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HomeMy WebLinkAboutResolution - 5832 - Master Plan - Adopt Business_Industrial Park Plan-LIA, 1998 - 04_23_1998RESOLUTION Item #34 April 23, NO.5832 1998 RESOLUTION BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF LUBBOCK: THAT the Mayor of the City of Lubbock BE and is hereby authorized and directed to execute for and on behalf of the City of Lubbock a master plan adopting the Business/Industrial Park Plan -Lubbock International Airport, 1998. Said master plan is attached hereto and incorporated in this Resolution as if fully set forth herein and shall be included in the minutes of the Council. Passed by the City Council this 23rd ATTEST: 1611 11 * A lCaj Darnell, City Secretary APPROVED AS TO CONTENT: viation APPROVED AS TO FORM: DGV:gs/BUSINESS/1NDUSTRIAL PARK PLAN.RES ccdocs/April 13, 1998 day of April � 1998. Alak ji WINDY SITMN, MAYOR Attorney No Text 5d Contents Contents iu Tables and Figures iv Inventory of Existing Conditions Introduction Al Existing Airport Facilities A.1 Existing Land Use A3 Inventory of Land Use Proposals and Controls AG Economic Development Strategies, Goals and Objectives All Interport Trade Center Proposed Development Areas A13 Existing Utility System and Preliminary Needs Analysis A13 Soils and Drainage A21 Existing Railroad Service A22 Development Concepts and Influences Introduction B.1 Goals for Development B.2 Conceptual Land Use Plan B.3 Characteristics of Various Development Areas B.5 Development Plan Introduction Cl Northport District Cl Westport District C.7 Southport District C.13 Eastport District C.17 Summary C.20 Environmental Program Introduction D.1 Existing Facilities D.1 Landscape Form D.3 The Exterior Signing System D.G Summary D.10 Lubbock Intemational Airport 111 Interport Trade Center Plan id Tables and Figures Figure Al Airport Location Map A2 Figure A2 Existing Airport Layout A4 Figure A3 Project Study Area A5 Figure A4 Airport Environs With Generalized Existing Land Use A7 Figure A5 Airport Environs With Generalized Future Land Use A9 Figure A6 Airport Development Plan A.10 Figure A7 Proposed Interport Trade Center Development Areas A14 Figure A8 Utility System A.15 Table Al Sewer Capacity Allowances for Commercial and Industrial Areas A18 Table A2 Soil Information A.22 Figure BI Conceptual Land Use Plan B.6 �! Figure Cl Northport District Development Plan C.2 Figure C2 View of Northport District Development C.5 Figure C3 Northport District Incremental Development Strategy GG Figure C4 Westport District Development Plan C.8 Figure C5 View of Westport District North Area Development C.10 Figure C6 Business Aviation Center Concept C.11 Figure C7 Westport District Incremental Development Strategy C.12 Figure C8 Southport/Eastport Districts Development Plans C.15 Figure C9 Southport District Development Concept C.16 Figure C10 Southport/Eastport Districts Incremental Development Strategy C.18 Figure Cl l Interport Trade Center Conceptual Development Layout C.21 Figure Di Environmental Enhancement Plan DI Figure D2 View Along Regis Street D.5 Figure D3 Identification Sign Locations D.8 Figure D4 Entry Sign Concept D.9 Lubbock Intwwfionat Airport iv Interport Trade Center Plan Inventory of Existing Conditions Introduction Recognizing the potential for future development of Lubbock International Airport, a program has been Initiated to direct the development of the airport and the surrounding area. The development of this program begins with the preparation of a long-term plan referred to as the Lubbock International Airport Interport Trade Center Plan. The Intent of the Plan Is to evaluate and effectively respond to the Immediate and potential development demands in the vicinity of the airport. This Is to be achieved through the Implementation of a creative and comprehensive design which maximizes the utilization for both aviation -related and con -aviation -related development activities. As illustrated in the following figure, entitled AIRPORT LOCATION MAP, Lubbock International Airport is located in Lubbock County, approximately five miles north of the Lubbock Central Business District. The City of Lubbock is positioned on a plateau area in northwestern Texas, in an area generally referred to as the South Plains region. Abutting the airport are several parcels of land. which have been identified as having the potential for airport compatible commercial and industrial development. Being located adjacent to Interstate 27, the airport is provided with excellent vehicular access. The passenger terminal area is accessed off Interstate 27 by way of Regis Street and Martin Luther King Boulevard. Existing Airport Facilities Lubbock International Airport is served by three runways, a pair of parallel north - south runways and an east -west crosswind runway. The primary runway, Runway 17R/35L, is 11,500 feet in length and 150 feet in width. The secondary north/south runway, Runway 17L/35R, is 2,869 feet in length and 75 feet wide. The crosswind runway, Runway 8/26, is 8,001 feet long and 150 feet wide. Lubbock Intemafional Airport A t Interporf Trade Center Plan re-1 Market Lubbock, Inc. ffn Parkhill, Smith & Cooper, Inc. l) Barnard Dunkelberg & Company f 1 ��hhnr+k N11 = 3 Miles Appmxlmately Figure Al Alrport Location Map .C* > N T E R PO R,; T �t i1. W 4, Y� .. •i ir..a LUBBOCK INTERNATIONAL AIRPORT A.2 The passenger terminal facilities are located in the south-central part of the airport, between the parallel runways, south of the crosswind runway. The airport's older general aviation development area, along with an industrial development area, are located east of Runway 17L/35R and south of the crosswind runway. Another general aviation development area is located between the primary runway and Interstate 27, south of Runway. 8/26. The air cargo area is located north of Runway 8/26, between the primary runway and Interstate 27. There is a large parcel of undeveloped airport property north of the crosswind runway, between the primary runway and Tower Road. The following illustration, entitled EXISTING AIRPORT FACILITIES, provides a graphic depiction of the airport layout. Existing Land Use The following narrative identifies the boundaries of the project study area, provides a general description of the study area's physical characteristics and reviews existing land use. Airport Environs. The airport is located on the northern edge of the City of Lubbock. The South Plains Region of Texas (which contains the City of Lubbock and Lubbock International Airport) is characterized by flat topography and a relatively high elevation (the average elevation of the South Plains plateau is approximately 3,250 feet above mean sea level). Because of the flat topography, one of the major drainage features of the. region is a system of playa lakes. Playa lakes are natural ground surface depressions that serve as collection points for storm water runoff. Several playa lakes are located on or in the vicinity of Lubbock International Airport. Within the existing boundaries of Lubbock International Airport there are approximately 3,000 acres. A graphic summary of the area to be evaluated for the Interport Trade Center Plan is provided in the following illustration, entitled PROJECT STUDYAREA. The study area contains airport property, the parcels of land adjacent to airport property which have been identified as having the potential for commercial/industrial development, as well as an influence area which could be impacted by, or have an influence on, the type of development on and near the airport. Existing Land Use. The property surrounding the airport, which is primarily dedicated to agricultural uses, is sparsely populated. Existing land uses and the Lubbock Interriadonal Airport A.3 Interport Trade Center Plan Market Lubbock, Inc. 0 Parkhill, Smith & Cooper, Inc. 1P Barnard Dunkelberg & Company t j Texas A & Mfacllitles susFRR. USDA Facilities Lubbock CityLimits_ 'T■ __._ __..._ __... _ �__. ,_. __.. __.._. _ _ ��. _V FJN,1294 I ■ d LT 1 i o 1 Air Carg (Federal i $ 'Cf A pbo ne " Water Storage Air Traffic i Reservoirs N C Control Tower y � � 1 ■ y 1 _ram_.. t Stonehlll St oo + Rumay 8/26 15U x 8,000' j __ ■ i iT I -_ ■ I I TaxiwayH,,.� Airport Etoundary Water Treatment ='G ( Facility m a 'h Gen ral = Bluetleld St. _ Aviation - General Aviation 3 11 Passenger Terminal 3 '1 0rt Boundary Lubbock � gee 4 SS Lubbock City Limits Kent at. Ni• _ 3,000' Approxlmffiely Figure A2 Existing Airport Layout INTERP1OR`T B 4 I 1i L t LUBBOCK INTERNATIONAL AIRPORT A.4 W Market Lubbock, Inc. El Parkhill, Smith & Cooper, Inc. V Barnard !- NJ.. - 5,0W' 4proxir,aWhf Figure A3 Project Study Area < �> 177-1 City of Lubbock Incorporated Area I s 4a N T E R P a' �l LUBBOCK INTERNATIONAL AIRPORT A.5 a playa lakes within the project study area are graphically presented in the following figure, entitled GENERALIZED AIRPORT ENVIRONS EXISTING LAND USE. The west side of the airport is bounded by Interstate 27. On the west side of Interstate 27 there is residential and commercial development. North and east of the airport, the land use is primarily agricultural, with some rural residential. South of the airport, again agricultural uses dominate, with a concentration of residential development south of Runway 17R/35L. In addition, Texas A&M University and the United States Department of Agriculture have facilities north of Runway 17R/35L. Also, the City of Lubbock's water treatment facility along with the water storage reservoirs for the City of Lubbock and the Canadian River Municipal Water Authority, are located adjacent to airport property. The water treatment facility is located along the eastern edge of the airport, south of the approach end of Runway 26. The water storage reservoirs are located north of the approach end of Runway 26. Inventory of Land Use Proposals and Controls As can be noted on the previously presented illustration, entitled PROJECT STUDY AREA, airport property, for the most pan, is contained inside Lubbock City Limits; however, airport property is located in the northern -most area of Lubbock and the majority of the area north, east, and west of the airport is outside of the city limits. Lubbock has adopted a land use zoning ordinance to guide development of property. The City's land use zoning ordinance pertains only to the area within its corporate limits. Because Lubbock County does not have zoning authority, the land outside the city limits of the incorporated area of Lubbock is not controlled by land use zoning. The City of Lubbock and Lubbock County have appointed a Joint Airport Zoning Board which adopted an Airport Height Hazard Ordinance to control the height of objects in the area surrounding the airport. Lubbock International Airport, through the Joint Airport Zoning Board, is eligible for adoption of a Compatible Land Use Order. In addition, by state statute, the City is authorized to approve subdivision plats within five miles of the City Limits; therefore, development of land within the City's jurisdiction is controlled by subdivision regulations. The two planning resources which influence the future development of land on and around the airport are the Lubbock Comprehensive Land Use Plan 1986 and the Airport Master Plan For Lubbock International Airport (1992). The Lubbock IntenratiorW Airport A6 lydaWrt Trade Center Plan Market Lubbock, Inc. m Parkhill, Smith & Cooper, Inc. 7y Barnard [ Ni- a 8,000' Approximately Figure A4 Airport Environs with Generalized Existing Land Use Land Use Category M Comnerclel/adLntrlal = Pu611c/Traruportatlon i= Parks/Recreation/Playas O AgricWturai/open space ,41*", I N T E R P 'TO, ,..� �s LUBBOCK INTERNATIONAL AIRPORT A.7 recommendations of these documents are described in the following narrative and accompanying illustrations. Lubbock Comprehensive Land Use Plan. The Lubbock Comprehensive Land the Plan was found to have future land use patterns which were, for the most part, compatible with the existing development of the airport. In general, the Plan indicates that the Airport, water supply facilities, Texas A&M Facilities, and United States Department of Agriculture facilities will remain as public uses. To the north and west of the airport, the predominate land use is proposed to be residential, with nodes of commercial development. South and west of the airport, industrial uses are programmed as the dominant land use. These recommended land uses associated with the Comprehensive Land Use Plan are illustrated in the following figure, entitled GENERALIZED AIRPORT ENVIRONS FUTURE LAND USE. Master Plan for Lubbock International Airport. The Lubbock International Airport Master Plan, completed in 1992, details not only recommendations for airside facilities (runways, taxiways, and aircraft parking areas), but also the development for landside facilities involved with the expansion of the airport. Landside facilities typically consist of Passenger Terminal Facilities, Hangar Development Areas, Air Cargo Areas along with Aviation and Non -Aviation Commercial/Industrial Facilities, and Airport Access. The 1992 Airport Master Plan's recommendations for on -airport land use and improvements are illustrated in the following figure, entitled AIRPORT DEVELOPMENT PLAN. Major recommendations of the 1992 Airport Master Plan include: • Development of a new north/south runway on the north side of Runway 8/26. The new runway will initially be developed with a width of 75 feet and a length of 5,100 feet. • Runway 8/26 will be lengthened to 10,000 feet from its existing length of 8,001 feet, with an extension to the east. • The passenger terminal facilities are programmed to expand in their existing location (in the area directly south of Runway 8/26 and immediately east of Runway 17R/35L). • Future general aviation development is programmed to occur in the southwest corner of the airport, between Runway 17R/35L and Interstate 27. • Air cargo facilities will be expanded in their existing location, between the primary runway and the interstate, north of Runway 8/26. Lubbock Intemational Airport AX Interport Trade Center Plan r4 Market Lubbock, Inc. m Parkhill, Smith & Cooper, Inc. V Barnard N1• m 5,OW Approximately Figure A5 Airport Environs with Generalized Future Land Use Land Use Category � Commercial ® swntrtal Pabifo/Transportation Parks/Recreation/Playas I N T E R P-Y N \a. LEN 111 LUBBOCK INTERNATIONAL AIRPORT W Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. 1j Barnard Dunkelberg & Company Q s BNSF RR. i Lubbock City Limits i ■ ■ FA.l294 ■ I I L Future Rlnway M/3511 75' x 5, 0O' N Ke*a at. Alf7Cafg 0 Facllities Expansion ' Area I , atonehm at t-:--Y-871WX8,0W IQi e �1Taxi H --� - . —j .. Airport Boundary --�-L ; Future 2,000'Runway Extension j\ Geneal Aviation Fad I les Existing Runway 1 L/3511 Exp nslon :- Area Passenger Termin I Facilities 3 A�tr :rt sow • Expansion Area R $ Lubbock City Limits Kent at NV - 3,000, Approxlmawy Figure A6 Airport Development Plan � d• INTERP, R1TFi-li CEN I LUBBOCK INTERNATIONAL AIRPORT A.10 id Economic Development Strategies, Goals and Objectives Market Lubbock, Inc., serving as the primary economic development advocate for Lubbock and the surrounding area, has developed economic development strategies, goals, and objectives. The Cornerstone Group consulted with Market Lubbock, Inc. to help formulate an economic development plan. As could be expected, much of this economic development planning has a -direct or indirect influence on the shaping of the Interport Trade Center Plan for Lubbock International Airport. Following is a listing of the goals which are the desired results of the core development strategies identified for Lubbock. Also listed below are the objectives which are associated with each economic development strategy. Goal I: A Results -Oriented, Proactive Marketing Program Objective I.A.: The organizational structure that assigns roles, responsibilities, and accountability for the sustained economic development of Lubbock. Objective I.B: Funding for sustained marketing and economic development programs. Objective I.C: Retain and expand local manufacturing and distribution companies.. Objective LD: A comprehensive marketing program to attract targeted industries and activities. Objective I.E: A formal communication network among organizations involved in the economic development of Lubbock. Objective I.F: A pride and awareness program. Objective I.G: Performance measurements and benchmarks to evaluate program effectiveness. Goal II: The Infrastructure and Environment to Attract Private Sector Investment. Objective II.A.: Interstate and Highway upgrade development. Objective II.B.: Expand commercial and cargo air service. Objective II.C.: Industrial and distribution sites with physical infrastructure in place. Objective ILD.: Construction of speculative industrial buildings. Objective II.E.: Maintain EPA's attainment area designation. Lubbock Intematlonal Alrport All Inlerport Trade Center Plan id Objective II.F.: An integrated abatement and incentive policy, which is performance based. Goal III.: A Technically Trained and Motivated Workforce Objective IIIA.: Programs that actively involve the business community in relating the educational and training needs of business. Objective III.B.: Provide educational opportunities in technical career fields at both secondary and post -secondary levels. Objective III.C.: Awareness of financial aid and scholarships available in the work place. Goal IV.: Maximize Advantages of the Higher Education and Medical Resources that Are Located in Lubbock Objective IVA.: Establish an initiative that identifies commercial applications of research and academic programs. Objective IV.B.: Promote Lubbock as a center of excellence in medical care, medical education, and medical research. Several of the above listed objectives are accompanied by Action Steps, which are likely to directly influence the Interport Trade Center Plan for Lubbock International Airport. They include: Objective II.B.: Expand commercial and cargo air service. Action Step II.B.1. Continue to develop and promote Lubbock International Airport as the major air traffic center in West Texas and Eastern New Mexico. Objective II.C.: Industrial and distribution sites with physical infrastructure in place. Action Step II.C.2. Develop sites at Lubbock International Airport. Objective II.D.: Construction of speculative industrial buildings. Action Step II.D.1. Establish and document the need for speculative industrial buildings and encourage construction by builders and investors. Objective II.F.: An integrated abatement and incentive policy which is performance based. Lubbock lntemational Airport A 12 lnterport Trade Center Plan Action Step II.F.1. Establish a Task Force to analyze incentive programs and to make recommendations for an integrated policy to include abatements, Freeport Tax Exemptions, and other financial/incentives. In addition, the development planning for the Interport Trade Center will continue to be coordinated with other goal statement documents developed for the City of Lubbock and Lubbock International Airport. Two such documents are: Goals for Lubbock - A Vision Into the 21 st Century and Lubbock International Airport - Aviation Strategic Plan. Interport Trade Center Proposed Development Areas Several land parcels on, and adjacent to, the airport have been identified for inclusion in the Interport Trade Center Plan. These parcels include: • The industrial development area east of Runway 17L/35R, south of the crosswind runway, referred to as the Eastport District. • The northwest corner of the intersection of Regis Street and Martin Luther King Boulevard, referred to as the Southport District. • The area between the primary runway and Interstate 27, both north and south of the crosswind runway, referred to as the Westport District. • The area between the primary runway and the proposed north/south runway, north of the crosswind runway, referred to as the Northport District. These Interport Trade Center parcels are graphically identified on the following illustration, entitled PROPOSED INTERPORT TRADE CENTER DEVELOPMENT AREAS. Existing Utility System and Preliminary Needs Analysis The availability of utilities is a critical aspect in the determination of how a site can be developed. The following provides a description of the utilities available on and around Lubbock International Airport. A diagram of existing utility locations is provided in the following illustration, entitled UTILITY SYSTEM. Lubbock International Airport A13 Interport Trade Center Plan - Market Lubbock, Inc. m Parkhill, Smith & Cooper, Inc. 1P Barnard Dunkelberg & Company s �! a ■iSF R.R. , Lubbock City Limits i ■ ■ ■ FM.1294 ■ ■ I � 1 _ 1 1 1 Westpo t District f " North A ea ii Future R inway 17L/35R - - - - - - - - - - - - - - 75x 5 0' Keuka St. r, r) Northpoft District ! 1 � 1 jai • •• atoneuutat. Riatway 8/26 150' x 8,000' Taxiway H le, c - - ��°:t_ :ry tA� Sou Or j ■ i, .. aa�Is Bluefiaid 5t. it - - Eastport District r Southport District ort Boundary Ni• . 3,000' Approximately Figure A7 Proposed Interport Trade Center Development Areas IN Lubbock City Limits Kent at. �, e W ,. T E R P:IP � CEI'm LUBBOCK INTERNATIONAL AIRPORT A.14 rl •�__�._� • -ALL __I. •_- im 1• m 3,000' AppmxlmateN Figure A8 Utlllty System Line Category <�> Water Sewer �6aa Rl. d, Eeetrtc LUBBOCK INTERNATIONAL AIRPORT A.15 Water. The FAA Air Traffic Control Tower (ATCT), which is located north of the crosswind runway and the Texas A&M University (TAMU) Extension Center research facility, including the US Department of Agricultural facilities, are served by an 8-inch water line. A 10-inch water line passes under the terminal apron and is then reduced to an 8-inch line near the ATCT. Currently, this line terminates at the TAMU Research Center. Federal Express and Airborne Express in the Westport District are served by an 8-inch water line that runs adjacent to Interstate 27 and terminates at the airport's air cargo area. The water pressure at both locations is minimal, but above the minimum pressures required by the State of Texas. To increase capacity for the immediate future, these two lines need to be interconnected, or looped, to increase system pressure and capacity. Ultimately, larger water lines may need to be installed to meet expected flow requirements. Installing additional water lines will require boring and jacking pipe beneath Taxiway j, Taxiway H, and the crosswind runway. Sewer. There are no existing sewer improvements available for the northern portion of airport property. Currently, TAMU, ATCT, Federal Express, and Airborne Express facilities use septic systems to dispose of their sanitary sewer waste. These facilities have relatively low flow and do not have process water disposal streams. Septic systems for major industries locating on the north side of the airport will probably not be adequate. Ultimately, a sanitary sewer system will need to be installed for industrial park facilities located in the Tower Road District and the northern portion of the Westport District. A gravity flow sewer system cannot be extended into the areas north of the crosswind runway without the addition of a lift station(s). The preliminary recommendation for future industrial development in the vicinity of Tower Road is to install a lift station near the ATCT, bore and jack pipe beneath Taxiway H, Taxiway j, and the crosswind runway, and connect to the 10-inch sanitary sewer line serving the terminal building. The preliminary recommendation for the area adjacent to Interstate 27 would be to install a lift station and pump to the 8-inch gravity flow sewer line adjacent to the executive T- hangars north of the old terminal building. The Eastport District has a fully developed sanitary sewer system. Flows from the Eastport District are collected south of the water treatment plant and pumped via force main to the 10-inch line south of the terminal building. The Eastport District is the original LIA Industrial Park. The fully developed sewer system for this approximately 240-acre area was once the home of several manufacturing facilities, residences, and city/airport maintenance facilities. Currently, this area is approximately 10 percent developed and is served by a 250-gpm lift station. Lift stations are usually sized for anticipated flows. At 10 percent development, this area has not grown as anticipated. Measurements of the 250-gpm lift station have Lubbock International Airport A 16 Interport Trade Center Plan shown that the two pumps in this lift station ran for less than one hour during a 24 hour period. This means that only 12,000 gallons or so were collected and discharged from this system for the 24 hour period observed. The flow to this lift station is from airport operations and maintenance facilities, the City of Lubbock water treatment plant, and four manufacturing businesses. At this time, from the observations made, a discharge rate of 250-gpm is not necessary at this location. When pumping, the existing 250-gpm lift station uses the majority of the 280 gpm available in the east -west line along Bluefield Street, from Martin Luther King Boulevard to Interstate 27. Once the flow reaches Interstate 27, the gravity flow sewer line changes to a 12-inch line and the capacity of the system is increased to approximately 815 gpm. The east -west line from Martin Luther King Boulevard to Interstate 27, along Bluefield, is the "bottleneck" of the gravity flow sanitary sewer system at the airport. There are two options to better use the available capacity in the 12-inch line that exits the airport: (1) Apply for a variance from the TNRCC to temporarily surcharge the east -west line that runs from Martin Luther King Boulevard to CInterstate 27. (2) Install a parallel line adjacent to the east -west line to remove the "bottleneck" from the existing system. Another possible alternative is to decrease the discharge rate at the existing lift station. The current pumping rate at the existing lift station is so low that the 250- gpm discharge rate is not justified. Decreasing the discharge rate of this lift station will provide additional available capacity for potential users of the existing sanitary sewer system at the airport. To determine the viability of the two options discussed above, an engineering study on the existing sewer system needs to be performed. To fully use the existing sanitary sewer system, current flowrates need to be measured, and the hydraulics of the gravity flow sanitary sewer system need to be analyzed. Increasing the discharge rate from the airport could cause significant problems downstream from the airport. The impact of the options suggested earlier needs to be further analyzed before a single recommendation or a combination of the recommendations is selected. Currently, all flows exit the airport property to the south via the 12-inch gravity flow line at FM Road 2641 near Interstate 27. This sewer main is currently not at capacity and could carry some flow from new industrial development on the north side of the airport. Lubbock tntem Donal Airport A 17 tnterport Trade Cuter Phan Nd Fully using the existing available capacity of the gravity flow sanitary sewer system at the airport will provide a temporary solution to the capacity problem that the Interport Trade Center will eventually face. Industrial wastewater quantities may vary from little more than domestic rates to tens of thousands of gpd/acre. The following table, entitled SEWER CAPACITYALLOWANCES FOR COMMERCIAL AND INDUSTRIAL AREAS, illustrates the extreme variation in wastewater quantities from selected industrial areas. This variability is largely due to the different types of industries present. Table Al SEWER CAPACITY ALLOWANCES FOR COMMERCIAL AND INDUSTRIAL AREAS Lubbock International Airport Interport Trade Center Plan Year and Industrial Source Commercial Allowance City of Data Allowance(gpd/acre) 1 (gpd/acre) Baltimore, Md. 1949 6,750-13,500; 7,500 135 gpd/cap, resident pop. (minimum) Berkeley, Calif. -- -- 50,000 Grand Rapids, Mich. -- Offices, 40-50 gpd/cap; 250,000 Hotels, 400-500 gpd/room; Hospitals, 200 gpd/bed; Schools, 200-300 gpd/room. Los Angeles, Calif. 1965 Commercial, 11,700; 15,500 Hospitals, 0.75 mgd; Schools, 0.12 mgd; Universities, 0.73 mgd. Kansas City, Mo. 1958 5,000 10,000 Memphis, Tenn. -- 2,000 2,000 Santa Monica, Calif. -- Commercial, 9,700; 13,600 Hotels, 7,750. 1 Except as otherwise noted. Source: ASCE — Manual and Reports on Engineering Practice No. 37 WPCF Manual of Practice No. 9 Lubbock IntemationaiAirport A18 Interport Trade Center Plan When marketing industries locate in the Business/Industrial Park, wastewater discharge rates for prospective industries must be closely monitored. As the excess capacity of the existing sewer system is used, a major sewer improvement project will be required. Therefore, in the long-term, the Business/Industrial Park development on the north side of the airport may require additional sanitary sewer capacity. Extending a trunk line from the intersection of Bluefield and Martin Luther King Boulevard, south approximately 2.5 miles, to one of the City's major collection lines near loop 289, could ultimately become necessary as additional capacity is needed. Electric. A 15.5 Kilovolt (KV) feeder currently serves the ATCT and TAMU. This overhead service runs parallel to and north of the crosswind runway to the ATCT immediately north of the airport property. It then extends northward along Tower Road to TAMU then back to the west to Interstate 27. This circuit, LP&L NE 5-15, could be upgraded as needed to support any business or industry locating in the Northport District. It is the desire of LP&L to install a duct bank east of the crosswind runway, before the runway is extended to the east, to better serve the Northport District. Gas. There are two major high-pressure gas transmission pipelines that cross the Northport District development area. The 12-inch and 21-inch gas lines, which cross the area, currently operate at pressures of 720 psi and 575 psi respectively. A 2-inch gas line, which taps into these high-pressure transmission lines, serves the ATCT. Industries locating to the Northport District should have access to adequate gas service from the high-pressure transmission lines. Telecommunications. Access to state-of-the-art telecommunications services has become a competitive necessity for industries of all types. Telecommunications differ from other utilities, in that true competition is possible today in the local telephone business. Having multiple services providers to choose from can be expected to become a significant decision factor for industry in selecting a location. The existence of any competition in Lubbock should be considered for use in marketing of the Interport Trade Center. Competition on any scale encourages more responsive service from the incumbent provider than may be expected in a monopoly environment. For the above reasons, any action the City can take to encourage local telephone competition should serve to make the City more attractive as a potential location for industry. Such actions could include providing capacity, e.g. conduit space or even dark fiber, to all requesting carriers on an open network basis. This allows competitors to more easily enter the market by not having to bear the prohibitive costs of building their own transport facilities. Lubbock International Airport A 19 Interport Trade Center Plan A major factor that must be considered by the City before pursuing some of the options described above is the 1995 Texas Telecom Act, which prohibits municipal "direct or indirect" involvement in the provision of telecommunications services. The law appears to be shaky on constitutional grounds, and the Federal Telecom Act of 1996 seems to preempt the Texas law, but a legal decision will be required to declare it invalid. Telecommunications requirements of businesses vary greatly by industry. However, today typical business telecommunications requirements can be met with services delivered over copper pairs. The maximum practical speed deliverable (today) over copper pairs is a T1 rate 0.544 Mbps), which will support voice and data services such as Frame Relay. For certain broadband services, such as high quality video or very high speed data connectivity like ATM, fiber optics cable is required to deliver DS3 rates (45 Mbps) and up. The demand for these broadband services will continue to rapidly increase for the foreseeable future. The deployment of fiber to the Industrial Park will allow the rapid establishment of any telecom service requested by a business. Southwestern Bell Telephone has made a preliminary indication that construction of fiber to the Northport District could take several months. If this time frame is not acceptable, then other avenues will need to be pursued. Specific issues, which will require further study, include the following: 1. The possibility of taking advantage of construction of other utility facilities to the Industrial Parks by including conduit for future fiber to be pulled through. 2. Obtaining the A&M easement required for construction, or exploration of other ROWs, such as for the railway spur. 3. The existence of a Southwestern Bell Telephone exchange boundary through the middle of the Northport District, which may require PUC approval for SWB to serve the entire district from a single exchange. 4. Design of fiber and copper facilities to each lot in the Interport Trade Center from a central, common access area to facilitate easy interconnection with various local service providers. Depending on the type of industry and their specific telecom needs, a common satellite dish farm area could also be provided. Lubbock lntem clonal Airport A.20 Intern Trade Center Plan Salts and Drainage Soils. The land in the vicinity of the Northport District is nearly level to gently undulating plain, interrupted by playa lake depressions to the east and north. The soil survey of Lubbock County indicates that there are mainly two types of soil that will be encountered in this area, Acuff and Olton. Acuff has a unified soil classification of CL, a moderate plasticity index (PI) ranging from 10-16, with 51- 70% of the tested material passing the number 200 sieve. Olton also has unified soil classification of CL, a moderate PI ranging from 8-18 and 55-80% of the tested material passing the number 200 sieve. These soils generally rate as fair as subgrade materials. Soils with PIs greater than 15 generally need some type of stabilization to increase foundation support capabilities. In localized depressions or playas, Randall clay is present. Randall clay has a high PI ranging from 22-45, with 75-98% of the tested sample passing the number 200 sieve. Randall clay is a highly expansive soil that should be stabilized with lime or other additives if encountered. Because of the large size of the area available for development in the vicinity of Tower Road, and the fact that the natural local drainage system is a series of playa lakes, these localized playas or depressions where high PI soils occur should not be considered for development. 4 The following table, entitled SOIL INFORMATION, provides a summary of the soils, their classifications, and their engineering properties for the other areas in this study: the Westport District, the Eastport District and the Southport District. Lubbock lntemaHonal Airport A21 Interport Trade Center Plan id Table A2 SOIL INFORMATION Lubbock International Airport Interport Trade Center Plan Area and Soil Name Class PI % Passing # 200 Sieve Subgrade Rating SOUTHPORT Estacado CL 8-20 51-90 Fair Lofton CL 15-25 70-90 Poor Olton CL 8-18 55-80 Fair WESTPORT Acuff CL 10-16 51-70 Fair Amarillo SM, SM-SC NP-4 15-35 Good Estacado CL 8-20 51-90 Fair Randall CL, CH 22-45 75-98 Poor EASTPORT Acuff CL 10-16 51-70 Fair Amarillo SM, SM-SC NP-4 15-35 Good Estacado CL 8-20 51-90 Fair Olton CL 8-18 55-80 Fair SOILS CLASSIFICATION KEY CL lean days, sandy days or gravelly days SM silty sand or silty gravelly sand SC clayey sand or clayey gravelly sand CH fat days Existing Railroad Service Burlington Northern Santa Fe (BNSF) has a main line track north of the airport, east of Interstate 27, that crosses beneath the interstate near Farm to Market Highway 1294. A track to serve industrial development in the Northport District could start at a switch point approximately 3,500 feet north of FM 1294. BNSF would construct the proposed turnout from the point of switch to the clearance point. This new rail will require two roadway grade crossings before entering the Northport District of the Interport Trade Center development area. A number of years ago, an existing spur served the Eastport District. This spur was abandoned and removed and has not been available or used for some 15 years. Lubbock Intermdonal Alrport A.22 Interport Trade Center Plan id Development Concepts and Influences Introduction The purpose of this section is to evaluate the various concepts and Influences that are the basis of the proposed land use recommendations for the Interport Trade Center Plan. This process Includes the Identification of potential development sites, which will be analyzed as to their appropriateness for both aviation or non-avlation uses. In addition, several basic assumptions have been established which are Intended to both direct future development and support the various considerations on which the Plan has been based. These assumptions, which focus on growth, are dependent upon aggressive site enhancement and development, and directly relate to and support community needs for economic and physical development. The first assumption focuses on the relationship between Lubbock International Airport and the City of Lubbock. This relationship creates an opportunity for the development of an integrated facility to support aviation, which incorporates commercial and industrial expansion, positively impacting the overall economic development of the community. Provisions are to be taken in the formulation of this Plan to encourage the complementary development of both aviation and non - aviation uses. The future development of the airport and surrounding area should be planned and coordinated in a manner to enhance all mutually beneficial development opportunities. The second planning assumption focuses on the commitment to maintain an aesthetically pleasing, quality development, accommodating as many uses as possible, while enhancing the character of the site. This commitment will be reviewed with respect to possible traffic generators, existing and proposed vehicular circulation routes, rights -of -way, and pedestrian circulation. Landscaping and other amenities should be programmed to enhance the site and reinforce the individual development areas as an integral part of the entire development. The third assumption focuses on flexibility, variety, and phasing. The basic goal of the Plan is to formulate a strong identity for the Interport Trade Center, along with Lubbock Inlemationral Airport 8.1 Interport Trade Center Plan id the Airport. In addition, a well coordinated plan offers both variety and flexibility within the individual development areas, while reinforcing the design continuity of the overall plan. Goals For Development Accompanying these assumptions are several goals, which have been established for purposes of directing the Plan and its content and establishing guidelines for future development. These goals take into account several considerations including safety, capital improvements, land use compatibility, public interest, and community recognition and awareness. It is the intent of this Plan to: • Provide effective direction for the future development of Lubbock International Airport and its surroundings through the preparation of a sound plan, which will provide development guidelines compatible with all existing and future development. • Plan for the development of the property in a manner that will be environmentally compatible with the surrounding area and in concert with the environmental standards of the City of Lubbock. • Provide a source of long-term income for Lubbock International Airport and the City of Lubbock. • Accommodate future development in a safe and efficient manner by providing proper facilities, utilities, and activities on or near the site. • Provide development standards for the Interport Trade Center that are compatible with Airport and City of Lubbock goals and development standards. • Maximize the site's internal and external appearance through landscape design, maintenance of facilities, and development standards. Lubbodrintemational Airport 8.2 Interport Trade Center Plan r Conceptual Land Use Plan The primary influences, which have been taken into consideration in formulating the conceptual land use plan for the Lubbock International Airport Interport Trade Center, are listed below. Several of these influences were described in detail in the preceding chapter, entitled Inventory of Existing Conditions. These influences include: The Layout of Existing and Proposed Airport Facilities. As stated previously, it is a basic assumption of this study that the plan for the Interport Trade Center will complement and support the continued operation, improvement, and expansion of Lubbock International Airport. The plan for the Interport Trade Center includes consideration of Federal Aviation Administration specified setbacks and line -of -site criteria required for the safe and efficient utilization of the existing and potential airport facilities. • Taxiway Access. Certainly, one of the major development advantages which will be offered by this Interport Trade Center is its ability to provide sites with access to the airport's taxiway and runway systems. • Roadway Access. The close proximity of Interstate 27, along with good street access from the Interstate to both the north and south sides of airport, provides excellent vehicular accessibility. It should also be noted that consideration is being given to the construction of an interstate -class highway which would connect Mexico with the Texas high plains, including Lubbock, and then north to Denver, the northwest United States and Canada. This potential super -highway connection with Mexico and the nation- wide Interstate Highway system could supplement the justification for additional opportunities for the Lubbock International Airport Interport Trade Center (e.g. Foreign Trade Zone, etc.) • Railroad Access. An important aspect of the Park's infrastructure system is the ability to support businesses which require railroad access. An analysis of alternatives indicates that the most feasible area into which railroad service can be provided is the Northport District. Lubbock International Airport B. 3 lnterpoit Trade Center Plan 5d ad Utilities Availability. To a certain degree, there is an assumption that utilities must be available or development cannot occur. At this conceptual point in the planning study, it is important to note the relative difficulty required to provide necessary utilities to the various development areas. Playa Lakes/Drainage. The primary storm water drainage features in the vicinity of the airport are Playa lakes. If possible, development should be avoided which will directly impact a Playa lake area (i.e., development which will involve grading work inside a Playa lake's storage area). Where this type of development cannot be avoided, City of Lubbock requirements for Playa lake reclamation/alteration must be followed. Soils. In general, the soils on and around airport property are acceptable for construction, although specific site soil investigations should be conducted before the design of improvements. The localized playas and depressions where high PI soils occur should not be considered for development. • Existing On -Site Structures and Uses. Several of the areas identified for Park development have extensive existing infrastructure in the form of streets, utilities, and existing buildings. The ability to continue to use or reuse the various existing infrastructure elements are key considerations in the layout of future Park facilities. Existing Environs Land Use. The existing land uses surrounding the airport are for the most part compatible with potential Interport Trade Center land uses. However, where proposed development could conflict to some degree with surrounding land uses, the layout of the Interport Trade Center uses should accommodate a buffer zone between dissimilar uses. Visibility. Some uses demand, or at least benefit from, a site that has good visibility to and from the surrounding highway and major street system. For the Lubbock International Airport Interport Trade Center, visibility considerations revolve around Interstate 27 and the passenger terminal access roadways (Martin Luther King Boulevard and Regis Street). Lubbocklntemarional Airport 8.4 Interport Trade Center Plan r", r, Lot Layout. Because no specific prospective tenants have been identified for the Interport Trade Center, the lot layout proposed in this Plan emphasizes flexibility. The goal is to provide a range of parcel sizes and shapes to accommodate a variety of uses. A curving street layout that provides wedge-shaped and irregular parcels, with varied depths and widths, maximizes development potential and provides interest; however, for this Plan the influence of the existing roads and the Airport's runways will dictate a linear development to a great degree. Although there are no standard lot sizes, lots of 200 to 300 feet deep have been found to be practical for a range of uses. It will also be desirable to provide some larger lots, 500 feet or more deep. These larger lots will be particularly necessary in the vicinity of the rail spur and to provide adequate development area for aviation use sites which require aircraft access. The larger lots also provide flexibility because they can be subdivided in the future if no single user materializes. Most importantly, individual lots are laid out to take advantage of each site's natural assets, access, infrastructure, and existing development characteristics. With these influences as background, a CONCEPTUAL LAND USE PLAN has been formulated and is illustrated on the following page. Characteristics of Various Development Areas Eastport District. This district is located just east of the Runway 17L/35R and south of Runway 8/26. The district is located south of the Runway Protection Zone associated with the south end of future Runway 17L/35R; however, structure heights in the area should be closely monitored to prevent approach obstructions to future Runway 35R. The district contains approximately 160 acres and is owned as part of airport property. Other district characteristics are: No taxiway access is programmed for this district. Existing roadway access is in place. Bluefield Street provides access from Martin Luther King Boulevard to an existing grid system of streets serving the district. This existing roadway system will require extensive improvement as development occurs. In addition, it should be a goal to Lubbock Intemafional Airport B. 5 Interport Trade Center Plan id make use of the existing street grid to the extent practical. However, existing streets may be closed to accommodate tenant requirements. • No railroad access is programmed. • Water, sewer, electric, and gas are available. Utility capacities appear to be adequate to accommodate short-term growth. Long-term growth may require some capacity enhancements. • Preliminary analysis indicates no serious drainage or soil problems in the district. • There are several existing on -site structures. Depending on existing use and condition, the existing structures should be classified for continued use, as potentially reusable, or for demolition. • Surrounding land use is compatible with Interport Trade Center development. • The Eastport District has low visibility from the highway/major street system. • The lot layout in the Eastport District utilizes the existing street system as its basis. Southport District. The district is located on the northwest corner of the intersection of Regis Street and Martin Luther King Boulevard. The site is east of, and adjacent to, the Runway Protection Zone associated with the approach to Runway 35L. Particularly in the area adjacent to the Runway Protection Zone, height of proposed structures should be closely monitored to assure that there no conflicts with the FAA's approach obstruction criteria. The district contains approximately 120 acres and is owned as part of airport property. Other District characteristics include: • No taxiway access is programmed for this district. • Existing roadway access is provided by Regis Street and Martin Luther King Boulevard. The construction of an internal roadway access system to serve the district will be required. • No railroad access is programmed. • Water, sewer, electric, and gas are available in the vicinity of the district. Utility capacities appear to be adequate to accommodate short-term growth. Long-term growth may require some capacity enhancements. • Preliminary analysis indicates no serious drainage or soil problems in the district. • The district is currently undeveloped. • Surrounding land use is, for the most part, compatible with Business/ Industrial Park development. As a visual enhancement to delineate the district, areas adjacent to Martin Luther King Boulevard and Regis Street Lubbock International Akport B.7 lnterport Trade Center Ran should receive a special perimeter landscape treatment. This treatment will also act as a buffer. The Southport District has high visibility from the major street system. In particular, the district has highly visibility to traffic accessing the passenger terminal area. The lot layout for this district emphasizes flexibility and variety through the use of a curving internal roadway system design. Because of the district's close proximity to, and excellent visibility from, the passenger terminal access roadways, the lot layout features a site suitable for hotel construction. Westport District (South). This district is located west of Runway 17R/35L and south of Runway 8/26. Because the district is primarily located west of the existing aviation use development area, potential interference with existing or proposed airport facilities is minimal. Proposed development should, however, be carefully evaluated to prevent the creation of airspace obstructions. This district contains two development zones. The first is the area immediately surrounding the old passenger terminal building. The second is the strip of land directly adjacent to Interstate 27. The district contains approximately 60 acres and is owned as part of airport property. Other district characteristics are: • Taxiway access will continue to be available to the old terminal. No taxiway access is programmed to the interstate strip. • For the most part, existing roadway access is in place. Additional roadway access facilities will be limited to drives and parking serving individual sites. • No railroad access is programmed. • Water, sewer, electric, and gas are available. Utility capacities appear to be adequate to accommodate short-term growth. Long-term growth may require some capacity enhancements. • Preliminary analysis indicates no serious drainage or soil problems in the district. • The only existing structure in this district is the old terminal building. This building occupies a valuable development area adjacent to an existing heavy aircraft parking apron. Depending on future tenant demand, the old terminal can either be renovated or, demolished and replaced with new construction. • Surrounding land use is compatible with Interport Trade Center development. • The Westport District has high visibility from Interstate 27. • The lot layout in the Westport District utilizes the existing street system as its basis. For the interstate frontage lots, the goal is to provide a lot depth and width of between 200 and 300-feet. Lubbock lNem clonal Airport 8.8 lnterport Trade Center Plan r) Westport District (North). This district is located west of Runway 17R/35L and north of Runway 8/26. This district includes the airport's existing air cargo facilities and includes the area between the parallel taxiway system on the west side of Runway 17R/35L and the frontage road on the east side of Interstate 27. Development in this district will be required to respect the setback requirements created by the proposed future parallel taxiway (Taxiway L) future apron considerations, along the critical areas surrounding FAA transmitters and the instrument landing system equipment. In addition, proposed development should be carefully evaluated to prevent the creation of airspace obstructions. This district also contains two development zones. The first is the area immediately adjacent to the taxiway system. The second is the area directly adjacent to Interstate 27. The district contains approximately 190 acres and is owned as part of airport property. Other district characteristics are: • Taxiway access will be available to sites adjacent to the taxiway. No taxiway access is programmed for the interstate frontage zone. • The interstate frontage road is an important part of the access system serving this district. Another north/south roadway is programmed which will divide the interstate frontage zone from the taxiway frontage zone. • No railroad access in programmed. • Water, electric, and gas are available and appear to have adequate capacity to accommodate short-term growth. The city's sanitary sewer system is not presently available to this District. The type and amount of development within the northern portion of the Westport District will be limited until sanitary sewer service is provided. Provision of sewer service will require a lift station. The nearest existing sanitary sewer line is located adjacent to the executive T-hangars north of the old terminal building. • Preliminary analysis indicates no serious drainage or soil problems in the district. • Existing development within the district to be considered in the planning of future facilities includes the cargo facilities and FAA transmitters. • Surrounding land use is compatible with Interport Trade Center development. • The Westport District has high visibility from Interstate 27. • The lot layout is based on several factors. These include: setback requirements related to the runway and taxiway system; location of existing structures (i.e., air cargo facilities); and the need for larger and deeper lots adjacent to the taxiway system to accommodate aircraft access/parking requirements. For the interstate frontage lots, the goal is to provide a lot depth of between 200 and 300 feet. For the taxiway frontage lots, a 500 foot depth is considered minimum. Lubbock internatiorW Airport 8. 9 Interport Trade Center Plan id r Northport District. This district is located between the existing Runway 17R/35L and Future Runway 17L/35R, north of the crosswind runway. The Northport District is essentially undeveloped. The ATCT is on the southern border of the district. Consideration of ATCT line -of -sight requirements will be a critical element in the determination of structure height limitations within this district. Future development within the Northport District will be required to respect the setback requirements created by future Runway 17L/35R and its parallel taxiway system, as well as the setback requirements of existing Runway 17R/35L. The district contains approximately 220 acres, with an additional 230 acres being located on the east side of Tower Road which could be developed as Phase Two of the Northport District. Other district characteristics are: • The opportunity for specific sites to be provided with taxiway access will be preserved for all areas directly adjacent to existing or proposed taxiways. • Access to the site is provided by way of Tower Road, via FM 1294 and Interstate 27. In addition, a new access roadway will be constructed to connect the Westport and Northport Districts. The construction of an internal roadway access system to serve the district will be required. • Railroad access is programmed for the Northport District by way of a new railroad spur from the Burlington Northern Santa Fe main line north of the airport. • Because of the existing high-pressure gas line adjacent to the district, adequate gas service capacity is available. Electric service can be upgraded as required. The district has existing water service via an 8-inch line terminating at the ATCT. This ATCT line will need to be interconnected with the existing 8-inch line on the west side of Runway 17R/35L to provide pressure and capacity enhancements to accommodate additional development. Ultimately, a larger water line serving the district may be required. The city's sanitary sewer system is not presently available to this district. Without sanitary sewer service, the potential for development within the Northport District is very limited. A preliminary investigation indicates that to provide sanitary service, a lift station will be required which will pump sewage into a new sewer line extending under the crosswind runway and parallel taxiway systems and then connect to the existing 10-inch sanitary sewer line serving the terminal building. Ultimately, extensive Interport Trade Center development in the Northport District may require additional capacity in the form of a trunk line extending south from airport property to one of the City's major collection lines near Loop 289. • Preliminary analysis indicates no serious drainage or soil problems in the district, if development is avoided in the existing playas and depression areas where high PI soils occur. Lubbock International Alrport B. 10 Interport Trade Center Plan id • With the exception of the ATCT, there is very little existing development within the Northport District, which is primarily made up of lands in agricultural uses. ATCT requirements for line -of -sight to aircraft movement areas will influence the layout of the Northport District and the height of proposed structures. • Surrounding land use is for the most part compatible with Interport Trade Center development. As a visual enhancement to delineate the district, areas adjacent to the northern border of the Interport Trade Center should receive a special perimeter landscape treatment. This treatment will also act as a buffer. • The Northport District has low visibility from the highway/major street system. • The lot layout for this District emphasizes flexibility and variety through the use of a curving internal roadway system design. The influence of Tower Road and the Airport's runway/taxiway system, however, will dictate a somewhat linear development. The lot layout is based on several other factors. These include: setback requirements related to the runway and taxiway system; the need for larger and deeper lots adjacent to the taxiway system and adjacent to the railroad; and avoiding development in Playa areas. The goal is to provide minimum lot depths of 300 feet, with railroad and taxiway frontage lots being 500 feet deep or more. Where lots adjacent to the railroad might be restricted in their depth, widths are increased to maximize rail frontage. Lubbock International Airport R 11 Interport Trade Center Plan 5d Development Plan Introduction The purpose of this section is to describe In detail the proposed development which is recommended for the Lubbock International Airport Interport Trade Center. This will Include a basic description of the land uses to be Included within each development area, recommended site access, recommended future site uses, the proposed site enhancement program, and Implementation strategies. Since the project will be developed over a long period of time, the plan proposes Implementation strategies that can respond to demand and economic forces that will ultimately shape the project's development. Although a unified and harmonious development approach is recommended for the entire airport along with the Interport Trade Center, because of existing land uses, phasing and development potential, this document will continue to break out the description of proposed development Into the four districts Identified in the previous chapter. the Northport District, the Westport District, the Southport District, and the Eastport District. Northport District At this time, the Northport District is almost entirely undeveloped. Only the western portion of the District, which is presently owned by the airport, has been identified for initial development. In addition to roadway access, the district is programmed for future rail access and can be provided with taxiway access from the existing parallel taxiway system on the east side of Runway 17R/35L. Taxiway access can also be provided to the taxiway system proposed for future Runway 17L/35R. The primary consideration for the layout of the Northport District is the proper accommodation of three transportation systems (road, rail, and air). Phasing of proposed development, utilities availability, and drainage patterns are also critical elements considered in the layout of the District. A schematic plan of the proposed Northport District layout is provided in the following illustration, entitled NORTHPORT DISTRICT DEVELOPMENT PLAN. Lubbock International Airport C. t Interport Trade Center Plan id Environmental Program Introduction This Environmental Program addresses those elements that influence the aesthetic image of a development along with its visual organization. These elements are analyzed and recommendations are made to establish the character of the Interport Trade Center and its spatial structure. The spatial structure defines the basic relationship of land use, circulation, and open space within a development. It is intended to reinforce the relationship between the various sites by careful arrangement of views, building placement, and landscape treatment. Entrances, signing, vehicular circulation, and landscaping are among the considerations of the Environmental Program. The recommendations of the Environmental Program are graphically depicted In the following illustration, Figure 01, entitled ENVIRONMENTAL ENHANCEMENT PLAN, and reflect the development goals previously discussed, encouraging unity and compatibility of future development. Existing Facilities There are several recommendations pertaining to improvements to existing facilities which, when complete, will enhance the aesthetics of the site and improve the general visual appeal of the area. These recommendations include: Demolition. The airport should pursue the demolition and removal of structures which are beyond their useful life. This will help present the proper "quality development business campus" image for the site, which is necessary to attract tenants interested in occupying a high quality structure. Street Improvements & Site Maintenance. The airport should continue its emphasis on excellent site maintenance. Many roadway improvements will be required as Interport Trade Center Lubbock Intemational Airport 0.1 Interport Trade Center Plan Types of Development Expected. The Northport District will accommodate large lot sizes and, thus, development types which require large sites. It is anticipated that development within this district will be primarily industrial, office/commercial, and warehousing/distribution facilities. Access. The Northport District is programmed for an access system that will involve the development of an improved roadway access system, the provision of railroad access, and the provision of the ability to utilize the adjacent taxiway system. Railroad. The proposed layout of the Northport District for future development is influenced significantly by the alignment of the future railroad. To minimize impacts on adjacent land uses, the railroad will enter airport property from the north in the area directly adjacent to the existing fence on the east side of Taxiway M. The proposed alignment then specifies that the railroad will proceed diagonally in a southeast direction, to approximately the center of the area between Tower Road and Taxiway M, where a north/south alignment has been assumed. The diagonal portion of the alignment will allow the railroad to avoid any problems with line -of -sight considerations associated with the operation of the Air Traffic Control Tower. This alignment, in the approximate center of the existing airport -owned property on the east side of Taxiway M, will maximize flexibility in being able to accommodate future specific site layout requirements. Roadway System. The proposed roadway layout is also intended to maximize the flexibility to accommodate future requirements of specific users. Although a curvilinear layout of streets and lots is desirable, in many areas of the Northport District a grid pattern is required to work with the adjacent Taxiway system, the proposed railroad layout, and Tower Road. A new roadway along the northern airport property line, which will connect the Westport and Northport districts, is also programmed. It is recommended that the roadway system in the Northport District be developed to City of Lubbock Type I Industrial standards (see Lubbock Thoroughfare Plan 1986). Taxiway System. Access to the taxiway system will be available to the development parcels on the west side of the district, which have frontage adjacent to existing Taxiway M and to those lots on the south side of the district, which have frontage adjacent to Runway 8/26. There is also potential taxiway access along the east side of the district for lots adjacent to proposed Runway 17L/35R. Because of Air Traffic Control Tower line -of -sight considerations, the allowable height of any development adjacent to the existing or proposed aircraft movement areas on the airport will need to be carefully analyzed during the preliminary design stage for the specific facility that is being contemplated. Lubbock lntematiorel Airport C. 3 lnterport Trade Center Plan Lot Layout. The conceptual lot layout for the Northport District is based on providing development sites that have a minimum depth of 300 feet, with railroad and taxiway frontage lots being 500 feet deep or more. The design concept character of the District is illustrated in the following figure, entitled VIEW OF NORTHPORT DISTRICT DEVELOPMENT. Other Influences. There are several other influences that play a role in the layout design of the Northport District. Airport Safety, Obstruction, and Visibility Setbacks. As mentioned above, a portion of the Northport District is impacted by Air Traffic Control Tower (ATCT) line -of - sight restrictions. Development in the southeast corner of the site may be restricted by runway visibility zone restrictions (these restrictions are only in effect if Runway 8/26 and Runway 17R/35L cross - a situation which will not exist in the future). ATCT line -of -sight requirements are based on providing an unobstructed view of all aircraft operating surfaces (runways and taxiway pavement areas) from the control tower cab. In addition, because the District is located adjacent to an airport, there is a set of building height restrictions and safety setbacks that must be respected. None of the proposed development area within the Northport District is situated where airport -related safety setback or obstruction clearance requirements are expected to greatly influence future development. Drainage. There is one playa lake area contained in the Northport District. This playa lake area is recommended to remain undeveloped. Incremental Development. The accommodation of a practical phased development program for the Northport District is critical. Phased development considerations for the district are presented in the following illustration, entitled NORTHPORT DISTRICT INCREMENTAL DEVELOPMENT STRATEGY. The most obvious phasing consideration is property ownership. The property, which is currently owned by the airport, is proposed for initial development consideration. The western portion of the district (containing approximately 220 acres) is currently owned by the airport. This western area has been designated as the Phase One development area within the Northport District. The Phase One area is targeted for initial railroad access and roadway development. To minimize road development costs, Tower Road should be utilized to the extent possible to provide access to initial development sites. Lubbock International Airport CA InterpoR Trade Center Plan Utilities availability is also an important phasing consideration. Detailed information on utilities availability and improvement requirements is provided in the Inventory of Existing Conditions chapter. Westport District The Westport District is comprised of two areas, North and South. The North Area is primarily undeveloped with the exception of the existing air cargo facilities. The South Area contains the old passenger terminal building facilities. All of the Westport District is owned by the airport. The Westport District has an existing roadway access system which will be improved in conjunction with Business/ Industrial Park development. Both the North and South areas have airport frontage zones which can be provided with taxiway access. No railroad service is programmed for the Westport District. The primary considerations for the layout of the Westport District are the relationship with the runway/taxiway system on the east side and the relationship with Interstate 27 on the west side. Phasing of proposed development, roadway improvements, utilities availability, and drainage patterns are also important elements considered in the layout of the District. A schematic plan of the proposed Westport District layout is provided in the following illustration, entitled WESTPORT DISTRICT DEVELOPMENT PLAN. Types of Development Expected. The Westport District will accommodate a variety of large lot sizes and a variety of uses. Because of its close proximity to Interstate 27, it is anticipated that development within this district will be primarily commercial uses, with some potential for industrial and warehousing/distribution facilities. It is expected that the Westport District will continue to accommodate air cargo functions. Access. Access improvements programmed for the Westport District include roadway projects and, as needed, access taxiways. Roadway System. The primary addition proposed for the roadway system serving the Westport District is the extension of the on -airport street, which is located west of the Armed Forces Guard/Reserve Center and east of the Interstate Frontage Road. This street (which will be extended to the north) separates the airside development area from the landside development area and, along with the Interstate Frontage Road, is required to provide access to existing and proposed development areas. It is recommended that the roadway system in the Westport District be developed to City of Lubbock Type I Industrial standards (see Lubbock Thoroughfare Plan 1986). Lubbock International Airport C.7 IntaWrt Trade Center Plan Taxiway System. The North Area of the Westport District will continue to accommodate air cargo facilities, and the portion of the District containing the old terminal facilities will continue to accommodate aviation use facilities. These aviation use areas within the Westport District will be served with improved taxiway access facilities as demand dictates. Lot Layout. The conceptual lot layout for the Westport District is based on providing two types of development sites. The first are those sites which provide larger lots and taxiway access potential. These sites are programmed for a minimum depth of 500 feet and are located on the east side of the District. The second type of site is intended for those uses that need frontage on the Interstate and do not require taxiway access. These sites are located on the west side of the District and are programmed for a lot depth of between 200 and 300 feet. The proposed development character of the Westport District is illustrated in the following figures, entitled VIEW OF WESTPORT DISTRICT NORTH AREA DEVELOPMENT and BUSINESS AVIATION CENTER CONCEPT. Other Influences. There are several other influences that play a role in the layout design of the Westport District. Airport Safety, Obstruction, and Visibility Setbacks. The central portion of the Westport District will remain open to maintain the unobstructed close -in approach area associated with the west end of Runway 8/26. As with any development adjacent to an airport, there is a set of building height restrictions and safety setbacks that must be respected. None of the proposed development areas within the Westport District are situated where airport -related safety setback or obstruction clearance requirements are expected to greatly influence future development. Drainage. There are two playa lake areas contained in the Westport District. These playa lake areas are recommended to remain undeveloped. Incremental Development. The accommodation of a practical phased development program is important within the Westport District; however, because all of the land within the district is currently owned as part of Lubbock International Airport, phasing considerations are less critical than those associated with the Northport District. Phased development considerations for the district are presented in the following illustration, entitled WESTPORT DISTRICT INCREMENTAL STRATEGY. Lubbock International AIrport C. 9 Interport Trade Center Plan One phasing consideration is the extension of the roadway which separates the lots with taxiway access from those which do not have such access. This roadway is programmed to be extended through the northern portion of the District. The development of this roadway will greatly facilitate access to the Districts prime development lots. In order to set the development configuration of the District, this roadway is recommended for development in the near -term. Initially, air cargo facilities are programmed to be expanded into the area south of the existing Airborne Express and Federal Express facilities. This area can easily be provided with taxiway access when required. To accommodate aviation use facilities in the area north of the existing air cargo development, the parallel taxiway on the west side of Runway 17R/35L will need to be extended. The area occupied by the former passenger terminal structure is one of the prime development sites within Westport District. The existing aircraft parking apron southeast of this structure is a valuable asset because of its ability to accommodate heavy aircraft. The phasing question associated with this site is related to the reuse potential of the old terminal building. If a feasible reuse of the building, along with interested tenants, can be identified, the building should be preserved. However, because the building's function is likely to change radically from its original designed use, its reuse may be unfeasible, and the existing structure may need to be removed to make room for a new structure. Detailed information on utilities availability and improvement requirements is provided in the Inventory of Existing Conditions chapter. The northern portion of the District will require sanitary service before extensive additional development can be accommodated. Southport District The Southport District is an undeveloped area on current airport property. The area has frontage on both Regis Street (the east/west roadway supplying access to the passenger terminal area for Interstate 27) and Martin Luther King Boulevard (the north/south roadway providing access to the passenger terminal). The district is not programmed for railroad or taxiway access. The primary consideration for the layout of the Southport District is the relationship with the passenger terminal. Roadway improvements and the relationship with surrounding non -airport land uses are also important elements considered in the layout of the District. A schematic plan of the proposed Southport District layout is provided in the Lubbock Interr2tonal Airport C. 13 Interport Trade Center Plan following illustration, entitled SOUTHPORT/EASTPORT DISTRICT DEVELOPMENT PLAN. Types of Development Expected. The Southport District will accommodate primarily commercial and business uses. Because of its close proximity to the passenger terminal and excellent access from Regis Street, Martin Luther King Boulevard and Interstate 27, the District has the potential to accommodate a hotel. In addition, the northern portion of the district can accommodate passenger terminal support facilities such as rental car facilities. The development character of the District is illustrated in the following figure, entitled SOUTHPORT DISTRICT DEVELOPMENT CONCEPT. Access. Access improvements programmed for the Southport District will center on the development of an internal roadway system serving the District. Roadway System. A curving internal roadway system is proposed, with access points onto Regis Street and the Airport entrance road. Access to individual development lots will be provided only from the District's internal roadway system. It is recommended that the roadway system in the Southport District be developed to City of Lubbock Type I Industrial and Type C-1 Collector street standards (see Lubbock Thoroughfare Plan 1986). Taxiway System. No taxiway access is proposed for this District. Lot Layout. The conceptual lot layout for the Southport District is founded in the goal to provide a flexible lot layout based on a curving internal roadway system with a minimum lot depth of 200 feet and an optimum lot depth of 300 feet. In addition, some opportunities for larger lots have been provided. Other Influences. The primary "other" influence that plays a role in the layout design of the Southport District is the proximity to the airport. Airport Safety, Obstruction, and Visibility Setbacks. The western side of the District abuts the close -in approach protection area associated with the south end of Runway 17R/35L and the eastern side abuts the close -in approach protection area associated with the south end of existing Runway 17L/35R. As with any development adjacent to an airport, there is a set of building height restrictions and safety setbacks that must be respected. None of the proposed development area within the Southport District is situated where airport -related safety setback or obstruction clearance requirements are expected to greatly influence future development. Lubbock lnterna6onal Aft poft C.14 tnteWrt Trade Center Plan 0 Incremental Development. Because a new internal roadway system will be constructed to serve this district, initial development adjacent to Regis Street or the Airport entrance road may help minimize initial development. Phased development considerations for the district are presented in the following illustration, entitled SOUTHPORTIEASTPORT DISTRICT INCREMENTAL STRATEGY. Detailed information on utilities availability and improvement requirements is provided in the Inventory of Existing Conditions chapter. Utilities (water, sewer, electric, and gas) are available in the vicinity of the District; however, all will need to be extended into the interior of the site. Eastport District The Eastport District is an area of existing airport property southeast of the passenger terminal. The District has several existing structures and an existing grid pattern roadway system, which will be improved and modified to accommodate future development. No railroad service is programmed for the Eastport District. The primary consideration for the layout of the Eastport District is the relationship with the roadway system. Phasing of proposed development, regional access, the relationship to aviation use facilities, and drainage patterns are also important elements considered in the layout of the District. A schematic plan of the proposed Eastport District layout is provided in the previous illustration, entitled SOUTHPORT/EASTPORT DISTRICT DEVELOPMENT PLAN. Types of Development Expected. The Eastport District will accommodate a variety of lot sizes and a variety of uses. Because of the existing roadway system and existing structures, it is anticipated that development within this district will be primarily industrial and commercial uses, with some potential for warehousing/ distribution facilities. Access. Access improvements programmed for the Eastport District include the upgrade and modification of the roadway system to meet tenant needs. Roadway System. Because the site has an existing grid pattern roadway system, it is not anticipated that additional streets will be required in the future. However, the street system will likely need to be upgraded to accommodate increased traffic frequency and increased loads that will result from future development within the district. In addition, it should be anticipated that some road segments may be closed if large lot development sites are required. It is recommended that the roadway system in the Eastport District be developed to City of Lubbock Type I Lubbock International Airport C. 17 Interport Trade Center Plan Ad Industrial standards (see Lubbock Thoroughfare Plan 1986). In the long-term, Guava Avenue should be paved to provide access from the south and relieve some traffic demand on Terminal Drive. Taxiway System. The need to extend taxiway access into the Eastport District is not anticipated. Lot Layout. The conceptual lot layout for the Eastport District is based on the grid pattern established by the existing roadway system. Lot sizes and shapes will be configured to work within the existing street pattern and in concert with existing leaseholds. Larger lot needs may require closing a section of the existing roadway system. Other Influences. There are several other influences that play a role in the layout design of the Eastport District. Airport Safety, Obstruction, and Visibility Setbacks. The western side of the District abuts the airside development area on the east side of Runway 17U35R, while the south side is relatively close to Runway 8/26. Again, because development within the District is adjacent to an airport, there is a set of building height restrictions and safety setbacks that must be respected. None of the proposed development area within the Eastport District is situated where airport -related safety setback or obstruction clearance requirements are expected to greatly influence future development. Drainage. The playa lake area located south of the Eastport District is recommended to remain undeveloped. Incremental Development. Because the Eastport District has an existing roadway system and an existing utility system (water, sewer, electric, and gas) development phasing considerations are not as critical as they are within the other districts. Phasing considerations will primarily be driven by tenant demands. It should be noted that development within the District is programmed to utilize the existing roadway system, with the demand for larger lots being satisfied by selective closing of roads. Lubbock International Airport C.19 lnterport Trade Center Plan Nd r, Summary The primary objective in formulating the conceptual development plan is to provide a flexible physical framework for future development within the Interport Trade Center that meets the economic development goals of Market Lubbock, the City of Lubbock and Lubbock International Airport. In addition, the conceptual development plan is molded by the constraints and opportunities provided by the unique characteristics of each development district. An illustration of the overall plan for the Lubbock International Airport Interport Trade Center is provided in the following figure, entitled INTERPORT TRADE CENTER CONCEPTUAL DEVELOPMENT LAYOUT. Lubbock Intemational Airport C.20 Interport Trade Center Plan Ps development projects are implemented. Requirements for maintenance of the roadway system will increase as the airport's roadway system is expanded. • Exterior Signing System. Because of the positive image it will produce, it is important that the exterior signing system, which is discussed in a following section, continues to be implemented. It is recommended that all non -conforming signs be replaced as part of the sign system implementation effort. • Fencing. Development areas should be free of fencing except that which is necessary to limit access to aeronautical use areas (runways, taxiways, and aircraft parking aprons) and that which is required for screening of storage or utility areas. • Utilities. To -the extent practical, all overhead utilities (electric and telephone) should be replaced with underground utilities. This will not only improve the visual appearance of the site, but also reduce the maintenance costs associated with overhead utilities. (00*'11 Landscape Form Landscape form is one design tool intended to reinforce the spatial structure of the development. This will be achieved by emphasizing view corridors, open space associations, providing and maintaining visual barriers, and other factors to emphasize the relationship between individual sites, and to enhance the appearance of individual buildings and site elements. The landscape materials, which include plants, paving, earth form, etc., are important in this regard because these elements create visual unity. The airport has started a tree planting program which should be continued. The design concepts of that existing planting program have been incorporated in the landscape form layout. The landscape form concept and the placement of landscape elements is illustrated in the preceding figure, ENVIRONMENTAL ENHANCEMENT PLAN. The major components of the landscape enhancement program for the overall development include: • Buffer Zones. A buffer zone can be a useful design element to separate potential non -compatible types of development, (i.e., separating aviation use areas from non -aviation use areas) or to screen development from objectionable elements, (i.e., busy roadways or undesirable views). The buffer zone can be a "man-made" element Lubbock International Airport D. 3 lnterpori Trade Center Plan consisting of a wall or fence, including plant material and/or an earthen berm as well as a natural element, such as a grouping of trees existing landform or an open space. See the following illustration, entitled VIEW WESTALONG REGIS STREET, for an illustration of this concept. Several of the proposed development areas associated with the Interport Trade Center are located adjacent to dissimilar land uses. Buffer zones are recommended for these areas. Entry/Roadway Plantings. The primary entrances into the various development areas and the major roadways providing access throughout the interior of the development should receive special landscape treatment. The vehicular access points should be the most intensively landscaped areas on the perimeter of the development. The basic purpose of the entry treatment is to provide a strong sense of arrival for visitors and passers-by. Entries function as a front gate and focal point of the development and should be treated accordingly. The major vehicular circulation routes within the Interport Trade Center developments should be lined with trees planted on a regular interval to provide a simple, repetitive pattern. This boulevard treatment will create viewing vistas to major development areas and visually will help to identify major streets. This boulevard treatment will further enhance the entrances to the various development sites within the area. • Automobile Parking Areas. Several of the facilities located within the Lubbock International Airport Interport Trade Center will require extensive automobile parking areas. To reduce the apparent size of the parking lots and maintain efficiency, the following standards are recommended: Major driveways should be perpendicular to the street serving the facility. Parking aisles should be parallel to the street serving the facility. Linear bands of canopy trees should be planted along the parking rows to provide shade for cars and a visual structure for the parking lot. Lubbock international Airport D. 4 interport Trade Center Plan r*� Parking should be screened from street views with evergreen plant material and/or berms. Individual Structures. The planting related to individual structures within the site development should reflect a unified design concept rather than a collection of individual structures. Where possible, open lawn areas should be placed in front of individual buildings with planting of trees and shrubs being utilized to frame building entrances and screen parking and service areas. The Exterior Signing System Introduction. In addition to providing identification, direction, restriction, and general information, the exterior signing system for the Lubbock International Airport and adjacent development areas must support the goals of the Interport Trade Center Plan. In fact, it should become a tool for accomplishing these goals. Signs function as bridges between the environment and graphic communication. They are essentially typographic communication in a structural media. As such, the exterior sign system for the Interport Trade Center Plan should relate to the identity and image of the various development sites presented in the form of letterheads, advertisements, and leasing brochures. It should also relate to the physical environment, which is the reality of these areas; i.e., runways, streets, buildings, etc. The airport is currently implementing a sign and graphic improvement project that should be expanded to include the Interport Trade Center development areas. Identity and Image. While the identities of the various aviation and non -aviation development areas will be communicated by primary and secondary identification signs, the image of these areas will be conveyed by all of the signs in and around the overall development. Identity is information such as "Lubbock International Airport". The image, as it relates to an exterior sign, is the manner in which the information is displayed; e.g., the typeface of the letters, their color, the background color or colors, the sign's materials and finishes, its shape and size, the quality of manufacture, and the manner in which it is maintained. While designing the exterior sign system to communicate the project's identity and image, the longevity of current design aesthetics and of sign manufacturing Lubbock International Airport D. 6 InteWrt Trade Center Plan 0 materials should be considered. The planning and design of the exterior sign system should be and has been taken very seriously at Lubbock International Airport. That concern should be expanded to include the Interport Trade Center development. Whether by choice or default, the sign system will become a major part of the project area's marketability. A goal of the signing plan is to facilitate the establishment of a facility that will attract tenants interested in locating in a professional, sophisticated, and unique setting. Sign Types. The following illustration, entitled IDENTIFICATION SIGN LOCATIONS, details the proposed locations for primary entry signs serving the various development areas. Configuration of typical entry signs and identification signs is detailed in the airport's 1996 Signage Plan construction documents and construction shop drawings. The design concept provided by the existing entry sign system is illustrated in the following illustration, entitled ENTRYSIGN CONCEPT. Although this figure provides an illustration of a very elaborate entry sign, the sign design concept should be utilized as a basis to formulate detailed designs for future Interport Trade Center entry signs. In addition to these general site identification signs, a visitor to the site will encounter other sign types. These sign types are directional, building identification, restrictive, and informational. All of these signs should be a planned part of the comprehensive exterior sign system and thus a planned part of the area's image. Because of the number of possible tenants in the highly developed areas of the Interport Trade Center, it will become unwieldy to put all of their names on all of the directional signs. An alternative to better move vehicular traffic through the area is to direct the user by street names and then addresses. Building identification signs should only identify buildings. In order to maintain the image of professionalism and technical sophistication, individual tenants in a multiple tenant building should be identified on a more personal scale such as building lobby directories. Restrictive signs, such as speed limit signs or reserved parking signs, and informational signs which provide hours of operations, should conform to the Manual for Uniform Traffic Control Devices, and should also be considered as pan of the overall signing system. Lubbock Intem domal Alroort D. 7 Inch ort Trade Center Plan r�i Implementation. Since the signing system will be implemented as the area continues to develop over a number of years, the communicative, aesthetic, and economic value of the signs will best be maintained through strict adherence to a sign implementation program. This administrative program should be set up to communicate all aspects of every sign type that is an accepted component of the system. Any sign not conforming to the system should not be installed. Through the use of this administrative process, any sign that is manufactured over a period of years should be identical to all the others in format, configuration, color, materials, and quality. This continuity is one of the most important concepts in successfully implementing and maintaining a sign system. It is recommended that a sign system administrator have the authority to order and/or approve signs which are proposed for the development. This will allow the individual to become familiar with the system's components, uses, and formats. This sign system administrator should also have the authority to maintain the system's continuity. When the system is violated, its communicative value deteriorates, as do the system's aesthetics and the investment of time and money. Another important concept in sign system planning and design is "less is more". Any one sign will have greater impact if the quantity of signs in an area is kept to a minimum. The fewer words there are on a sign the more likely it is to be read, and the quicker it can be read. Also, obvious messages or words should be avoided. For instance, instead of a sign reading "The IBM Building", it should read "IBM". It is obviously a building. The best way to prepare now for the development of a future sign system is to ensure that all lease agreements provide the Interport Trade Center administrator(s) with the necessary authority for approval of signs before they are installed. Summary The Environmental Program detailed above has been guided by one overall development concept. In order to attract quality tenants, the project area must provide a "quality" physical environment in which development can take place. In addition, strategies have been detailed that will provide a "unified development atmosphere" in which automobile and pedestrian access are encouraged. This concept further relates to the basic development assumptions, which express the need to develop the site with an aesthetically pleasing atmosphere to support business, industry, and the overall economic development of the community. Lubbock International Airport D.10 Interport Trade Center Plan Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. 1) Barnard Dunkelberg & Company NORTHPORT DISTRICT Initial Development Area 220 Acres) Long -Term Development Area 230 Acres) • Taxiway Access Available • Railroad Access Available • Street Access via Existing Roadways -Extensive Internal Roadway System Required • No Sanitary Sewer, Water Upgrade Required, Electric • Poor Highay/Street Vislbilityble • Development in Playas Avoided • Lot Layout Based on Curving Internal Roadway Design • Commercial /industrial5ites: Depth 300' Minimum, 500' Plus for Lots with Railroad Futur R or Taxiway Frontage Unobstucted Line -of -Sight Required Between ATCT and Aircraft Movement Areas Tower Road (Existing Alignment to Remain) v ESTPORT DISTRICT (160 Acres +/-) • No Taxiway Access Q ^ • No Railroad Access a �; • Street Access via Existing Roadways r' ¢ 3 • Utilities Available r • Several Existing Structures �m • Poor Highway/Street Visibility • Existing Streets are Basis for Lot Layout • Commercial/Industrial Sites: 200'-300' Depth optimum C r (Longg-Term � � Deveropment I - Rmway Area r-1j - — I p1 Initial Development - f Area LL RAIL ACCESS .......................... .. ---------- --- Taxiway -- — .. Taxiway Frontage Zone r-- +- �-- --� M� Runwa 17R/35L — ---------- 4t 4 Interstate 27 WESTPORT DISTRICT - North (190 Acres +/-) • Taxiway Access to Taxiway Frontage Zone Only • No Railroad Access • Street Access via Existing Roadways • No Sanitary Sewer, other Utilities Available • Good Interstate Visibility • Existing Streets are Basis for Lot Layout • Commercial/Industrial Sites: optimum Depth 200' -300' in Interstate Zone, 500' Minimum in Taxiway Frontage Zone I Interstate Frontage Zone I r- I Martin Luther King Boulevard Taxiway Frontage Zone m M.J r 1I N I d' Figure B1 Conceptual Land Use Plan SOUTHPORT DISTRICT (120 Acres +/-) • No Taxiway Access • No Railroad Access • Street Access via Existing Roadways • Utilities Available (Extension into Sites Required) • Good Street Visiblllt • Curving Internal Roadway System is Basis for Lot Layout • Commercial Sites: 200'-300' Depth Optimum, Hotel Site Featured WESTPORT DISTRICT - South (60 Acres +/-) • Taxiway Access to Taxiway Frontage Zone Only • No Railroad Access • Street Access via Existing Roadways • Utilities Available • Good Interstate Visibility • Existing Streets are Basis for Lot Layout • Commercial Sites: 200'-300' Depth Optimum for Non -Aviation Uses 4 N Not to Scale I N T E R P O R T LUBBOCK INTERNATIONAL AIRPORT 8.6 Market Lubbock, Inc. T1 Parkhill, Smith & Cooper, Inc. 1j Barnard Dunkelberg & Company PLAYA LAKE (To Remain Undeveloped) _ �__� Fiuture R_u_n_wa_y 17_L_/_3_5R MW II II II - I I ------___----__--__---- I; _ T________ 7 __ __—________ � I rt\I II I I ----------------------- `�---------------------- i L---= L—� 1 f II �_— ------ —ll- --�� --- :.e rr---�� ---F&--------;40-� W W I I - ■ — I I Cq II 00 Tower Road (Existing Alignment to Remain) Minimum Lot Depth for Railroad and Taxiway Access Lots 500' FUTURE i Airport Property Line -4 — Long -Term Development Area CONTROL TOWER 1 PLAY44KE p d) I I SIDE RAILS !TO SERVI I E I I 1 i Future Road*ays Ta: . : A : :L EA I— xlway c�cessl otM I I' Il I II I I I i 11 __ II 11 II I� II II II II I II II I L` If II II II III I II II I II II g Runway 17R/35L .� Figure C1 Northport District Development Plan Types of Development Expected ■ Industrial ■ office/Commercial ■ Warehousing/Distribution 4 N 1"=1,000' Approximately i N W E ,I 5 I N T E R i , M LUBBOCK INTERNATIONAL AIRPORT C.2 H a+ � O d d E cr a P Q N y J d Q 0 z :i O � Q n t z a a CC w z s - i 0 P Z ^ U t2 O m 3 oO d a 1 WI J N v v T 7 Z UD L.L b u rL E O _ a v a-13 L+ V cn J CLJ J 3 � L R Y L c L G d 0c u Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. aj Barnard Dunkeiberg & Company Tower Road tune . un17L/35R M w-a: ------------------ , - ----------------_-- II I ____LPLAYA LAKE ___ (To Remain Undeveloped) I II� I I _ � Ii --T------------- ----- — ------ ----- ��----- Phase I (Approximately 180 Acres FUTURE Airport Pr perty Line i Ali I i -4 II N 00 l >1 I !C it II II c II 3 II I€ I` I - I I CONTROL. TOWER II II j PLAYALAKE I I 1 (To R&nai Undeveloped) � II • II j S �L7E RAILS ITO SERV! i E EACH , r _ {I . I n � TAMAY M i t `t II1 II 8 I� Runway 17R/35L Figure C3 Northport District Incremental Development Strategy Note: W. To Minimize Cast, Use Tower Road to Provide Access to Initial Development Lots ' N V = 1,000' Approximately LUBBOCK INTERNATIONAL AIRPORT C.6 Market Lubbock, Inc. Tj Parkhill, Smith & Cooper, Inc. 1j Barnard Dunkelberg & Company Taxiway Access Lots Taxiway Access Lots (Minimum Depth 500') Y ;r 1 g I •� I I F� Runway 17R/35L I BUSINESS/1NDU�TRIAL 7 PAF 80UNPARY — f � � I asi � I I I ■ Future Roadw qys ' ■�I - I �''�"'''�,�..,,,Airport Pro erty Line .�■ �~ interstate 27 — -_ Playa Lake to Remain / Interstate Frontage Lots Undeveloped (Minimum Depth 300') Interstate Frontage Lots (Minimum Depth 300') Playa Lake to Remain Undeveloped Figure C4 Westport District Development Plan Types of Development Expected ■ Industrial ■ Office/Commercial ■ Warehousing/Distribution ' N 1"-1,000' Approximately LUBBOCK INTERNATIONAL AIRPORT 0.8 Market Lubbock, Inc. Tj Parkhill, Smith & Cooper, Inc. 1j Barnard Dunkelberg & Company Taxiway Access Lots Taxiway Access Lots (Minimum Depth 500') Y ;r 1 g I •� I I F� Runway 17R/35LIL Imo~ \ , ■IIqI i��rr i �rrrw i' i II T- ----- ----BUSINESS/1NDU�TRIAL UNPARY 0 Mal Future Roaaw ys — I Interstate 27 Interstate Frontage Lots (Minimum Depth 300') Airport Propertyl Playa Lake to Remain Undeveloped / Interstate Frontage Lots (Minimum Depth 300') Playa Lake to Remain Undeveloped Figure C4 Westport District Development Plan Types of Development Expected ■ Industrial ■ Office/Commercial ■ Warehousing/Distribution ' N 1"-1,000' Approximately N W / H S • • • LUBBOCK INTERNATIONAL AIRPORT 0.8 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. 1P Barnard Dunkelberg & Company 1 oil 11!q�7 nq 4 —Aklk A. A1 -A A lid jj q'0 110 .64 -kilm- I Figure CS View of Westport District North Area Development I N T E R P 0 R T LUBBOCK INTERNATIONAL AIRPORT C. 10 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc, aj Barnard Dunkelberg & Company Az -75 .. .wuwlllwlnavNnvll,lllV NtN4lYINlIpNINIIA111 itIYNiI[IIIIL I;;,N;II,II%I.IIIIItEI.'�pll.%SIIYnUEI.l i,l�l%111„i II'-,' Wlf I.i, r-�N,�, h1" TI'.. IT I I I,- �i` 1!i11, I„il.11 �,ll l'-v. IjjII4IIIjjjji J111111flIIIIII 11111! 11111111111 11-1111VIIII J171 �Jli I Nh. Figure C6 Business Aviation Center Concept I N T E R P 0 R T E CENI_ LUBBOCK INTERNATIONAL AIRPORT C11 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc, aj Barnard Dunkelberg & Company Nt 17 E 01 7" 77 .. ....... . WIMUmVi K XII1 111 11:� I . I '1 IL I I. IEI 1 I' ( I'i' I• I I. :,i- 1�'I 1 IIIIN 7 d 'I Lj!11 Figure C6 Business Aviation Center Concept I N T E R P 0 R T E Lk:NIt_ LUBBOCK INTERNATIONAL AIRPORT C11 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. �) Barnard Dunkelberg & Company Initial Expansion Area for Air Cargo Facilities Roadway Construction Critical to Setting Develoament Configuration Former Passenger Terminal Prime Development Site - Retain Existing Structure or Remove & Reconstruct? Figure C7 Westport District Incremental Development Strategy Types of Development Expected i Industrial ■ Office/Commercial ■ Warehousing/Distribution / N 1"=1,000' Approximately < i I N T E R P O R T ('FNTF LUBBOCK INTERNATIONAL AIRPORT C.12 Market Lubbock, Inc. fl Parkhill, Smith & Cooper, Inc. 7j Barnard Dunkelberg & Company Initial Expansion Area for Air Cargo Facilities Roadway Construction Critical to Setting DevelnnmPnt Cnnfiotim inn Former Passenger Terminal Prime Development Site - Retain Existing Structure or Remove R Rpr_nnetrrrr_t7 Figure C7 Westport District Incremental Development Strategy Types of Development Expected i Industrial ■ Office/Commercial ■ Warehousing/Distribution / N 1"=1,000' Approximately I N T E R P O R T CFNTF _ LUBBOCK INTERNATIONAL AIRPORT C.12 Market Lubbock, Inc. 0 Parkhill, Smith & Cooper, Inc. 19 Barnard Dunkelberg & Company 9Z Playa Lake to Remain Undeveloped t Guava Avenue " Figure C8 Southport/Eastport District EASTPORT DISTRICT Development Plan Q � O +' m Eastport District Types of Development Expected q ■ Industrial m ■ Office/Commercial I ■ Warehousing/Distribution _ I . Utilize Existing Southport District _ Streets for Lot Types of Development Expected . I Layout Design ■ Commercial ■ Office ■ Passenger Terminal Support �■■iiiiili■ ■ r'� 0 wd I 1 Runway 17L/35 - � ! ry L Martin Luther King Boulevard B INES*1NDU$TR1AL F4RK i O. uture Ro Ilways i SOUTHPORT 200' Minimum DISTRICT 1"=1,000' Approximately Lot Depth F#turelRoagways i i i a -i =_ ■ ■■fib■ ■ i�l�■. Hotel Site < _ > Runway 17R/35L M I N T E R P O R T I LUBBOCK INTERNATIONAL AIRPORT C. 15 Market Lubbock, Inc, Parkhill, Smith & Cooper, Inc. 1j Barnard dunkelberg & Company u I7 rR+rr[arr • ,j�i1{r"isiia,Eru�� Figure C9 Southport District Development Concept ! N T E R P O R T F rFNTr LUBBOCK INTERNATIONAL AIRPORT C. 16 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. yj Barnard Dunkelberg & Company 9Z Playa Lake to Remain Undeveloped I � G � Qfbaa Guava Avenue EASTPORT DISTRICT Entire District has Roadway and Utility System in Place Larger Lots Achieved Through Closing Existing Roads Martin Luther King Boulevard fB �INESSi/P INDU$TRIAL ARK ■ �. F.. uture Ro ways! 7 I 1 200' Minimum ; i 1 Lot Depth ■ ' F�rtwe_Roat s 17R/35L in Initial Development Areas to Minimize Roadway Construction Figure CIO Southport/Eastport District Incremental Development Strategy Eastport District Types of Development Expected V_ Industrial ir Office/Commercial & Warehousing/Distribution Southport District Types of Development (Expected 9 Commercial f Office t Passenger Terminal Support INI" =1,000' Approximately SOUTHPORT DISTRICT I N T E R P O R T LUBBOCK INTERNATIONAL AIRPORT C.18 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. yj Barnard Dunkelberg & Company Playa Lake to Remain Undeveloped �I 9Z I �G�Qibaa W^, W a m 1 Guava Avenue EASTPORT DISTRICT Entire District has Roadway and Utility System in Place Larger Lots Achieved Through Closing Existing Roads ___ ICY FYI L._ . - Martin Luther King Boulevard B INESWINDU$TRIAL PARK ■ ■ F.. uture Ro ways j I Pl_ 200' Minimum _.. i Lot Depth ■ ' F#ture_Ro.4 s 17R/35L in ■..MWM..1..r■ I i Initial Development Areas to Minimize Roadway Construction SOUTHPORT DISTRICT Figure CIO Southport/Eastport District Incremental Development Strategy Eastport District Types of Development Expected Industrial p office/Commercial It Warehousing/Distribution Southport District Types of Development Expected p Commercial it Office [ Passenger Terminal Support NV=1,000' Approximately 5 I N T E .0. LUBBOCK INTERNATIONAL AIRPORT C.18 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. Tj Barnard Dunkelberg & Company r I clr I QI I o I Playa Lake to Remain Undeveloped Guava Avenue _ =� ESTPORT -- 8Z' DISTRICT Utilize Existin $ y Streets for Lof N us _ I rY , a Layout Design 'I -- ry Future R i 7L/35RPLAYA m� L- i _ IL� z NORTHPORT ~ DISTRICT I' to — CONTROL TOWER Martin Luther N Tower Road (Existing Alignment to Remain) King Boulevard �« " I A Laxe Ea I ,' ssir srRcar _ N Minimum Lot Depth for Railroad j :~ a' ,fi x ouw� r— / / SOUTHPORT and Taxiway Access Lots 500' l _ ureRoagway LL __-I �.. DISTRICT Taxiway Access Lots s ERansrosERvr EEAaar r (Minimum Depth 500 ).T..t..Ti.— rrjI ' 1 -----------� H BOUNDARY .---.- -- --A Future roadways Interstate 27 —� - Interstate Frontage Lots (Minimum Depth 300') WESTPORT DISTRICT Ron r-- 200' Minimum t+�rrsoadw Y. cc ss 1oft i Lot Depth Hotel Site i LI Runway 17R/35L y}�I --- --_ -_��� € �----� 6U �SS ARK - — •�-r- -�- Playa Lake to Playa Lake to Remain Undeveloped Remain Undeveloped Interstate Frontage Lots (Minimum Depth 300') Taxiway Access Lots WESTPORT DISTRICT Figure C11 Interport Trade Center Conceptual Development Layout 1 N Not to Scale JIi11":a1ellml LUBBOCK INTERNATIONAL AIRPORT C.21 Market Lubbock, Inc. 71 Parkhill, Smith & Cooper, Inc. 1) Barnard Dunkelberg & Company Playa Lake Areas Enhanced with More Intense Tree Planting Repetitive Pattern of Trees Planted Along Business/Industrial Park Streets PLAYA TAKE I I =1. I �I al �I Q i i 9Z em ocol — Guava Avenue - ' Eastport 1�--� District 15 HI ■ ■. �-4 Future Rut 7L/35R ro, _—I r --- i IS Northport li c ter- � District i X'7C/35IR" ,-7h �� *e•� I �� --J I Martin Luther Tower Road (EWatingAllgnment toRemaJn) \ -4 King Boulevar N Y Entry Planting " Minimize Planting in- r Q Areas of ATCT Line- Of -Sight Concern S ERATSIasERm EfggiL r �{ OEP tGPD- ODD FUTURE Important to Include Eastport District in the Tree Planting Program us r ------ 8 M� 1 '—'— x� _ Runway17R/35L -_ - - 8USyv177s ,IIIb STRIAE PARR 801%DARY- ozo_ Interstate 27 Westport Entry Planting *7Entry Planting (In Conjunction District with Perimeter Identification/ Westport District Directional Sign) p Avoid Tree Planting in Runway Protection Zone Repetitive Pattern of Trees Planted Along Business/Industrial Park Streets - = Entry Planting Southport District m Buffer Planting & Q Open Space Along w Regis Street III na,. Avoid Tree Planting in Runway Protection Zone �bc Avoid Planting within Aircraft Operating Areas Figure D1 Environmental Enhancement Plan NNot to Scale W,, e Imo" s LUBBOCK INTERNATIONAL AIRPORT D.2 ------_ _ Market Lubbock, Lubbock.Inc Parkhill, Smith & Cooper, Inc. qP ovmv,d munke|bc,gmCompany / . . M m - OX - ' --- Figure D2 View Along Regis Street I N T E R P 0 R T E LUBBOCKL L N INTERNATIONAL AIRPORT -- D.J Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc, 1P Barnard Dunkelberg & Company Perimeter Identification/Directional Sij. _Fut&a Rwdg&L/35R -- — — — — — — — — — - PLAYA LAKE Northport District Tower Road (Existing Alignment to Remaln)j N Road / Tower Road LAKE District 3 7 II Entrance Identification Sign SJDERAILSIRISU�&EACHLIT 1 -FUTURE- . . . . . . . . . . j I L 8 Runway 17R/35L IL - - - -------- iF 7 - USM/ fSSIW TRIAL PARK BOMWY 7 Interstate 27 Westport DiDi:�rtiolYal Westport signstrict District Directional Sign Guava Avenue Eastport District Directional Signs ID Entrance identification Identification Sign /7 III r \ Directional Sign Entrance Identification Sign Entrance Identification Sign y Entrance 171 Identification Si,--;n Southport T -7 1 1 District Perimeter Ide-Hficatioll. I Li all Direct-ionai &I_p Figure D3 Identification Sign Locations 4 N Not to Scale -K*- > I N T E R P 0 R T LUBBOCK INTERNATIONAL AIRPORT D.8 Market Lubbock, Inc. Parkhill, Smith & Cooper, Inc. �j Barnard Dunkelberg & Company r 1 i '' / ,,/�,' Figure D4 Entry Sign Concept C I N T E R P 0 R T -f LEN I t-,-- LUBBOCK INTERNATIONAL AIRPORT ' D.9