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From the northeast and east ends (respectively) of San Marcos, the route follows SH 21 until the <br />intersection of FM 110 or SH 80 until the intersection of FM 110. From these intersections, the route <br />occurs along previously described paths utilizing FM 110 and 1-35. <br />From the west end of San Marcos, the route utilizes RR 12 until the intersection with 1-35, at which <br />time the route occurs along previously described paths utilizing 1-35 and FM 110. <br />Alternative Routes <br />Alternative routes considered include not designating a NRHM route, which would allow NRHM to <br />continue to be transported throughout the city limits of San Marcos, including five bridges over the <br />upper San Marcos River. This alternative would increase exposure of NRHM to residential areas, <br />densely populated areas, and the upper San Marcos River. <br />Effects on Commerce, Delaysin Transportation, Congestion and <br />Accident iory <br />The designation of an NRHM route does not preclude the delivery of NRHM to designated locations <br />within the city limits. For instance, fuel transporters will still be permitted to deliver fuel to gas <br />stations that are not along the proposed route. Rather, the designation of an NRHM route is to <br />direct NRHM that is passing thru the city of San Marcos. <br />The proposed NRHM route would affect some travel times for NRHM freight vehicles traveling to <br />and from the eastern state highway connections (i.e., SH 21, SH 80, and SH 123). Travel times for <br />north, south, and west bound NRHM freight vehicles would be increased. Table 1 displays the <br />current estimated travel times and proposed NRHM route estimated travel times for NRHM freight <br />vehicles. <br />Table 1. Current and Proposed Estimated Travel Times for NRHM Freight Vehicles <br />14 minutes (8 miles) 14 minutes (8 miles) <br />12 minutes (10 miles) 12 minutes (10 miles) <br />16 minutes (14 miles) 21 minutes (16 miles) <br />17 minutes (14 miles) 26 minutes (20 miles) <br />While federal regulations require consideration of climatic conditions that could affect the safety of <br />a NRHM route, modeling tools for this analysis are often site specific. The City of Austin's <br />designation route study did not run a site -specific model but rather investigated local planning <br />documents that consider potential climate impacts. The conclusion of this study was that there are <br />