force personnel
should consider
advocating to the
landowners to
subdivide the land
that would account
for the 500 feet in
the CZ. Then the
City or the AF could
reasonably acquire
the 500 feet of land
to protect general
public.
2017
LU-16 Acq/ Plans JBSA-R Consider Pursuing
Funding Opportunity
with the State to
either Acquire the CZ
land or to Fund
Portions of the
Rocket Lane Gate.
City of Converse
should consider
utilizing the funding
opportunities
available to them
through the
Governor’s Office,
Texas Military
Preparedness
Commission to
either acquire the
land in the CZ and
place under
perpetual easement
or assist in funding
the improvements at
the proposed Rocket
2015
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p
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A
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a
Strategy Ti
m
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Ci
t
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f
C
o
n
v
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a
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d
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i
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Ci
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S
a
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A
n
t
o
n
i
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Ci
t
y
o
f
S
c
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r
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Ci
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S
e
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u
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Ci
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S
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a
Ci
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U
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a
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Be
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Gu
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C
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JB
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A
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O
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TX
D
O
T
LU-16
(cont’d)
Lane Gate.
LU-17 Acq JBSA-R Cities should Support
JBSA-R in Efforts to
Acquire Land with
the CZs.
The Cities support
JBSA-Randolph in
efforts to acquire
land within the CZs
by identifying and
pursuing potential
funding
opportunities
including bonds,
state funds, sales tax
revenue, grants, etc.
2015
LU-18 Plans JBSA-R
MIAOD
Develop Land Use
Plans for ETJs in the
JBSA-Randolph
MIAOD
Although cities do
not have land use or
zoning authority in
their ETJ, they
should consider
developing land use
plans for these areas
that achieve a future
vision compatible
with the existing and
future military
mission of JBSA-
Randolph and
promotes viable
community
development if
annexed.
2015/
On-
going
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TX
D
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LU-19 Plans JBSA-R
MIAOD
Consider and
Potentially Develop
Plan for Annexation
or Limited Purpose
Annexation
The cities should
consider and
potentially develop
plans for annexation
or limited purpose
annexation of ETJ
parcels where
infrastructure
improvements and
regulations are
consistent with the
JLUS findings and
recommendations to
ensure development
in these areas is
compatible with the
existing and future
JBSA-Randolph
mission.
2015/
On-
going
LU-20 Plans /
Zon
JBSA-R
Safety
MIAOD
Amend Zoning to
Stipulate how
Planned
Developments in
the APZ I and II
Should be Utilized
The Cities of Selma
and Schertz should
amend the UDC
and Zoning Code to
expressly note that
Planned
Development
Zoning Districts in
the APZ I and II
safety zones should
be used only to
achieve greater
compliance with
the JLUS goals.
2015
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D
O
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LU-20
(cont’d)
They should not be
used to allow
cluster
developments that
concentrate
development,
including houses,
within these areas.
LU-21 Plans /
Zon
JBSA-R
Safety
MIAOD
Amend Zoning to
Prohibit Clustering
in JBSA-Randolph
APZ I and APZ II
Areas
The cities should
amend their UDC
or Zoning Codes to
prohibit the
clustering of
residential
development
within JBSA-
Randolph APZ I and
APZ II areas.
2015
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a
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a
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O
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TX
D
O
T
NOISE AND VIBRATION
NV-1 Zon JBSA-R
JBSA-S
AND
Stinson
Noise
MIAOD
Subzone
Adopt Statewide
Building Code
Requirements
Incorporating Sound
Attenuation
Measures
Jurisdictions should
adopt building code
requirements for
new construction
within the Noise MIA
Subzone that
requires attenuation
measures to meet
the guidelines of the
AICUZ
recommended by
this JLUS.
Other Potential
Partners:
Cities of Cibolo,
Garden Ridge, and
Live Oak
2017
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Ci
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f
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a
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A
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t
o
n
i
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Ci
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f
S
c
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Ci
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S
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Ci
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y
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f
S
e
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a
Ci
t
y
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f
U
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s
a
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Be
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a
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a
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a
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D
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T
NV-2 Com Study
Area
Educational
Materials on Sound
Attenuation Methods
Use or modify DOD
or FAA Sound
Attenuation
educational
materials as a
supplemental
educational
document,
describing building
techniques which
can be used to
achieve the required
45 dB LDN interior
noise maximum
threshold. Local
jurisdictions should
make use of already
available technical
support materials
from the Federal
Aviation
Administration and /
or Department of
Defense.
2015/
On-
going
NV-3 Zon JBSA-R
JBSA-S
Stinson
Noise
MIAOD
Subzone
Amend UDCs,
Building Codes, and
Zoning Ordinances to
Incorporate
Recommended Land
Use Guidelines and
Sound Attenuation
Measures for
Properties Within the
65 dB noise contour
and greater.
If the adopted
building codes of the
jurisdictions do not
require residential
uses and other noise
2015
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c
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Ci
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U
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a
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Be
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Gu
a
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TX
D
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T
NV-3
(cont’d)
sensitive land uses
to have an interior
noise level of 45 dB,
then the jurisdictions
should amend their
UDCs, building
codes, and zoning
ordinances to
require the
recommended 45 dB
for interior noise
levels for properties
within the 65 dB
noise contour and
greater. This
amendment should
apply to all new
construction and
renovations where
more than 50
percent of the
structure is
renovated.
NV-4 Comm JBSA-R
JBSA-S
Stinson
Noise
MIAOD
Subzone
Signage in the Rights-
of-Way to Notify
Citizens that the
Community is Shared
with JBSA-Randolph
The cities should
design, develop, and
place signage in
community-wide
rights-of-way to
notify citizens that
the community is
shared with JBSA-
Randolph and
subject to potential
impacts of overflight
and noise.
2015
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Ci
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U
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a
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a
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TX
D
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NV-5 Plans JBSA-R
JBSA-S
and
Stinson
Noise
MIAOD
Subzone
Develop a Voluntary
Sound Attenuation
Retrofit Program for
Noise Sensitive Uses
Develop a sound
attenuation program
for willing property /
home owners
supporting the
Statewide Energy
Code. Where
possible incorporate
incentives.
2017
NV-6 Zon JBSA-R
JBSA-S
and
Stinson
Noise
MIAOD
Subzone
Assess the Viability of
the Dedication of
Avigation / Noise
Easements for
Discretionary
Development
Approvals
Assess the viability
of the dedication of
avigation / noise
easements for new
development
projects requiring
discretionary
development
approvals. Avigation
easements confer
the right to aircraft
overflight and to
generate impacts
associated with
normal aircraft
operation such as
noise, vibration,
odor, air currents,
illumination, and
fuel consumption.
2015
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C
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Ci
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a
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t
o
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c
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Ci
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S
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U
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a
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TX
D
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NV-7 Zon JBSA-R
JBSA-S
and
Stinson
Noise
MIAOD
Subzone
Require the
Dedication of
Avigation / Noise
Easements and a
Note on the Plat for
Discretionary
Development
Approvals
Require avigation /
noise easements and
a Note on the Plat of
the avigation
easement for new
development
projects requiring
discretionary
development
approvals. Ensure
that easement
language is
standardized across
all jurisdictions.
2015
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f
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a
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A
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t
o
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i
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Ci
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f
S
c
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r
t
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Ci
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f
S
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u
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Ci
t
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f
S
e
l
m
a
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f
U
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s
a
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i
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a
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TX
D
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ROADWAY CAPACITY
RC-1 Comm Study
Area
Transportation
Improvements /
Expansions
Monitor capital
improvement
projects to ensure
roadway capacity is
sufficient to meet
local and regional
mobility needs
without causing
growth inducement
and increased
roadway congestion
near JBSA-R.
Other Partners:
Alamo Area MPO,
RMA
On-
going
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a
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A
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t
o
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i
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Ci
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f
S
c
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e
r
t
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Ci
t
y
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f
S
e
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u
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Ci
t
y
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f
S
e
l
m
a
Ci
t
y
o
f
U
n
i
v
e
r
s
a
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C
i
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y
Be
x
a
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Gu
a
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a
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C
o
u
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y
JB
S
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S
/
S
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S
FA
A
RE
C
S
A
/
S
A
B
O
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TX
D
O
T
RC-2 Zon / Plans JBSA-R
Study
Area
Mass Transit Options
The cities
surrounding JBSA-R
should work with VIA
Metropolitan Transit
Authority and
consider voting in
and assessing the
sales tax to their
residents that would
fund mass transit
options for their
residents.
Provide educational
materials to
residents about the
mass transit options
that are available to
them both on-base
and off-base,
including van pools.
Other Partners:
VIA Metropolitan
Transit Authority
2015
RC-3 Plans JBSA-R
Study
Area
Prepare a Traffic
Modeling Study for
the Areas
Immediately
Surrounding JBSA-
Randolph
TXDOT should
coordinate with
JBSA-R and the
surrounding
communities to
prepare and develop
a comprehensive
traffic modeling
study for the areas
immediately around
JBSA-R to assess
roadway capacity
levels for egress and
ingress of the base.
2017
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Ci
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Ci
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a
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t
o
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Ci
t
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S
c
h
e
r
t
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Ci
t
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o
f
S
e
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u
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Ci
t
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o
f
S
e
l
m
a
Ci
t
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U
n
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v
e
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s
a
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C
i
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y
Be
x
a
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C
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y
Gu
a
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a
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C
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JB
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TX
D
O
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RC-3
(cont’d)
Other Partners:
Alamo Area MPO,
RMA
RC-4 Plans JBSA-R
Study
Area
Coordinate and
Budget for Intelligent
Transportation
Systems
TXDOT should work
with the
communities around
JBSA-R and the
Union Pacific
Railroad (UPRR) to
install intelligent
transportation
systems such as
infrastructure-to-
vehicle wireless
systems to enable
enhanced planning
and manage
roadway capacity
issues.
This should include
electronic marquee
boards identifying
when UPRR trains
are scheduled to
cross at the Pat
Booker Roadway and
FM-78.
Other Partners:
Alamo Area MPO,
RMA, UPRR
2017
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C
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Ci
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G
a
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Ci
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a
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A
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c
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S
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a
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TX
D
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RC-5 CIPs JBSA-R Program and Budget
for Installation Gate
Projects that
Improve Off-Base
Roadway Capacity
JBSA-R should
program and budget
for installation gate
projects that will
improve off-base
roadway capacity,
enhance base access
for commercial
deliveries and
improve vehicular
mobility outside the
base. These
improvements
include the South
Gate ACP
reconfiguration.
Coordinate with the
Alamo Area MPO
and other
stakeholders
including TXDOT, if
the roadways are
state roadways.
Other Partners:
Alamo Area MPO
2017
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a
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D
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RC-6 Plans JBSA-R Consider Additional
Increases in
Compressed Work
Week Schedules for
Eligible Employees
JBSA-R should work
with command units
and tenants to
determine if it is
feasible to allow
additional staffing
that would be
eligible to work
compressed or
flexible work weeks
to decrease
vehicular miles on
roadways during
peak morning and
evening hours.
2015
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SAFETY
SA-1 Plans JBSA-R
Safety
MIAOD
Subzone
CZ and APZ Land Use
Evaluation Study
The JLUS
Implementation Task
Force should work
with the cities of
Schertz and
Universal City to
prepare a
comprehensive land
use evaluation of the
land within the
safety zones (CZ &
APZs) of the JBSA-R
airfield to identify
property owners,
vacant land, entitled
land, and other
recorded
instruments on the
land within the
safety zones.
This information
will be used to
determine lands
that have willing
sellers that can
be acquired to
secure lands
within the CZs
and APZs that
are not
developed.
The study should
also identify
funding
mechanisms for
acquisition such
as the Texas
Revolving
Military Loan
Program, DEAAG
Program, and
2015
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C
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Ci
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R
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a
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A
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t
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c
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Ci
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S
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a
Ci
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U
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a
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TX
D
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SA-1
(cont’d)
municipal bonds,
sales tax
revenue, grants,
etc.
Primary Partner:
JLUS Implementation
Task Force
SA-2 Plan JBSA-R
Safety
MIAOD
Subzone
Partial Update of the
2008 JBSA-R AICUZ
Update the 2008
AICUZ to revise the
clear zone boundary
and consider
incorporation of the
Navy instruction for
curved CZs and APZs
that accurately
reflect the primary
flight tracks.
The
measurements
of the standard
CZ should be
3,000 feet X
3,000 feet, not
2,000 feet X
3,000 feet.
Consider
incorporating
the curved
patterns of the
CZs and APZs as
the Navy
Instruction for
AICUZs
recommends.
It should be
noted that a
partial update of
the AICUZ is
scheduled for FY
16 including a
new noise study.
2015
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c
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Ci
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U
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s
a
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SA-3 Plans/ Zon JBSA-R
Safety
MIAOD
Identify and Adopt
Reductions to Floor
Area Ratio (FAR) for
Land Uses within
APZ I and APZ II
JBSA-Randolph and
Bexar and
Guadalupe
counties and the
cities of Converse,
San Antonio,
Schertz, Selma, and
Universal City
should collaborate
to identify FAR
reductions for land
uses within the
JBSA-Randolph APZ
I and APZ II areas.
Consider FAR
recommendations
from DOD
guidance in
Instruction 4165.57
as the model FAR
reductions. Adopt
FAR reductions in
AICUZ update, city
planning
documents, and
Controlled
Compatible Land
Use Area
regulations for
Bexar and
Guadalupe
counties. For
existing
undeveloped
platted lots FAR
modifications may
be considered
when coupled with
additional use and
2015
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a
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a
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SA-3
(cont’d)
development
restrictions.
SA-4 Plans JBSA-R
Safety
MIAOD
Incorporate the
FAR
Recommendations
for Land Use within
Safety Zones in
AICUZ Update
Include the FAR
recommendations
from current DOD
guidance in
Instruction 4165.57
for land uses within
the safety zones in
the update of the
2008 JBSA-
Randolph AICUZ.
2015
SA-5 Plans JBSA-R
Safety
MIAOD
Provide Study Area
Jurisdictions the
Floor Area Ratio
(FAR)
Recommendations
for Land Use within
Safety Zones
JBSA-Randolph to
provide the Study
Area jurisdictions
the FAR
recommendations
for land uses within
the safety zones
from the DOD
Instruction
4165.57.
2015
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Ci
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a
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t
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c
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t
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Ci
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S
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u
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Ci
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S
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a
Ci
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f
U
n
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s
a
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y
Be
x
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a
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C
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S
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TX
D
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SA-6 Plans / Zon JBSA-R
Safety
MIAOD
Ensure that Platting
Applications are
Consistent with
Amended Zoning
Changes for Land in
Northern and
Southern Safety
Zones
Ensure that all
platting applications
for property within
the JBSA-Randolph
Northern and
Southern Safety
Zones comply with
changes to zoning
regulations per the
JLUS
recommendations.
2015
SA-7 Zon JBSA-R
Safety
MIAOD
Amend UDC and
Zoning Ordinances
for West Side of
JBSA-R Southern
Accident Potential
Zone II
Amend the UDC and
Zoning Ordinances
to limit development
in south APZ II of the
JBSA-Randolph
western runway to 1
dwelling unit per 10
acres.
2015
SA-8 Zon JBSA-R
Safety
MIAOD
Amend UDC for East
Side of JBSA-R
Southern Accident
Potential Zone II
Amend the UDC to
limit development in
south APZ II of the
eastern JBSA-
Randolph runway to
1 dwelling unit per
20 acres.
2015
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a
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i
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c
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Ci
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u
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a
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x
a
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a
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S
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TX
D
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SA-9 Zon JBSA-R
Safety
MIAOD
Amend UDCs and
Zoning Ordinances
for Land Between
West and East
Runway South Safety
Zones
Amend the UDC and
Zoning Ordinance to
limit development
between the west
and east runway
south safety zones
of JBSA-Randolph to
1 dwelling unit per
10 acres.
2015
SA-10 Zon JBSA-R
JBSA-S
and
Stinson
Safety
MIAOD
Sub-
zone
Amend UDCs and
Zoning Ordinances
to Incorporate
MIAOD Safety
Subzone and the
Associated AICUZ
Guidelines for CZs
and APZs.
Amend UDCs,
County Orders, and
zoning ordinances
to incorporate a
MIAOD Safety
Subzone and the
associated AICUZ
compatible
development
guidelines for the
safety of their
citizens. Where
more stringent
guidelines are
recommended in
the JLUS,
incorporate JLUS
recommended
guidelines.
Examples of
2015
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Ci
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a
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Ci
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S
a
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A
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t
o
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i
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Ci
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S
c
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e
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Ci
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S
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u
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Ci
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f
S
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a
Ci
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f
U
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s
a
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C
i
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Be
x
a
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C
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Gu
a
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a
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u
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C
o
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JB
S
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S
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A
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TX
D
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SA-10
(cont’d)
regulations in this
area should include
conditions
associated with
types of uses such
as restricting new
development that
attracts large
congregations of
people and uses
that attract
concentrations of
birds creating a
hazard to aircraft.
SA-11 Zon JBSA-R
Safety
MIAOD
Subzone
Identify Viable
Compatible Uses for
APZs South of the
Runways and Amend
UDC to Incorporate
These Uses.
The City of Schertz,
with consultation
from JBSA-Randolph,
should develop an
official list of
compatible uses
within Accident
Potential Zones
south of the JBSA-
Randolph Runways.
Compatible uses
may include
opportunities for
alternative energy
and appropriate
development criteria
to ensure
compatibility with
the JBSA-Randolph
mission. Adopt FAR
reductions for non-
residential uses in
conjunction with
Strategy SA-3 and
2015
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SA-11
(cont’d)
consider flexibility
for small lots that
may not support
viable development
based on use
guidance per DOD
Instruction 4165.57.
Other Partners:
Wind Industry
SA-12 Zon JBSA-S
Safety
MIAOD
Subzone
Create a JAZB for
JBSA-Seguin to
include a MIAOD
Safety Subzone
Create a JAZB for
JBSA-Seguin to
include a zoning
MIAOD Safety
Subzone within the
Controlled
Compatible Land
Use Area and
incorporate the
associated AICUZ
compatible
development
guidelines.
2015
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SA-13 Comm JBSA-R
Safety/
Noise
MIAOD
Subzone
Coordinate with
JBSA-Randolph in
Requesting No-Fly
Days and Weekends
for Special
Community Events
The City of Schertz
should coordinate in
a timely manner (a
month’s notice) with
JBSA-Randolph to
request no-flying
operations during
specific times of the
year for special
community events,
e.g. July 4th, Schertz
Fest.
2015/
On-
going
SA-14 Zon JBSA-R
and
JBSA-S
Safety
MIAOD
Subzone
Amend UDCs and
Zoning Ordinance to
Require CZ Language
on Plats
Amend UDCs, zoning
ordinance and
platting regulations
to require that plats
include language
stating the property
is located within the
CZ which is located
at the end of a
military training
installation runway
and is identified as
an area with the
highest aircraft
accident potential.
2015
SA-15 Plans
CIP
NA Secondary Radar
System and NextGen
Air Transportation
Systems
SAT and RND should
work with FAA to
identify projects to
2017
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SA-15
(cont’d)
include in their
capital investment
plans within the next
five years such as a
redundant radar
system and NextGen
air transportation
systems including
Automatic
Dependent
Surveillance –
Broadcast (ADS-B)
technology.
SA-16 Comm JBSA-R
JBSA-S
and
Stinson
BASH
MIAOD
Sub-
zone
Amend UDCs and
Zoning Ordinances
to include BASH
Regulations
Amend UDCs and
zoning ordinances
to regulate land
uses and guide
building standards
that will not attract
birds and other
wildlife in the
MIAOD BASH
Subzone,
specifically within
the airport
approach and
departure zone.
Such controls
should include not
permitting certain
trees and foliage
that attract birds in
this area.
2015
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D
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SA-17 Comm JBSA-R
JBSA-S
and
Stinson
BASH
MIAOD
Subzone
Continue to
Implement BASH
regulations per JBSA-
R BASH Plan
JBSA should
continue to
implement BASH
regulations per the
JBSA-Randolph BASH
Plan including the
regulation of land
uses, building
standards, and
appropriate
vegetation to deter
birds and other
wildlife.
2015
SA-18 Hab JBSA-R
BASH
MIAOD
Subzone
Control Dove
Population at
JBSA-R
JBSA-Randolph shall
control the White
Winged Dove
population through
habitat management
inside the
installation fenceline
to reduce the
potential for BASH.
2015/
On-
going
SA-19 Plans JBSA-R
BASH
MIAOD
Subzone
Improve Water
Drainage on Golf
Course
JBSA-Randolph
should improve the
water drainage
features on the golf
course in order to
discourage use by
birds and other
wildlife.
2015/
On-
going
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SA-20 Plans /
Comm
JBSA-R
Safety
MIAOD
Coordination of
Recreational Land
Uses with JBSA in the
Future
The City of Schertz
and JBSA will
coordinate in the
future to restrict
utilization of
recreational type
uses (e.g. soccer
fields) when night
training occurs at
the Base.
2017/
On-
going
SA-21 Plans JBSA-R
Safety
MIAOD
Modify the Veterans
Park Plan in Universal
City
The City should
consider modifying
the Veterans Park
Plan to ensure that
recreational facilities
within the plan that
encourage
congregations of
people, e.g.
amphitheater,
should be relocated
outside the standard
CZ.
2015/
On-
going
SA-22 Comm JBSA-R
Safety
MIAOD
Engage in
Discussions with
Private Company in
Northeast Clear
Zone
City of Schertz,
Bexar County, and
with the support of
JBSA-Randolph
should engage in
discussions with
private company in
NE CZ to
2015/
On-
going
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SA-22
(cont’d)
encourage the
company to not
operate or park
vehicles in the area
of the Critical Glide
Slope Path.
SA-23 Comm JBSA-S
Safety
MIAOD
Engage in
Discussions with
Private Company
East of JBSA-Seguin
Runway within the
Transitional Surface
Guadalupe County
with the support of
JBSA-Randolph
should engage in
discussions with
private company
east of the runway
along Weber Road in
the Transitional
Surface to
encourage the active
management of bird
attractants and
mitigation of
activities that may
affect flight
operations.
2015
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SA-24 Plans /Zon JBSA-R
Safety
MIAOD
Amend Zoning in
APZs Based on
Revised Safety
Zones
JBSA-Randolph may
change the West
And East Runway
south safety zones
based on actual
flight paths as part
of AICUZ update.
The cities of San
Antonio and Schertz
should evaluate,
identify, and amend
the allowable land
uses within the
revised south safety
zones from
residential to
compatible non-
residential uses.
Work with JBSA-
Randolph to
determine the safety
zone boundaries.
2015
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VERTICAL OBSTRUCTIONS
VO-1 Plans/ Zon JBSA-R
JBSA-S
and
Stinson
Vertical
Obs
MIAOD
Subzone
Develop a 3-
Dimensional
Imaginary Surfaces
Model
Bexar County should
work with the cities
to develop a 3D
model of existing
height regulations
compared to
allowable heights
based on the FAA
Imaginary Surfaces
of airfields. This tool
will assist the
jurisdictions in
amending their
UDCs further to
enhance military
compatibility as well
as be used to
evaluate
development
applications to see if
the heights of
proposed structures
do not obstruct the
navigable airspace.
Other Partner:
City of Live Oak
2017
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D
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VO-2 Comm JBSA-R
JBSA-S
and
Stinson
Vertical
Obs
MIAOD
Subzone
Utility Infrastructure
Coordination
Electric utility
companies should
coordinate with the
cities and JBSA on
siting above ground
utility poles and
infrastructure to
ensure utilities do
not constitute a
vertical obstruction
to the aviation
operations in the
area.
2015
On-
going
VO-3 Plans
CIP
JBSA-R
JBSA-S
and
Stinson
Vertical
Obs
MIAOD
Subzone
Site New Utility Lines
Within Existing
Energy Utility
Corridors / Joint
Utility Corridors
Work with CPS
Energy and TXDOT
to use existing
energy corridors for
joint utility corridors
when planning
infrastructure
projects. This will
ensure that
additional vertical
obstructions in other
locations do not
occur.
Other Partners:
TRRC
On-
going
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WATER QUALITY / QUANTITY
WQ-1 Plans Study
Area
Develop and
Implement a Water
Resources
Management Plan
Identify future
demand and supply
and coordinate with
the regional
resources and
agencies to develop
and implement a
Regional Water
Management Plan.
This plan would
assess all possible
solutions to
conserving water
and securing future
water resources.
Such solutions would
include sharing of
water resources with
proximate cities,
JBSA obtaining
additional water
rights from the
Carrizo-Wilcox
Springs, and the use
of Reuse Water for
Outdoor uses, i.e.
watering lawns.
Other Partners:
San Antonio River
Authority (SARA),
Edwards Aquifer
Authority (EAA),
BRWM, SARA
2017
WQ-2 Zon Study
Area
Develop Ordinance
Reducing Lawn
Landscaping Area
The participating
JBSA-R JLUS cities
should develop, if
2015
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D
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WQ-2
(cont’d)
they do not already
have, an ordinance
limiting the size of
landscaped lawns
and requiring the
remaining lawn area
be xeriscaped in
order to reduce
water consumption
and waste. Consider
incorporating and
encouraging
application of LID
practices
recommended by
SARA.
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WQ-3 Comm Study
Area
Coordinate
Infrastructure
Projects and Apply
for State Funding
The cities and
counties should
coordinate with JBSA
when applying for
priority water
infrastructure
project funding from
the State of Texas
Water Development
Board in order to
prevent siting water
infrastructure
projects in areas that
may support
incompatible
development that
may affect the
military mission.
Other Partners:
Texas Commission
on Environmental
Quality (TCEQ) ,
BRWM, Texas Water
Development Board
(TWDB), SARA
On-
going
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WQ-4 Plans Study
Area
Address Military
Water Concerns in
Agency Plans
When SARA,
jurisdictions and
other agencies
update plans for the
management of
their water
resources, they
should incorporate
the military water
needs in their plans.
Other Partners:
SARA, EAA and
BRWM
2017
WQ-5 Plans JBSA-R Inventory and Assess
High-risk Storm
water Ponding Areas
On-Base
Conduct a base-wide
assessment of high-
risk storm water
drainage system
deficiencies.
Prioritize those
deficiencies that
affect external land
uses including
community storm
water drainage
facilities.
2017
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TX
D
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WQ-6 Comm Study
Area
Encourage and
Conduct Outreach to
Developers on Low
Impact Storm Water
Development
Practices
Encourage
developers and
builders to
incorporate Low
Impact Development
(LID) practices, such
as reduction in
impervious surfaces
into site design, to
reduce the volume
of storm water
runoff. Develop
brochures describing
the different LID
practices. Where
possible, provide
incentives for the
developers to use
LID practices.
Other Primary
Partner:
SARA
Note: SARA is
developing a
voluntary set of LID
optional standards
with incentives that
will be considered as
part of the City of
San Antonio’s UDC’s
update program.
Other jurisdictions
should consider
adapting some of
these LID practices
within their UDCs.
On-
going
Page 127
Please see the next page.
Page 128
County of Bexar Public Works
233 N Pecos-La Trinidad, Suite 420
San Antonio, Texas 78207
210-335-1243
www.bexar.org