HomeMy WebLinkAbout020932 RES - 06/05/1990A RESOLUTION
ENDORSING THE MASTER PLAN UPDATE OF THE CORPUS CHRISTI
INTERNATIONAL AIRPORT, AN ELEMENT OF THE COMPREHENSIVE PLAN
OF THE CITY OF CORPUS CHRISTI.
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF CORPUS
CHRISTI, TEXAS:
SECTION 1. That there is hereby approved as a portion of
the Comprehensive Plan for the City of Corpus Christi, the Master Plan
Update of the Corpus Christi International Airport, a substantial copy
of which is attached hereto and made a part hereof, marked Exhibit A.
SECTION 2. That the Master Plan Update of the Corpus
Christi International Airport constitutes the proposed amendment of
the City's policies for growth, development and aesthetics for the
area described by said plan as a portion of the master and general
plan of the city.
ATTEST
/TLt 7ku -S
City Secretary
APPROVED: DAY OF�>r;
HAL GEORGE, CITY ATTORNEY
By 1G04-77 ('
Assistant City Attor y
\ORD-RES\90044
M$YOR
THE CITY OF CORPUS CHRISTI
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CORPUS CHRISTI INTERNATIONAL AIRPORT
CORPUS CHRISTI, TEXAS
MASTER PLAN UPDATE
1990-2010
EXECUTIVE SUMMARY
Sponsored by:
City of Corpus Christi, Texas
Department of Aviation
Prepared by:
Hunter/RS&H
Architects -Engineers -Planners, Incorporated
Jacksonville, Florida
Date: April 1990
EXECUTIVE SUMMARY
This Master Plan Update Study for the Corpus Christi International Airport (CCIA)
was undertaken in February 1989, by the City of Corpus Christi with the
assistance of the Federal Aviation Administration (FAA).
STUDY PURPOSE AND TASKING
The purpose of this study is to develop a plan that (1) accommodates the area's
basic aviation needs with optimum operational convenience and safety; (2) allows
the airport to serve as a catalyst for area economic development; and (3)
achieves the lowest possible capital and operating costs for the City of Corpus
Christi, Texas through the year 2010. This study updates the planning efforts
involved in previous Master Plan studies and is a part of a continuing planning
process as discussed in FAA Advisory Circular 150/5070-6A.
The overall goal of this study is to provide the City of Corpus Christi with an
effective planning tool for future growth and expansion. Developed by
Hunter/RS&H, Inc., the consultant, in conjunction with the City of Corpus
Christi, Department of Aviation, the Airport Advisory Committee (AAC) and the
Technical Advisory Committee (TAC), this Master Plan Update presents local
officials with the information and guidance to develop an effective airport while
ensuring that the development is accomplished in a manner that is harmonious with
the local environment and is consistent with the financial policies of the City
of Corpus Christi. Specific goals of this Master Plan Update are to:
o Optimize the operational efficiency, effectiveness, and safety of
the airport.
o Enhance the aesthetic value of the airport.
o Meet the short- and long-range aviation needs of the community.
o Maximize the airport's revenue potential to maintain financial self-
sufficiency.
o Ensure that current and future airport plans are environmentally
compatible and in harmony with local and regional plans and
objectives:
o Provide planning options to assist the airport in serving as a
catalyst to promote area economic development.
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o Provide the Department of Aviation with planning options for the
airport which are consistent with these project goals and in
consonance with the City of Corpus Christi's policy of
growth/quality of life.
The following objectives were designed in support of the Master Plan Update
goals.
o Identify airside, landside, and airspace improvements or options to
optimize the economic aspects of the airport while enhancing the
safety and operational capability of the airport.
o Establish an implementation schedule for short-, intermediate-, and
long-term improvements.
o Identify short-term requirements and recommended actions to optimize
near-term funding opportunities.
o Ensure that any short-term actions and recommendations do not
preclude any long-range planning options.
o Incorporate the interests of the public and governmental agencies in
the planning process.
o Be sensitive to the overall environmental characteristics and needs
of the Corpus Christi area.
o Reflect current comprehensive land use planning (on- and off -
airport) and make recommendations as to compatible land uses and the
appropriate legal steps necessary to ensure continued proper zoning
and minimum noise impacts on both city and county areas.
o Ensure optimum rates of return for aviation and nonaviation uses of
airport land through review, evaluation, and standardization of
airport leases and lease policies.
o Enhance operational efficiency and safety of the airport through
review and evaluation of airport maintenance programs, security
measures, operating procedures, and operating standards.
o Identify capital improvement cost requirements for an adequate
future maintenance program.
In addition to the project goals and objectives outlined herein, several short -
and intermediate-term projects were identified by the Department of Aviation
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staff and airport tenants which were addressed as applicable during subsequent
phases of the airport Master Plan Update. These projects are listed below.
Short -Term Projects to be Addressed
o Connect Taxiways "A" and "6" via extension of Taxiway
o Airport safety fencing and security.
o Strengthen Taxiways "L" and "M".
o Expand commercial apron.
o Determine terminal building requirements.
o Expand general aviation area.
o Construct new parallel runway.
o Develop air cargo area.
o Improve access/parking facilities.
o Improve navigational aids.
o Construct airport perimeter road.
o Utility Requirements.
o Maintenance.
Intermediate- and Long -Term Projects to be Addressed
o Impact of sound emissions from airport operations on adjacent lands
of both the city and county.
o Impact of tall structures on airport operations.
o Enhancement of airport aesthetics.
o Increasing commercial passenger activity.
o Land Use Plan.
o Attraction of clean/compatible industries to the airport.
The study was divided into 12 tasks: Study Design; Project Mobilization,
Coordination and Management; Inventory and Data Collection; Socioeconomic
Analysis; Airspace and Forecast Analysis; Demand/Capacity Analysis, Facility
Requirements; Environmental Review and Sound Contour Development; Land Use
Analysis; Alternate airport Development Concepts; Financial Feasibility; and
Airport Layout Plans and Reports.
INVENTORY OF EXISTING FACILITIES AND DEVELOPMENT OF THE STUDY AREA
As a part of the Study Design, Project Mobilization and Coordination and
Inventory and Data Collection tasks, on-site visits and meetings with the
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Department of Aviation Staff, the AAC and the TAC were conducted to provide an
opportunity for all interested parties to participate in the planning effort and
identify airport development needed during the study period. Surveys of existing
airport users were taken to identify current activities and needed facilities.
Existing records, planning documents and operating procedures were studied and
inventories were taken to provide a base for future recommendations. These
included an examination of existing location and access; airside facilities
including the runway, taxiway, apron and lighting systems; airspace and
navigation procedures; airport obstruction and Part 77 imaginary surfaces; the
meteorological conditions; existing landside facilities for commercial, general
aviation and airport support; existing land use and zoning; and socioeconomic
characteristics. The airport service area was identified as the City of Corpus
Christi and surrounding counties of Live Oak, Bee, Aransas, San Patricio, Jim
Wells, Nueces and Kleberg.
SOCIOECONOMIC CHARACTERISTICS
Certain socioeconomic elements of the study area are of particular interest in
forecasting the demand for aviation services and in planning for airport and
terminal development. These elements include economic outlook, military activity
and population growth for the Corpus Christi area.
Economic Outlook
The factor having the single greatest impact on potential demand at CCIA is the
economy. The Corpus Christi Metropolitan Statistical Area (MSA), made up of
Nueces and San Patricio Counties, has a significant portion of its local economy
related to the oil and petrochemical industries and was not spared the impacts
of the oil price decline. Since 1986, the year of the highest local unemployment
levels, the area's economy has begun to improve on a number of fronts. The city
has aggressively promoted diversification of the local economy. The Port of
Corpus Christi is expanding its facilities and is now ranked as the sixth busiest
port in the nation. Manufacturing, unrelated to the petro -chemical industry, has
been encouraged to relocate to the Corpus Christi area or to expand existing
facilities. Corpus Christi has also supported expansion of the service and
distribution sectors of its economy. These include development of retailing
opportunities, increased health care services, new telecommunications industries
and establishment of the area as a center for wholesale distribution. The City
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of Corpus Christi has also revitalized its investments in the area's visitor
industry. The Corpus Christi Area Convention and Visitor Bureau has opened
visitor stations on highways approaching the city and successfully promoted an
expansion of the Corpus Christi Museum and the use of Corpus Christi as a site
for state and national conventions. Two new attractions are scheduled to be
opened in the near future. The Texas State Aquarium, slated to open in 1990, is
projected to bring 25 million new dollars into the local economy and attract
600,000 visitors per year. The recently completed $2 -million Watergarden links
the city's museums with the Bayfront Convention Center. These elements are
expected to contribute to continued recovery of the local economy and increasing
demand for aviation services.
Military Activity
The military plays a vital role in the economy of the Corpus Christi area. Naval
air stations are located in Corpus Christi, Kingsville and Beeville. The Corpus
Christi Army Depot is the primary helicopter repair facility for the U.S. Army
and the area's largest employer. The U.S. Navy has selected the Corpus Christi
area to serve as the homeport for the surface action group which includes the
battleship Wisconsin and aircraft carrier Lexington. Homeport Ingleside, under
construction on Corpus Christi Bay near Aransas Pass in San Patricio County, is
scheduled for completion in 1991. The military has a significant primary and
secondary impact on the economy, population and demand for aviation services.
Population
The primary trade area for commercial aviation facilities at CCIA is the Corpus
Christi MSA. Aransas and Kleberg Counties, eastern Jim Wells County and
southwestern Refugio County are also served by the airport. Population in the
study area is expected to increase approximately 31 percent over the 20 year
study period from 418,014 persons in 1990 to 546,455 persons by the year 2010.
AVIATION DEMAND FORECAST
Forecasts of aviation demand form the basis for planning the future development
of all airport facilities. Forecasts of air carrier activity including
operations and enplanements, Air Freight and Mail, General Aviation Activities,
Military Operations, Air Taxi Operations, and Instrument operations were
developed using various forecasting methodologies to achieve reliability in the
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overall forecast effort. These forecasts were compared to forecasts for the
airport prepared by others, specifically the FAA's 1989 "Terminal Area Forecasts"
and "FAA Aviation Forecasts: Fiscal Years 1989-2000," and the 1984 Corpus
Christi International Airport Master Plan. Total commercial passengers enplaning
and deplaning through the Corpus Christi terminal are forecasted to increase from
an estimated 1,040,000 persons to approximately 2,522,000 persons in 2010, a
142 -percent increase. Air carrier operations are forecast to increase from
15,980 in 1990 to 34,600 in 2010; General Aviation local operations are forecast
to remain relatively constant increasing from 20,385 in 1990 to 21,195 in 2010;
General Aviation itinerant operations are expected to grow from 37,360 to 70,610
in 2010; military operations are forecast to remain constant at 40,000 for the
forecast period; total operations are forecast to increase from 137,500 in 1990
to 230,200 in 2010, a 67 -percent increase over the planning period. Air cargo
movement has been difficult to forecast due to the sweeping changes occurring in
the air freight business, however, total air freight and mail is forecast to
increase from approximately 2,500 tons in 1990 to 3,970 tons in 2010, a
59 -percent increase. A consolidated forecast is shown in Table 1.
DEMAND/CAPACITY ANALYSIS
An analysis was made of the capacity of the existing airport system to meet the
demands generated by the forecasted growth in aviation activity at CCIA.
Analyses were made in three major areas: airside capacity, airspace capacity and
landside capacity.
Airside Capacity
The major components of the airfield system that must be taken into consideration
when determining airside capacity include runway/taxiway configuration, runway
length, mix of aircraft using the airfield and environmental conditions. This
analysis provides the hourly capacity of the of the existing airfield system
under both Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) and then
projects what the capacity will be with the existing system operating at the
forecasted demand levels developed previously. The Annual Service Volume (ASV),
or number of total annual operations, is projected from the hourly capacities
resulting in a measure of the expected operational capability of the airfield
system without undue delay to any airport user. The existing airfield system has
a VFR hourly capacity of 110 operations, an IFR hourly capacity of 54 operations
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Table 1. Consolidated Forecast Corpus Christi International Airport
Forecast
Aviation Demand Element 1988 1995 2000 2010
Enplaned Passengers 413,608
Annual Operations
690,200 855,000 1,260,000
Air Carrier/Commuter 12,798 20,800 24,600 34,600
Air Taxi 13,087 31,900 42,500 63,800
GA - Itinerant 30,299 50,550 63,500 70,600
GA - Local 20,470 20,500 20,800 21,200
Military 39,628 40,000 40,000 40,000
TOTAL 116,282 163,750 191,400 230,200
Busy -Hour Passengers 388 552 684 1,008
Busy -Hour Operations
Air Carrier 6 7 8 12
General Aviation 29 40 48 52
Military 38 39 39 39
Based Aircraft
152 152 154 157
Air Cargo (tons)
Freight 1,561 1,945 2,250 2,858
Mail 628 756 874 1,112
TOTAL 2,189 2,701 3,142 3,970
Instrument Operations 90,2631 127,700 149,300 179,600
Instrument Approaches 4,350 5,100 6,000 7,200
'Developed from Corpus Christi ATCT letter of June 20,1989.
Source: Hunter/RS&H, Inc., 1989.
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and a total annual capacity, or ASV, of 278,595 operations. By 2010, if demand
occurs as forecast, VFR hourly capacity will be approximately 101 operations, IFR
hourly capacity will be 54 operations and the total capacity will be 201,527
operations. This decrease in operational capacity is expected due to the
increase in operations by larger aircraft requiring more time on the runway per
operation and more spacing airborne. A percentage of ASV is used as a trigger
mechanism to start detailed planning for runway expansion. At the 60 -percent ASV
level, approximately 154,400 operations, CCIA should begin detailed planning for
additional runway capacity. At 80 -percent ASV, approximately 205,900 operations,
construction of additional runway capacity should begin. If operations increase
as forecast, 60 -percent ASV will occur in approximately 1994 and 80 -percent ASV
will occur in approximately 2004.
Airspace Capacity
The airspace within 40 nautical miles of CCIA was inventoried and analyzed to
identify factors which could impact aircraft operations at the 20 -year forecasted
level of activity. There are several Naval Air Training Bases located in
proximity to CCIA which generate large amounts of traffic involved in military
pilot training which is performed in any of several MOAs and concentrated student
pilot training areas surrounding CCIA. Because of the MOAs and training areas,
descent and climbout at Corpus Christi is constrained and requires coordination
between Houston Center, Corpus Christi Approach Control, NAS Corpus Christi
Tower, NAS Kingsville Air Traffic Control Facility, NAS Chase Air Traffic Control
Facility, and NAS Corpus Christi Tower. Notwithstanding these local and regional
airspace characteristics, it is anticipated that airspace capacity will be
adequate for the forecast activity at CCIA; however, continued close coordination
will be required between military and civilian users.
Landside Capacity
Landside functions include aircraft parking aprons, terminal facilities, ground
access, automobile parking, other transportation systems and support facilities.
Ample land area is available at CCIA for future expansion of automobile and
aircraft parking, FB0 expansion, and development of commercial and industrial
facilities needing airfield access. The terminal is constrained by FB0
operations on both sides of the existing terminal area. It is recommended that
all G.A. Facilities be consolidated, in the future, to an area adjacent to Runway
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17/35. Ample land area is available for terminal expansion to the south of the
existing runway but will require significant investment to provide the necessary
infrastructure.
FACILITY REQUIREMENTS
The requirements necessary to meet present and future aviation needs has been
developed by comparing the 20 -year forecast of aviation demand with the capacity
of existing facilities. Proper development and expansion of airport facilities
will enable the airport to continue to support and contribute to the economic
growth of the Coastal Bend region. Facilities requirements were developed for
four main parts of the airport system: airside facilities, general aviation
facilities, terminal area facilities and ancillary facilities.
Airside Facilities
Airside facilities consist of the runway and taxiway system and supporting
NAVAIDs and lighting. These elements of the airfield system were examined to
determine their overall affect on the airport's ability to accommodate forecasted
levels of aviation activity. A summary of the airside facilities study follows:
o A decrease in total airfield capacity may be expected due to
increased operations by larger aircraft.
o Runway orientation is adequate based on existing and historical wind
characteristics.
o The existing runway exit system is adequate for providing optimum
runway occupancy times.
o The main departure runway should be developed to a length of 8,000
feet.
o Pavement strength should be increased to accommodate 200,000 pounds
(DTW) thereby enabling a fully loaded 727-200 to operate at a 1,600 -
mile stage length.
o NAVAID and lighting improvements should be continued. The most
important improvement is the installation of an RVR and HIRL serving
Runway 17/35.
o VFR busy -hour operations may exceed the system's hourly capacity
resulting in operational delays by about the year 2010 if operations
continue as forecasted.
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o At 50 -percent arrivals, the existing airfield system may reach
theoretical capacity by the year 2013 if operations continue as
forecasted.
o Planning for the construction of additional runway capability to
accommodate forecasted aviation demand should begin when the ASV
reaches 60 percent of total capacity. Based on current forecasts,
this level of demand is projected to occur around 1994.
General Aviation Facilities
General Aviation facilities include the FBO/customer facilities, fuel sales,
transient and local tie -down areas. As commercial operations, all services
provided by the FBOs should occur on their leased premises, including employee
and customer parking. A summary of the general aviation facilities study
follows:
o Unless General Aviation demand increases significantly, current
facilities appear adequate for the forecasted period.
o Although total apron space is adequate, apron space bordering Runway
17/35 is limited and is in need of rehabilitation.
o No T -hangars or other low-cost covered storage options are presently
available at the field, however ample covered storage is available
at the FBOs to meet forecast demand.
o The ARFF facilities should be relocated to free ramp space on Runway
17/35 and enhance safety and efficiency.
Terminal Area Facilities
Existing facilities were studied to identify, from a capacity standpoint, any
significant deficiencies in terms of gross terminal building space, aircraft
gates and automobile parking and other ancillary services. A summary of the
terminal area study follows:
o After the mid-1990s, terminal expansion may be required to meet
forecast demand.
o If demand grows as forecasted, by the year 2010, 252,000 square feet
of total terminal space will be required.
o An expansion to 15-16 gates with 30 acres of ramp is recommended
unless joint use of gates is established.
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o Three upper level departure lounges may be required by 1995 and an
additional six by the year 2010.
o Although baggage claim area meets minimal space requirements, it is
poorly designed with only one baggage claim system available.
Capacity is exceeded when multiple arrivals occur. A redesigned
baggage claim area with one additional system and claim space
located closer to the curbfront is recommended.
o General concession space is currently 4,000 square feet under design
recommendations. By 2000, there may be a need for 8,000 square feet
more concession space as well as 7,000 more square feet of food and
drink space.
o Curb frontage may be adequate to 1995-2000 but will need to be
expanded to over 1,000 feet by 2010.
o Additional parking will be required through the planning period; 655
additional spaces by 1995, 458 spaces by 2000, 1,125 spaces by 2010.
Ancillary Facilities
The sizing, location and phasing of ancillary facilities plays an integral role
in the development of the overall Master Plan. Ancillary facilities include Air
Cargo Buildings, In-flight Catering Kitchen, ARFF, Security and Fencing, ATCT,
Fuel Storage, Airfield Maintenance Building and access roads. A summary of
ancillary facilities requirements follows:
o Develop a modular 6,000 -square -foot, low- to medium -technology air
cargo, express mail and in-flight catering facility located along
Taxiway M with access to State Highway 44 from John Pinson Drive.
o Recommend relocation of the ARFF station to a location east of the
south end of Runway 17/35 to reduce response time and possible
conflicts with traffic on the commercial apron and position the
station near the most probable mishap area.
o Perimeter fencing should be upgraded to six-foot chain link fabric
with one foot of barbed wire in order to comply with FAR Part 107.14
and develop an airfield perimeter roadway.
o A new freestanding ATC tower is recommended for construction south
of existing Runway 13/31 on McGloin Road within the next ten years
to accommodate future airfield development and to correct existing
site line problems on Taxiways L, M, K and W.
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o The National Weather Service has a requirement for a 5,400-square-
foot building with a 109-foot AGL. NEXRAD tower and office located
on airport property. Location of this facility is recommended north
of John Pinson Road.
o Ample fuel storage is available for current operations. As demand
for fuel increases and maintenance on the existing underground tanks
increases, consideration should be given to developing an
environmentally sound, aboveground fuel farm area with provisions
for a hydrant fueling system to service the commercial ramp areas
(existing and/or future).
o An Energy Technical Assistance Report was completed by Estes,
McClure & Associates, Inc. in 1985. Several facility improvements
were recommended to improve utility efficiency and to reduce
operating costs. The airport staff should continue to implement
these recommendations on a priority basis as funding becomes
available as these systems are reaching maximum useful life.
o An emergency generation system is recommended for backup power for
all terminal areas as well as a complete upgrade of all electrical
transmission .and switching systems.
o Methods to increase water pressure and volume and to provide more
airside fire hydrants should to be pursued.
o Construction of a prefabricated metal building, covered vehicle
storage and layout storage yard east of the field with access from
Joe Mireur Road and direct access to the field is recommended.
o Reconstruction and overlay treatment of International Drive from
State Highway 44 to the loop road to repair deterioration and
pavement failure and replacement of all wooden light poles on the
airport particularly along International Drive with new design metal
poles as well as additional landscaping is recommended to improve
the airport aesthetics.
o An additional road from International Drive to John Pinson Road
north of the terminal loop is recommended to improve access and to
open this area for commercial development. Additional access roads
and utility service are proposed into the airport related industrial
area between John Pinson Road and International Drive along State
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Highway 44 as a catalyst in promoting development of a commercial -
industrial airpark.
ALTERNATIVES ANALYSIS
Alternative analyses were conducted to investigate possible airfield and terminal
facility alternatives, where deemed necessary, to best facilitate the existing
and future demands at the airport.
Runway Alternatives
Several parallel runway alternatives were analyzed. Four runway alternatives
were presented from west to east of Runway 13/31 with different runway centerline
separation distances and lengths. Two runway alternatives were presented for
Runway 17/35. A parallel runway to either runway 13/31 or 17/35 with a minimum
of 4,300 -foot separation distance, to allow for simultaneous arrival operations,
and an associated taxiway system would theoretically increase ASV over 40
percent, and at the same time increase hourly VFR and IFR operations by 35 and
ten percent, respectfully. This runway would represent the maximum increase in
capacity for both air carrier and General Aviation operations. Since General
Aviation aircraft account for 89 percent of all existing and future aircraft
operations, another option would be to plan a runway to accommodate General
Aviation traffic only. Alternative 1, an 8,000- X 150 -foot parallel Runway
13R/31L at 4,300 -foot runway centerline separation distance was the recommended
long range alternative. This option provides a significant increase in both VFR
and IFR capacity as well as providing space to develop a new terminal and spur
economic development in the Coastal Bend Region. Although this alternative is
more expensive, the cost versus the long-range flexibility and development
potential should be worth the invested dollar. Because of the cost associated
with Alternative 1 and the uncertain nature of demand for this increase in
capacity Alternative 3, a 5,600- X 100 -foot parallel General Aviation runway, at
a 1,400 -foot centerline separation, was also proposed as a low cost, shorter
range alternative.
Terminal Area Alternatives
If demand for air travel increases as forecast, extensive expansion of the
passenger terminal complex will be necessary to meet this demand. Alternatives
for expansion at the current terminal site as well a mid -field site were
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examined. The existing terminal complex occupies 39.9 acres located in the "V"
between Runway 13/31 and Runway 17/35. The current site has over 60 additional
acres available for expansion which would accommodate necessary improvements
through the year 2010. Growth at the current site is restrained on each side by
long-term leased space occupied by two FBOs and capital improvements owned by
these operators. This leaves only 9.6 acres available versus 11.4 acres required
for the year 2010 terminal. The current building could remain serviceable
through the year 2010 planning period with expenditure of considerable funds to
update and refurbish it. The costs associated with renovation and/or demolition
of the existing building, in addition to the cost of expansion versus the cost
of building a new structure, should be determined under a separate more detailed
feasibility analysis. A new terminal located between the recommended 4,300 -foot
spaced parallel runways provides the most efficient and optimal airport layout.
However, major investment for the construction of parking lots, access roads,
water, gas, electricity and other ancillary facilities would be required.
Preferred Alternative
After extensive discussion with Department of Aviation staff, the ACC, TAC and
FAA the following alternatives were recommended:
Short Term
o Construct General Aviation runway and associated taxiway system.
o Renovate existing terminal and construct interim facilities as
required.
o Plan for mid -field terminal site and parallel Runway 13R/31L
(Alternative 1) as demand dictates.
Long Term
o Construct Alternative 1 runway and associated taxiway system.
o Construct mid -field terminal.
o Phase out General Aviation runway and construct parallel taxiway
system east of Runway 13L/31R.
LAND USE AND ENVIRONMENTAL OVERVIEW
Land Use
Working closely with the City of Corpus Christi Departments of Planning and
Aviation, an analysis of existing and future land uses was conducted.
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Development of ai airport district defined as a relatively large area
(approximately 9,500 acres) surrounding the airport was proposed to include:
1. Lands currently owned byte airport, approximately 2,230 acres.
2. Lands recommended for near-term acquisition by the airport to allow
construction of a new parallel runway and related facilities,
approximately 1,000 acres.
3. Lands near the airport, but not planned for acquisition by the
airport. These are lands which should be protected for future
airport -related uses by zoning, but which should also continue to be
available for other interim, economic uses which are compatible with
airport operations, approximately 6,300 acres.
Land uses were recommended for airport uses, airport related uses, industrial and
commercial uses, and transportation uses. An access plan was developed to
support the recommended future development which included the following
improvements:
1. The extension of Saratoga Boulevard to State Highway 44.
2. Interchanges from State Highway 44 to:
a. The existing airport terminal
b. The proposed new airport terminal access near Bockholt Road
c. The western terminus of Saratoga Boulevard near Clarkwood
South Road.
3. An interchange at the intersection of Saratoga Boulevard and Old
Brownville Road to provide a major southern access road to the
proposed new terminal area.
4. Closing or rerouting of the several existing roads south of the
airport to allow the construction of the proposed new parallel
runway.
The results of the land use analysis and access plan are illustrated and included
in the airport plans.
Environmental Review
The Corpus Christi International Airport is an ongoing operation with no
significant environmental impacts currently known. The development proposed in
this Master Plan Update is not anticipated to create any significant adverse
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environmental changes. A sound exposure analysis for the years 1989 and 2010 was
conducted and indicated all areas exposed to sound levels greater than 65 Ldn are
located within the airport property boundaries or over undeveloped lands and
should have no significant impact on land uses provided the compatible zoning
recommended is implemented. No adverse social impacts are anticipated. No
adverse affects on flora, fauna, historical and/or archeological sites is
expected. No significant increase in light emissions with the exception of
approach zone low visibility strobes is anticipated.
FINANCIAL ANALYSIS
The benefit of long-term planning is to ensure adequate provisions have been made
for projected growth and that any expenditures on capital improvements associated
with growth become part of the long-term development plan. The construction of
new facilities must be predicated on sustained demands which justify the cost of
improvements. Therefore, periodic reviews of the capital improvement program (or
individual projects in any planning stage) must be reviewed from the standpoint
of need, cost, and financial posture. This will ensure that any change in the
planning environment (i.e., economics, finance, the availability of funding
assistance and/or innovations in technology) will be fully considered as the
development of CCIA continues. Tables 2 and 3 depict a schedule of staged
development and estimated budgetary line item costs for CCIA. Table 4 provides
a synopsis of the sources and uses of capital funds for the planning period. To
achieve the proposed development plan given the level of funding constraints, it
will be incumbent upon the Department of Aviation staff to:
o Aggressively pursue grant funding opportunities;
o Develop nonairline revenue sources, especially those along State
Highway 44 which are excluded from the airline revenue-sharing
formula;
o Manage capital expenditures so as to effect appropriate cost
recovery through airline rates and charges; and
o Prudently apply the financial guidelines contained in the Master
Plan Update.
Based upon the assumptions set out in Table 4 regarding the sources and uses of
capital funds, it is clear that in order for the Department of Aviation to
finance its anticipated requirements (1) local or contributed sources of capital
16
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18
TOTAL CONSTRUCTION COST
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TOTAL COST
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2 Construct GA 13R/31L RWY
TOTAL CONSTRUCTION COST
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TOTAL COST
Tonal Airport Estimated Development Cost Phase 3 FY 2000-2010 (1989 Dollars)
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TOTAL CONSTRUCTION COST
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must be increased or (2) the Department of Aviation must finance some portion of
its requirements with debt. Practical decisions about how to achieve the
necessary financing will depend upon the particular facts and circumstances
prevailing at the time such projects are undertaken.
AIRPORT PLANS
The airport plans, shown on the following sheets, are a graphical representation
of the several recommendations for improvements to CCIA made in the Master Plan
Update Study. In addition to the title sheet, the complete set of drawings
consists of the following:
o Existing Airport Layout Plan (Sheet 1 of 7)
o Future Airport Layout Plan (Sheet 2 of 7)
o Midfield Terminal Area Plan (Sheet 3 of 7)
o Terminal Area Plan (Sheet 4 of 7)
o Part 77 Obstruction, Runway, and Approach Profile Plan (Sheet
5 of 7)
o Land Use Map and Sound Exposure Contours (Sheet 6 of 7)
o Land Use and Access Plan (Sheet 7 of 7)
21
Corpus Christi, Texas
day of 1,ty , , 19 (/(1
The above resolution was passed by the following vote:
Betty N. Turner <1 t 1 '
Cezar Galindo ?I •
Leo Guerrero (/y_6 4
Tom Hunt (tc
Edward A. Martin /(21 ,,,
Joe McComb Q G
Clif Moss (1(.l j
Mary Rhodes (_21 7_,
Frank Schwing, Jr. CLC i ,
066
rijC
>
r
o
Le•••••••••_^."
•
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000
hC/
cn
HH
H"7671
C/11
NOTICE OF PUBLIC HEARING
Notice is hereby given that
the City Council of Corpus
Christi, Texas will hold a
Public Hearing in the Council
Chombers of City Hall, 1201
Leopard, 2:00 p.m. on Tues-
day, Jura 5, 1990, to
consider the Corpus Christi
International Airport Master
Plan Update, an Element of
the City's Comprehensive
Plan.
At the time and place of
the public hearing, all persons
and parties interested may
appear before the City Coun-
cil.
The porposed Master Plan
Update is on file in the City
Secrtary's Office on the first
floor of City Hall.
/s/Armando Chapa
City Secretary