HomeMy WebLinkAbout021490 RES - 09/22/1992A RESOLUTION
APPROVAL OF THE PORT/AIRPORT/VIOLET AREA DEVELOPMENT PLAN
FOR ADOPTION AS AN ELEMENT OF THE CITY OF CORPUS CHRISTI
COMPREHENSIVE PLAN, ESTABLISHING CITY COUNCIL'S
DEVELOPMENT OBJECTIVES, POLICIES, AND PROGRAMS FOR THE
AREA.
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF CORPUS
CHRISTI, TEXAS:
SECTION 1. That there is hereby approved for adoption as
a portion of the Comprehensive Plan for the City of Corpus Christi,
the Port/Airport/Violet Area Development Plan, a substantial copy
of which is attached hereto and made a part hereof, marked Exhibit
A.
SECTION 2. That the Port/Airport/Violet Area Development
Plan hereby establishes the City's policies for growth,
development, and aesthetics for the area described by said plan, a
portion of the master and general plan of the City.
ATTEST:
Cit Secretary
MAYOR
THE CITY 0 CORPUS CHRISTI
APPROVED: /9 2jDAY OF /J , 19
JAMES R. BRAY, JR., CITY A ORNEY
By
ssistant City ••rney
Misc.ORD.015
MICROFILMED
021490
Corpus Christi, Texas
day of 5ePlerflbQ✓ ,19(I
The above resolution was passed by the following vote:
Mary Rhodes Amt.
Cezar Galindo ( k13e1+
Leo Guerrero
Betty Jean Longoria
Edward A. Martin
Joe McComb
Dr. David McNichols
Clif Moss
Mary Pat Slavik
066
1' f
rio
ALI e,
021490
PORT/AIRPORT/VIOLET AREA
DEVELOPMENT PLAN
PLANNING COMMISSION RECOMMENDATION
July 29, 1992
CONTENTS
INTRODUCTION 1
A. ENVIRONMENT 4
B. LAND USE 8
C. ANNEXATION 18
D. TRANSPORTATION 20
E. PUBLIC UTILITIES AND SERVICES 25
FIGURES
FIGURE 1 - EXISTING LAND USE MAP 2
FIGURE 2 - SAXET OIL FIELD 5
FIGURE 3 - FUTURE LAND USE 9
FIGURE 4 - AIRPORT DEVELOPMENT CONCEPT 13
FIGURE 5 - SCENIC CORRIDORS AND GATEWAYS 17
FIGURE 6 - ANNEXATION 19
FIGURE 7 - FUTURE TRANSPORTATION LOOP CONCEPT 21
FIGURE 8 - FUTURE TRANSPORTATION PLAN 23
FIGURE 9 - PIPELINE CORRIDORS 28
TABLES
TABLE 1 - FUTURE LAND USE SUITABILITY 10
TABLE 2 - POPULATION AND HOUSING ASSUMPTIONS 11
PORT/AIRPORTI VIOLET
AREA DEVELOPMENT
PLAN
INTRODUCTION
The Comprehensive Plan is mandated by the City Charter. It requires the City Council to
"...establish comprehensive planning as a continuous governmental function in order to guide, regulate,
and manage future development..." and, "all city improvements, ordinances, and regulations shall be
consistent with the comprehensive plan."
The Comprehensive Plan is a product of various plan titles such as Policy Statements, Area
Development Plans, Capital Improvement Programs, and Master Utility Plans. The comprehensive
planning process is a means whereby citizens and community leaders guide community development.
The Comprehensive Plan, by definition, is general, long range, and broad in scope. To help formulate
the Comprehensive Plan, City Council divided the city and its environs into 13 Area Development
Plan (ADP) study areas.
Development plans for these areas will help resolve basic land use issues such as zoning and platting
of properties, allocation of public services and facilities contained in the Capital Improvement
Programs, and other area specific issues. In many cases, follow-up programs are needed to
implement the many policies in the Plan. Implementation of these plans will help assure the most
appropriate land development and provision of public services.
Coordination of the Capital Improvement Plan, other elements of the Comprehensive Plan and
day-to-day actions of line agencies responsible for implementing the Comprehensive Plan, will result
in more cost effective development and tax dollar savings.
The Port/Airport/Violet (PAV) Development Plan Area, is bounded on the north by the Nueces
River; on the east by North Padre Island Drive (N.P.I.D.), Old Brownsville Road and F.M. 763; the
Extraterritorial Jurisdiction and F.M. 43 forms the southern boundary; and the westernboundary
follows County Roads 36 and 38, State Highway 44, F.M. 24, McNorton Road (extended), F.M.
2292, I-37, and Carbon Plant Road.
Landmarks within the study area include the port, Corpus Christi International Airport, and
Cuddihy Air Field. In addition the study area is characterized by a large amount of vacant
undeveloped land.(see Existing Land Use Figure 1)
Plan formulation included development of technical papers for the area which describe existing
conditions and background information. These papers are available from the Planning Department.
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Pon/Airport/Violet § Area Development Plan § July 29, 1992 3
PLAN GOALS AND
OBJECTIVES
The guiding goals and objectives for the entire City, ETJ and all Area Development Plans including
the Port/Airporuviolet Area, are contained in the Policy Statements adopted by the City Council in
1987.
The policies encompassed by this Plan address not only current issues, but needs that the City and
Port/Airport/Violet residents, property owners, and businesses perceive will become pressing in
future years. Recognizing that not all suggested implementations will take place immediately, it is
important to foresee and note problems and opportunities, and develop a long term strategy to
address them.
Key goals, objectives or policies of the Plan are printed in bold print. However, for a full
understanding of each statement, refer to the entire text.
The specific goal of the Port/Airport/Violet Area Development Plan is to promote redevelopment of
under -used land and proper development of abundant vacant land in the area. An awareness of
the multiplicity of uses, variety of special interest groups, economic development needs, and long
time frame needed to bring about change influences the policies and plans contained in the Area
Development Plan. Principal objectives:
■ a. Proposed appropriate land uses and a transportation network to serve future land uses.
■ b. Facilitate infrastructure planning through a reasonable estimate of future land use.
■ c. Protect the Oso Creek environment.
■ d. Suggest a long term annexation policy designed to protect future airport development.
■ e. More aggressively monitor and control pipelines.
■ f. Minimize incompatible land uses surrounding the airport while encouraging aviation
dependent industrial businesses to take advantage of the proximity and access to the airport.
■ g. Coordinate Port and Airport development with adjacent City controlled and regulated public
and private lands.
■ h. Due to the strategic location of the study area consider the regional transportation needs of
the City, emphasizing transportation services linking the Port and Airport.
The City's ability to encourage compatible growth within, and adjoining, the airport is critical to
accomplishing the goals and objectives of this Plan. Formulation of a proactive but flexible
development strategy will maximize market opportunities, insuring adequate public facilities and
developments of the highest quality. Capitalizing on the market potential of the airport area, the
City's role must not be only one of regulator, but one of partner and active participant. The key to
this role is to achieve community consensus on what should occur in the area, then to aggressively
promote this common vision. §
r r
4 Pon/Airport/Violet § Area Development Plan § July 29, 1992
A. ENVIRONMENT
POLICY
STATEMENT
A.l
The City should meet all Federal and State environmental requirements.
POLICY
STATEMENT
A_2
The City should continue the special building requirements contained in Chapter 34 of the
Building Code to address construction in the Saxet Oil Field area. These requirements address
minimum distances between buildings structures and active wells or gas seepage areas. In addition,
the City should continue to monitor these hazards and provide the most current data possible about
the area to any potential builder. The Saxet Oil Field area is generally bounded by 1-37, Southern
Minerals Road, County Road 36, and F. M. 2292. (See Figure 2, Saxet Oil Field). For more detail
see "The U. S. Geological Survey" Open -File Report 80-969). Hazards in the Saxet Oil Field area
include: the Clarkwood fault line; subsidence; seeping methane gas at the surface of the ground;
and underground pipelines.
POLICY
STATEMENT
A.3
The City should continue to work with the Texas Water Commission and support enforcement of
stormwater regulations. In addition, the City should initiate a program to increase public awareness
of the need to protect water quality by properly disposing of wastes.
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6 Port/Airport/Violet § Area Development Plan § July 29, 1992
POLICY
STATEMENT
A.4
The City should create an Overlay Zoning District between the Oso Parkway and the Oso
creek/tributaries consistent with the Southside and Westside Plan recommendations. In lieu of a
new overlay zoning district for this area the existing planned unit development district could be used
to accomplish plan objectives.
POLICY
STATEMENT
AS
As a unique and environmentally sensitive area the City should require a site plan review process
for all developments in the proposed Oso Overlay Zoning District. The site plan should clearly
indicate the location of wetlands, and archeological sites in relation to any proposed improvements.
Site plan approval should be required prior to the issuance of any building permit or other land
disturbing activity regulated by the City. The process should include a quick turn -around time so as
not to unduly delay the development process. The appeal process shall include a final
determination by either an appointed board/commission or by the City Council.
The site plan may not necessarily require the services of a professional planner, architect, or
engineer if the applicant can provide the required information. The site plan review process will
assure coordination between City Staff and facilitate the "one stop" development concept. The
legislation should address coordination between agencies of authority in a manner that will facilitate
and not unduly delay the development process. When legislation is drafted to implement this policy,
the following site plan information should be considered.
• a. Parcel or lot dimensions;
• b. The location, proposed use, building size and height;
• c. Yard setbacks and space between buildings;
• d. Parking, ingress, egress, and circulation;
• e. Grading/drainage;
• f. Placement and size of utilities;
• g. Screening;
• h. Required landscaping;
• i. Zoning;
• j. Notation and delineation of regulatory flood hazard or floodway boundary;
• k. Finished ground floor elevation;
• 1. Locations, boundaries and types of wetlands and Army Corps of Engineer Permit number (if
available or a copy of corps' Permit);
PortlAirportiviolet § Area Development Plan § July 29, 1992 7
• m. Traffic, wastewater, and stormwater generation estimate to ensure compliance with these
various master plans;
• n. Refuse collection facilities for multi -family, commercial and industrial activities; and
• o. Other permits required by agencies of authority.
POLICY
STATEMENT
A.6
The City should encourage the use of drainage ditches w/landscaping as a land use separator
between residential and non-residential uses. Use of drainage facilities to separate land uses helps
to create a definite edge to a neighborhood and prevent encroachment of non-residential activities.
POLICY
STATEMENT
A.7
The City should require sufficient right-of-way/easements to construct drainage ditches in
residential areas of a swale type design as they are more compatible with residential development
then the traditional "v" type ditch. Swale type drainage ditches allow the opportunity for park like
amenities, sidewalks/bikepaths while providing flood protection. Such drainage facilities should be
located to provide a connection between neighborhoods and, schools, parks, recreation centers and
other public places.
POLICY
STATEMENT
A.8
Stormwater drainage ditches Tined with a pervious surface such as turf/grass rather than concrete
lining are preferred. Impervious surfaces such as concrete prevent percolation and filtering of
stormwater runoff. Pervious surfaces allow some percolation and filtering of runoff and help to
improve water quality at outfalls into the creek and bay system.
8
Port/Airport/Violet § Area Development Plan § July 29, 1992
B. LAND USE
POLICY
STATEMENT
B.I
The City Council, hereby, adopts the proposed land use plan for future land use decisions (Figure
3). The plan provides a compatible configuration of activities emphasizing:
• a. Identification of environmentally sensitive areas that should be preserved;
▪ b. Protection of the airport from incompatible activities; and
• c. Defining the Oso Creek as the boundary between predominantly industrial land use and
residential development in the area.
In addition, the future land use plan constitutes an amendment to the Westside Area Development
in the vicinity of Saratoga Blvd. and Old Brownsville Road.
The future land use plan recommends those uses which are "most suitable.' However, other uses
which may also be acceptable are described in Table 1 below. Those uses described as "also
acceptable are more likely to require special buffering to assure compatibility with adjacent uses, or
perhaps some other improvements in order to meet the full intent of the Comprehensive Plan.
Table 2 indicates the total acreage of future land uses and potential population of an ultimately
developed Port/Airport/Violet area.
POLICY
STATEMENT
B.2
In Table 1, Future Land Use Suitability, the "most suitable land use" column indicates those land
uses least likely to cause negative impacts to the surrounding area and which are thought to most
directly benefit the public health, safety and welfare of the community. Uses described as "also
acceptable" might be permissible but they are likely to be negatively impacted by the most suitable
use or surrounding uses unless steps are taken to buffer negative impacts. Steps that should be
taken to prevent negative impacts and promote sensitive design are:
• a. Lighting from non-residential uses should be directed away from residential areas.
II b. Noise impacts from non-residential uses should be reduced by creating a buffer open space
between the two areas. Such spaces may be landscaped areas, a street, a screening fence, larger
setbacks, etc. These methods can be used singularly but are usually most effective when applied in
combination to provide the desired effect.
• c. Placing low intensity activities next to single family uses.
• d. Because non-residential areas are considered most suitable next to higher level roads, "also
permitted" uses will need to be buffered from negative traffic noise impacts if they are located
immediately next to the highway.
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10 Port/Airport/Violet § Area Development Plan 4 July 29, 1992
PORT/AIRPORT/VIOLET
ALSO ACCEPTABLE
MOST SUITABLE FUTURE
LAND USE
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LOW DEN SF UP TO 3
UNITS/AC
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MED DEN SF 4 TO 7/AC
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LOW DEN MF 8 TO 15
/AC;3 ST MAX
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MED -HI DEN MF 16 TO
36/AC;3 ST MAX
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MOBILE HMS UP TO 7/AC
LOW INTENSITY PROF
OFFICE;3 ST MAX
NEIGHBORHOOD
COMMERCIAL
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GENERAL COMMERCIAL W/
RESIDENTIAL
GEN COMMERCIAL W/NO
RESIDENTIAL
LIGHT INDUSTRIAL
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HEAVY INDUSTRIAL
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TABLE 1 - FUTURE LAND USE SUITABILITY
'Very low density residential, 1 unit per 5 acres; 2Low density residential, 1 - 3 units per ac.
T T 1 T
Port/Airport/Violet § Area Development Plan § July 29, 1992
11
PORTIAIRPORTIVIOLET FUTURE LAND USE ACREAGE
LAND USE
PAV
%
ETJ
%
TOTAL
MED DEN SF
23,033
40.5
10,725
85.2
33,759
48.6
LOW DEN MF
809
1.4
NA
0.0
809
1.1
MED -HI DEN MF
647
1.1
NA
0.0
647
0.9
MOBILE HOMES
0
0.0
0
0.0
0
0.0
LOW INTEN PROF OFFICE
1,299
2.3
0
0.0
1,299
1.9
NEIGH COMMERCIAL
1,111
1.9
988
7.9
2,099
3.0
GEN COM W/NO RES
0
0.0
0
0.0
0
0.0
GEN COM W/RES
1,420
2.5
521
4.1
1,941
2.8
LIGHT IND
8,982
15.8
0
0.0
8,982
12.9
HEAVY IND
6,935
12.2
0
0.0
6,935
9.9
PUB/SEMI-PUB
573
1.0
NA
0.0
573
0.8
PARKS
1,034
1.8
354
2.8
1,388
2.0
OPEN SPACE DRAINAGE
3,783
6.7
NA
0.0
3,783
5.5
DREDGE MATERIAL
1,138
2.0
0
0.0
1,138
1.6
AIRPORT LU
6,068
10.7
0
0.0
6,068
8.7
TOTAL
56,833
1100.
12,588
1100.
69,421
100.
HOUSING'
MEDIUM DENSITY SF
60,463
75.8
28,154
100.0
88,616
82.1
LOW DEN MF
6,974
8.7
0
0.0
6,974
6.5
MED -HI DEN MF
12,376
15.5
0
0.0
12,376
11.5
TOTAL UNITS
79,813
100.
28,154
100.
107,967
100.
POPULATION2
MEDIUM DENSITY SF
137,855
75.8
64,191
100.0
202,045
82.1
LOW DEN MF
15,901
8.7
0
0.0
15,901
65
MED -HI DEN MF
28,218
5.5
0
0.0
28,218
11.5
TOTAL POP
181,973
100.
64,191
100.
246,164
100.
TABLE 2 - POPULATION AND HOUSING ASSUMPTIONS
ASSUMPTIONS INCLUDE A 25% DISCOUNT FOR TRANSPORTATION AND THE USE
OF MID -POINT OF DENSITY RANGE
2 ASSUMPTIONS INCLUDE A FUTURE HOUSEHOLD SIZE OF 2.4 AND A 5% VACANCY
RATE.
7 F' r
12 Port/Airport/Violet § Area Development Plan § July 29, 1992
POLICY
STATEMENT
B.3
The City should encourage development around the airport as displayed on Figure 4.
■ a. Airport Operations / Commercial - Passenger terminal, loading gates, control tower/fire terminal,
airport hotel, car rental/parking facilities and ancillary facilities.
■ b. Aviation Dependent - PRIMARY EMPHASIS...Aircraft maintenance/repairs, aircraft
manufacturing, air cargo shipping, general aviation, and aviation research and development uses. Uses
requiring direct runway access. SECONDARY EMPHASIS...Research and industrial technology parks,
warehousing, truck terminal, wholesale centers and uses which would benefit from airport services.
■ c. Commercial - Motel, parking facilities, restaurant/gas station, convenient store, offices and other
commercial uses complimentary to the airport.
■ d. Limited Industrial - Industrial uses would be restricted within the 50':1' airport approach slope
due to the accident potential of these areas or because they are within the 65 Day -Night Average Sound
Level (Ldn) contour. No uses which are characterized by labor intensity or attract large groups of
people should be allowed. A zoning study will need to be conducted to define acceptable levels of labor
intensity and activities which do not attract Targe groups. The "Land Use Compatibility with Yearly
Day Night Sound Levels" table from the Airport Master Plan Update should be used as a guideline
to define uses that can be located in the 65+ Ldn noise footprint.
■ e. Multi -Modal Transportation Center - As the City continues to promote air cargo shipping, a long
range goal should be to encourage construction of a multi -modal cargo transportation center east of
the airport. Transfer of goods between several modes of transportation in a centralized location will
create more efficient handling of incoming goods, quicker assembly and quicker out going shipment
of finished products by air. An efficient transfer center would make adjacent industrial property more
attractive for industrial development, especially industries involving assembly processing activities.
Except for the center, the land in area E. is intended for private development and private ownership.
■ Gateways - Entryway to airport. Landscaping, berms, decorative architectural features.
■ Scenic Corridors - Designate Saratoga, Clarkwood South and State Highway 44 as scenic corridors.
Scenic corridors should contain generous amounts of landscaping, berms, etc. on public and private
properties next to the street, landscaped parking lots, public lighting (preferably metal halide type),
maximum street yard setbacks, underground power/communication lines, removal of billboards,
minimize free standing pole signage. (also see Policy Statement 13.6)
A study of zoning should be conducted to more specifically define those uses to be allowed and what
ordinance changes are necessary to implement this concept. Until zoning ordinance changes are made,
the existing planned unit development district should be considered as an interim tool to accomplish
these objectives.
POLICY
STATEMENT
B.4
The City should acquire property within the airport development concept area (see Figure 4) as a
major economic development tool to support the Airport.
■ Acquisition Priority 1. The highest priority for acquisition of property should be those areas
designated for airport operations/proposed runway.
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14 Port/Airport/Violet § Area Development Plan § July 29, 1992
II Acquisition Priority 2. The second highest property acquisition and control priority is for the areas
designated D. Limited Industrial on Figure 4. Where feasible it is important to acquire property within
the airport approach zones and those areas subject to airport noise levels above 65 Ldn. The City
could then lease these properties with sufficient restrictions (in lease agreements) to ensure compatible
future development.
▪ Acquisition Priority 3. A third priority for purchase of land are areas designated B. Aviation
Dependent and C. Commercial uses. Due to the strategic location of these areas the city should
consider them for future purchase. Properties located in area B. should be reserved for runway
dependent uses to insure the optimum long term development of the Corpus Christi air cargo/airplane
manufacturing etc. industries. Properties in area C are also strategically located due to their gateway
location to the future Airport Terminal site. Lease agreements would provide the primary means of
control.
▪ Acquisition Priority 4. The fourth priority for property acquisition should be for area E. Multi -
Modal Transportation Center. This is a long term improvement with most of area E. to remain in the
hands of private property owners. A small fraction of the area in E. may need to be purchased by the
city for this facility.
For acquisition priorities 2 and 3, where limited funds of the City make permanent purchase of the
property infeasible the City should consider several other options as follows. Less costly but providing
somewhat less control would be a strategy to purchase the properties, place deed restrictions on them
sufficient to ensure compatible development and then resell them. Yet, another option would be to
purchase use easements.
Where property (acquisition priorities 1, 2 and 3) cannot be acquired or until it is feasible for the City
to acquire these properties the City should use its zoning authority to require development consistent
with the PAV development concept. (also see Annexation Policy C.1)
POLICY
STATEMENT
B.5
The City should prohibit any new residential development, schools, hospitals or churches from locating
within:
• a. 1 mile of either side of any existing/proposed runways; and
• b. 1 1/2 miles from the ends of any existing/proposed runways.
POLICY
STATEMENT
B.6
As a short term improvement the City should extend the main instrument runway from 7,500 feet to
8,000 feet as proposed in the Corpus Christi International Airport Master Plan Update. As a long
term airport improvement (10 to 15 year time frame unless market pressure warrants sooner) the City
should construct a new 10,000 foot runway. Previous plans called for a new 8,000 feet runway, however,
an 8,000 foot runway is less efficient for air cargo operations and could not accommodate larger
commercial aircraft associated with international passenger service. The City should determine what
effect a 10,000 foot runway would have on the projected 65+ Ldn noise levels found in the Airport
Master Plan Update. In addition, upon adoption of this plan the City should update the Joint Airport
Advisory Board's height limitation map to provided for the 10,000' runway.
r T
Pan/Airport/Violet § Area Development Plan § July 29, 1992 15
Master Plan Update. In addition, upon adoption of this plan the City should update the Joint Airport
Advisory Board's height limitation map to provided for the 10,000' runway.
POLICY
STATEMENT
B.7
The City should designate I.H. 37, N.P.LD., S.H. 44, Clarkwood South, Saratoga Boulevard, Old
Brownsville Road, Talbert Road (from Saratoga to the Airport entrance), Manning Road (between S.H.
44 and Saratoga) and the Oso Parkway as scenic corridors.(See Figure 5, Scenic Corridors and
Gateways) Public and private development requirements along scenic corridors should establish each
scenic corridor as a uniquely attractive roadway hi the city. These corridors should be considered for
placement on the National Highway System under the new U.S. Surface Transportation Act.
Scenic corridors are defined as streets where the City wishes to enhance highly traveled streets or entry
ways. The primary emphasis is on providing an attractive view from a vehicle or pedestrian passing.
Gateways are designed to give a sense of place marking passage from one area to another. For
example, I-37 in the vicinity of Shoreline Boulevard, or 1-37 and the Crosstown Expressway. Major
landscaping, statuary, and lighting are appropriate at gateways. When these improvements are made
they create a distinct and memorable place.
A consistent set of urban design/street furniture requirements are needed to address Port/Airport/Violet
scenic corridors and other similar corridors throughout the city. Until a citywide scenic/view corridor
and gateway plan can be completed the following design objectives should apply:
• a. A minimum 20' street yard with 100% landscaping, except for sidewalks and driveways, should
be required adjacent to scenic corridors;
• b. Placement of overhead utility lines underground or at the rear properties away from the scenic
corridor;
• c. Removal of billboards;
• d. Locations for public art within public right-of-way and on private property;
• e. Strong consideration should be given to metal halide lighting; and
• f. Greater sign restrictions pertaining to height and size of free standing signs located both within
street yards and in the interior (behind street yards/building setbacks) of property.
POLICY
STATEMENT
B.8
The City should initiate a study to determine if existing zoning setbacks provide a sufficient buffer
between non-residential and residential property.
POLICY
STATEMENT
B.9
Community development programs will be implemented consistent with the comprehensive plan.
Housing program funds should be used where the comprehensive plan recommends residential
development. Where housing conditions are substandard in areas recommended for future non-
16 Pon/Airport/Violet § Area Development Plan § July 29 1992
residential development, housing or neighborhood relocation to an area planned for future residential
development will be the primary objective.
If neighborhoods are designated as in "transition" from residential to non-residential land use,
maintenance of existing housing for a limited time will be the primary objective.
If neighborhoods are designated as in "transition" from residential to non-residential land use,
rehabilitation programs may be offered for ten years after adoption of the plan policy. These areas
should be encouraged to transition within a twenty year period. No public rehabilitation funds should
be expended to maintain housing life cycles beyond the twenty year period.
Other actions during this 20 year transition period include rezoning of property according to the
Comprehensive Plan. Any rezonings in such areas should be sensitive to the neighborhood such that
transition can occur with as few negative impacts to the residents as possible. When rezoning is
proposed owner occupancy should be considered, whether the rezoning will be a logical extension of
an existing zoning district, and future use of the property and its effect on the remaining
neighborhood.
POLICY
STATEMENT
8.10
The residential neighborhood on Main Drive and north of McNorton Road extended are
neighborhoods in "transition" from residential land use to industrial land use. (see policy statement
B.9 and the Future Land Use Plan map)
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18 Port/AirponlViolet § Area Development Plan § July 22 1992
C. ANNEXATION
POLICY
STATEMENT
C1
In order to ensure development compatible with long term airport expansion plans the City should
annex the property shown on Figure 6, Proposed Annexation, located south of the airport/current city
limit line between State Highway 44, Old Brownsville Road and the southwestern edge of the Oso
Creek 100 year flood plain. It is important to note that very little city infrastructure is located near
this area or expected to be developed in the near term. When annexation occurs this area should be
zoned with a new "holding" zone to allow existing uses but which would prevent isolated, inappropriate,
or premature uses from locating on lands for which adequate public services and facilities are
unavailable. (see policy statement C.2)
POLICY
STATEMENT
C2
Revise the City Code/Zoning Ordinance such that when a City initiated annexation occurs properties
will be zoned according to appropriate zoning classification based on existing uses and the adopted
Comprehensive Plan. A special "holding" zone district should be created to prevent isolated,
inappropriate, or premature uses from locating on lands for which adequate public services and
facilities are unavailable, or for which a determination of the most appropriate zoning district is
precluded by a lack of economic, demographic, geographic, or other data customarily utilized in
establishment of permanent district classifications, or for which land use and urban development
policies have not been completed. It is intended that the "holding" zone shall be replaced by other
district classifications when such limiting conditions no longer apply. Only those uses which are of
an unquestionably interim nature, or will not prematurely commit the land to a particular use pattern
or intensity of development, should be allowed within the "holding" zone.
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Port/Airport/Violet § Area Development Plan § July 29, 1992
D. TRANSPORTATION
POLICY
STATEMENT
D.1
The City should adopt and promote a loop system concept as conceptually configured on Figure 7,
subject to further study and refinement by the City staff and Texas Department of Transportation:
▪ a. Provide more efficient emergency access routes;
• b. Relieve future traffic congestion; and
• c. Provide an alternative route to the commercial center on the southside.
POLICY
STATEMENT
D.2
The City Council should adopt the Future Transportation Plan as a guide for future transportation
decisions.(See Figure 8) The transportation network of this plan constitutes a recommendation by the
City to amend the Metropolitan Planning Organization Urban Transportation Plan and the
transportation plans for both the Northwest and Westside Area Development Plans. Upon adoption,
the plan will be submitted for review and inclusion in the MPO Master Transportation Plan. Some
recommended changes include but are not limited to:
• a. To accommodate the expansion of the airport the alignment of Saratoga Boulevard has been
modified. The extension of Saratoga Blvd. in this plan takes a more southerly direction around the
airport to connect with Clarkwood South Road and Rand Morgan. Changing the proposed location of
the Saratoga Blvd. to the south will provide more potential for industrial development next to the
airport;
• b. Oso Parkway location should be modified as displayed on the PAV Transportation Plan Map;
• c. The proposed extension of Manning Road south of State Highway 44 should curve to the west and
connect with Clarkwood South Road;
• d. Eliminate the off -set of Violet Road where it crosses State Highway 44. Violet Road, south of
Highway 44 should be realigned to intersect where the existing northern 1/2 of the intersection is
located;
• e. Proposed extension of F.M. 2826 east of Violet road is deleted from the transportation plan;
• f. Proposed extension of County Road 36 between Violet Road and McKinzie Road is deleted and
the proposed portion of County Road 36 between McKinzie and Clarkwood South is realigned to curve
northward and intersect with Highway 44;
• g. Delete proposed portion of Rand Morgan Road extended between proposed Northside Road and
UpRiver Road;
• h. Realign proposed westerly extension of McNorton Road southward into Sedwick Road;
▪ i. Realign Clarkwood north into a "T" intersection with proposed Rand Morgan Road;
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FIGURE 7 - FUTURE TRANSPORTATION LOOP CONCEPT
22 Pon/Airport/Violet § Area Development Plan § July 29, 1992
▪ j. Designate County Roads 22, 26, 28, 30, 67 and 69 as future arterial streets; and
• k. Extensive redesign of the proposed collector system including changes to the Westside Plan
collector system south of Saratoga Blvd.
POLICY
STATEMENT
D.3
The City should coordinate with the Texas Department Transportation and the Corpus Christi Port
Authority to provide maximum accessibility between the containerization facility at the Port and
Corpus Christi International Airport.
Although it is impractical to transport a ship container on a cargo airplane it is still important to
provide good transportation between the two transportation modes. A high capacity regional highway
should serve both the Port and Airport as separate entities but also encourage movement between the
two. Assembly plant operations may fmd it attractive to transport raw or semi -processed materials by
ship, assemble, then transport finished products out by air cargo plane. Establishing direct roadway
transportation between these two areas will aid assembly plant development. Design objectives are:
• a. The connection of Talbert Road to Corn Products, between Old Brownsville Road and the Port
Area, is the preferred truck route to connect the Port and the Airport and should be designated as part
of the National Highway System (U.S. Surface Transportation Act);
• b. If the NAS railroad spur between State Highway 44 and Old Brownsville Road (paralleling Talbert
Road) is abandoned by the Navy the City should consider maintaining this portion of the line for
industrial development purposes; and
• c. Begin discussions to coordinate with the Rail Road companies on whether additional rail service
is needed south of State Highway 44 in addition to the Talbert Road crossing. This additional crossing
could serve a multi -modal center and serve industrial development near the airport.
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Area Deve!opulent Plan
Pon/Airpon/Violet
CITY OF CORPUS CHRIST
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24 Pon/Airpon/lrolet § Area Development Plan § July 29, 1992
POLICY
STATEMENT
D.4
The City, Port of Corpus Christi Authority and Nueces County should give high priority to
improvement of Navigation Boulevard and Up River Road truck routes as follows:
■ a. Navigation Boulevard between Bear Lane and Tule Lift Bridge;
• b. Tule Lift Bridge to Burleson Avenue;
• c. Up River Road from McKinzie Road to I.H. 37.
• d. Proposed Northside Road between Tule Lift Bridge and Carbon Plant Road.
POLICY
STATEMENT
D.5
The City and Texas Department of Transportation should develop specific truck routes for
transportation of hazardous chemicals for the Corpus Christi area.
Port/Airport/Violet § Area Development Plan § July 29, 1992 25
E. PUBLIC UTILITIES AND SERVICES
POLICY
STATEMENT
E.1
The City, County, and Port should continue to work together to develop a comprehensive emergency
planning strategy for the Corpus Christi area. This strategy should include contingency plans
addressing natural and manmade disasters. In addition, the plan should meet minimum requirements
for manmade hazardous materials response plan requirements under U.S. Department of
Transportation Act, SARA Tide 111.
The plan should contain:
• a. An inventory and analysis of all production and transportation of hazardous materials in the
Corpus Christi area.
• b. A hazardous materials response strategy to protect life and property in the event of a disasters,
including but not limited to, refinery explosions, petrochemical releases, pipeline accidents, tank truck
accidents etc.
• c. A strategy for emergency response pertaining to hurricanes, flooding or other natural disasters.
POLICY
STATEMENT
K2
The City and State should work together to encourage new industrial pipelines to be routed away from
existing or proposed residential areas.
• a. Designate a City liaison to the Railroad Commission responsible for coordination of Railroad
Commission activities with the City. Such a liaison should comment on any pipeline permit requests
or related matters for consideration by the Railroad Commission within the City or its ETJ.
• b. Encourage the Railroad Commission to establish a property owners' notification and public
hearing program. Notification and public hearings should be conducted prior to permitting of pipeline
conversion from nonhazardous products. This should apply when such pipelines traverse existing or
proposed residential areas.
• c. A long term objective should be create pipeline corridors that minimize impacts to existing or
proposed residential areas.
POLICY
STATEMENT
E.3
The City's proposed Land Use Plan should be reviewed and amended, if necessary, to accommodate
any proposed stormwater retention facilities.
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26 Pon/Airport/Violet § Area Development Plan § July 29, 1992
POLICY
STATEMENT
E.4
In order to improve water quality the City should consider encouraging or requiring industrial
developments to provide "wet ponds" to filter stormdrainage. Consideration should be given to on-site
facilities or participation in larger, multi-user ponds. Such ponds can help filter particulates from
industrial runoff before discharging into the creek and bay system.
POLICY
STATEMENT
E.5
A high priority should be placed on improving storm drainage across State Highway 44. Such
improvements could significantly reduce the 100 year flood plain and possibly reduce home owners
flood insurance costs.
POLICY
STATEMENT
E.6
The City Police Department should coordinate with the Port, Airport Security and the County
Constables to assure efficient compatible emergency communications are available.
POLICY
STATEMENT
K7
The City should continue to encourage park land purchase, donation and dedication along the Oso
Creek.
POLICY
STATEMENT
E.8
Unless there are overriding economic development, environmental or public safety concerns the City
should provide services, such as water, wastewater, and gas, based on the following priority:
▪ a. First, to those areas that have at least two of these services in place;
II b. Second, to those areas that have at least one of these services in place; and
▪ c. Third, to raw land.
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