Pedestrian-Transit Access Master Plan

Presented by The Goodman Corporation November 2013

Table of Contents Executive Summary

Chapter 1 – Introduction Purpose of the Master Plan ...... 1-1 Project Location ...... 1-2 Study Area ...... 1-3 Previous Studies ...... 1-8 Master Plan Outline ...... 1-10 Chapter 2 – Need for Mobility Options Increased Mobility Choices Generated by Policy Changes ...... 2-1 Increased Transit Needs Generated by Demographic Changes ...... 2-2 Increased Transit Needs Generated by Land Use Changes ...... 2-3 Increased Transit Needs Generated by Employment ...... 2-7 Increased Transit Needs Generated by Changing Activity in the Downtown, SEA District, and North Beach ...... 2-8 Activity Centers ...... 2-11 Summary ...... 2-13 Chapter 3 – Existing Conditions FTA LCI Program ...... 3-1 Development Environment ...... 3-3 Methodology ...... 3-4 Pedestrian-Transit Access Infrastructure ...... 3-4 Pedestrian-Transit Element Qualitative Rankings...... 3-5 Design Guidelines ...... 3-7 Streetscape Inventory ...... 3-9 Existing Conditions by Corridor ...... 3-13 Downtown Existing Conditions ...... 3-14 SEA District Existing Conditions ...... 3-25 North Beach Existing Conditions ...... 3-36 Facilities ADA Improvements ...... 3-44 Summary ...... 3-44 Chapter 4 – Capital Costs 2013 Infrastructure Capital Costs ...... 4-1 Facilities ADA Access Improvements ...... 4-3 Summary ...... 4-4 Chapter 5 – Benefits State of Good Repair ...... 5-1 Livability/Sustainability ...... 5-1 Economic Competitiveness ...... 5-2 Safety and Health...... 5-4 Transit Ridership/Pedestrian Activity ...... 5-11 Emissions Benefits ...... 5-14 Chapter 6 – Finance and Implementation Impact of Moving Ahead for Progress in the 21st Century ...... 6-1 Federal Funding Programs ...... 6-1 Local Match Source – Cashless Match ...... 6-11 Funding Resources Summary ...... 6-13 Capturing and Protecting Local Value: FTA LONP ...... 6-13 Next Steps ...... 6-14

Table of Contents

Figures Figure 1.1 – Regional Connectivity ...... 1-1 Figure 1.2 – Corpus Christi Skyline ...... 1-2 Figure 1.3 – SEA District Study Area ...... 1-4 Figure 1.4 – Downtown Study Area ...... 1-5 Figure 1.5 – North Beach Study Area ...... 1-6 Figure 1.6 – Study Areas ...... 1-7 Figure 2.1 – Transit Need Index ...... 2-3 Figure 2.2 – U.S.S. Lexington ...... 2-4 Figure 2.3 – Downtown Corridor ...... 2-5 Figure 2.4 – 2013 City of Corpus Christi Land Use and LCI Corridor ...... 2-6 Figure 2.5 – Employment Capture ...... 2-7 Figure 2.6 – CCRTA “B” ...... 2-8 Figure 2.7 – CCRTA Service Area ...... 2-9 Figure 2.8 – Annual Passengers in Downtown Service Area ...... 2-10 Figure 2.9 – Annual Passengers in SEA District and North Beach Service Area ...... 2-11 Figure 2.10 – Corpus Christi Activity Centers ...... 2-12 Figure 3.1 – Eligible Area for Pedestrian Improvements ...... 3-2 Figure 3.2 – Example of Score “0” ...... 3-5 Figure 3.3 – Example of Score “1” ...... 3-6 Figure 3.4 – Example of Score “2” ...... 3-6 Figure 3.5 – Example of Score “3” ...... 3-7 Figure 3.6 – Downtown Existing Conditions ...... 3-14 Figure 3.7 – SEA District Existing Conditions ...... 3-25 Figure 3.8 – North Beach Existing Conditions ...... 3-36 Figure 3.9 – Before and After: Surfside – Timon Boulevard...... 3-43 Figure 3.10 – Before and After: Tancahua Street ...... 3-44 Figure 3.11 – Santa Fe Street ...... 3-46 Figure 3.12 – Alameda Street ...... 3-46 Figure 4.1 – SEA District Component Costs ...... 4-2 Figure 4.2 – Downtown Component Costs ...... 4-3 Figure 4.3 – North Beach Component Costs ...... 4-3 Figure 5.1 – Industrial and Vacant Property in Study Area ...... 5-4 Figure 5.2 – Context Sensitivity ...... 5-5 Figure 6.1 – Federal Funding Categories ...... 6-2 Figure 6.2 – Local Funding Resources ...... 6-5

Tables Table 1.1 – SEA District Corridors ...... 1-4 Table 1.2 – Downtown Corridors ...... 1-5 Table 1.3 – North Beach Corridors ...... 1-6 Table 2.1 – Demographic Changes in Corpus Christi City Limits ...... 2-2 Table 2.2 – FY2012 CCRTA Passenger Counts by Study Area ...... 2-10 Table 3.1 – Pedestrian-Transit Element Scoring ...... 3-5 Table 4.1 – Estimated Project Costs ...... 4-1 Table 4.2 – Unit Cost Basis for Streetscape Infrastructure Capital Costs ...... 4-2 Table 4.3 – LCI Corridor Costs By Area...... 4-4 Table 5.1 – Industrial and Vacant Property in Study Area ...... 5-4 Table 5.2 – PLOS Ranking Scale ...... 5-9 Table 5.3 – Summary of Current PLOS Rankings ...... 5-10 Table 5.4 – Corridor PLOS Grades by District ...... 5-10 Table 5.5 – PLOS Adjustment Factors on BLOS ...... 5-11 Table 5.6 – VMT and Cold Start Reductions from Increased Transit Activity...... 5-12 Table 5.7 – VMT and Cold Start Reductions from Increased Pedestrian Activity ...... 5-13 Table 5.8 – VMT and Cold Start Reductions from Increased Transit Ridership and Pedestrian Activity ...... 5-14 Table 5.9 – Emission Reductions from Transit Activity ...... 5-14 Table 5.10 – Emission Reductions from Pedestrian Activity ...... 5-15 Table 5.11 – Summary Emission Benefits ...... 5-15 Table 6.1 – Funding Strategy ...... 6-14 Table 6.2 – Federal and Local Share ...... 6-14 Table 6.3 – Project Phasing ...... 6-15

Table of Contents

Acronyms American Automobile Moving Ahead For Progress in AAA - MAP-21 - Association the 21st Century AADT - Average Annual Daily Traffic MPG - Miles Per Gallon ADA - Americans with Disabilities Act NF - New Freedom American Public Transportation APTA - NOx - Nitrogen Oxides Association BLOS - Bus Level of Service NRC - National Research Council Corporate Average Fuel CAFÉ - PID - Public Improvement Districts Economy Corpus Christi Independent CCISD - PLOS - Pedestrian Level of Service School District Corpus Christi Metropolitan CCMPO - PMS - Percent Mode Shift Planning Organization Corpus Christi Regional Partnership for Sustainable CCRTA - PSC - Transportation Authority Communities Community Development Block CDBG - ROW - Right-of-Way Grant CDC - Center for Disease Control SEA - Sports, Entertainment and Arts STP- Surface Transportation City - The City of Corpus Christi - MM Program – Metropolitan Mobility Transportation Alternatives CO - Carbon Monoxide TAP - Program Crime Prevention through CPTED - TAS - Texas Accessibility Standards Environmental Design Transit Coordination Research DMD - Downtown Management District TCRP - Program Transportation, Community, DOT - Department of Transportation TCSP - and System Preservation Environmental Protection Transportation Development EPA - TDC - Agency Credit Florida Department of FDOT - TIF - Tax Increment Financing Transportation Federal Highways Transportation Investment FHWA - TIGER - Administration Generating Economic Recovery Transportation Improvement FTA - Federal Transit Administration TIP - Plan Governmental Accountability GAO - TIRZ - Tax Reinvestment Zone Office GO - General Obligation TNI - Transit Needs Index HOT - Hotel Occupancy Tax TRB - Transportation Research Board Department of Housing and HUD - TTI - Texas Transportation Institute Urban Development Institute of Transportation Texas Department of ITE - TxDOT - Engineer Transportation JARC - Job Access/Reverse Commute VMT - Vehicle Miles Traveled LCI - Livable Communities Initiative VOC - Volatile Organic Compounds Longitudinal Employer- LEHD - Household Dynamics LONP - Letter of No Prejudice

E S EXECUTIVE SUMMARY

Development for the Corpus Christi Pedestrian-Transit Access Master Plan was a joint effort with full support and cooperation between the City of Corpus Christi (City), the Corpus Christi Metropolitan Planning Organization (CCMPO), and the Corpus Christi Regional Transportation Authority (CCRTA). The purpose of the Master Plan is to address a growing need for increased transit access in the City. The Master Plan has been developed in accordance with the Federal Transit Administration’s (FTA) Livable Communities Initiative (LCI) guidelines that provide a consistent framework for planning and development of streetscape improvements designed to enhance access to transit services.

BACKGROUND

The City has changed over the last 175 years from its humble beginnings as a frontier trading post to a city that has over 300,000 residents. The City covers 150 square miles of land, not accounting for an additional 300 square miles of water surrounding the City. Like most of Texas, the City saw a steady increase in population, a nearly 10 percent increase between 2000 and 2010, according to the U.S. Census Bureau data. The City’s unique location along the Texas coast has allowed for several key industries, such as petrochemical, tourism, shipping, and military, to thrive. The City’s ability to draw in tourism generates an annual economic impact of $1 billion for the region.

EXISTING CONDITIONS

A streetscape inventory was conducted, targeting future pedestrian-transit access improvements. Improvements to pedestrian-related infrastructure are consider eligible for FTA reimbursement if the relationship to transit is demonstrated and federal guidelines are met throughout the procurement and construction process. Each block face was physically inventoried wherein infrastructure elements were described, assessed, and ranked. Elements include: sidewalks, driveways, curbs, ADA-compliant ramps, crosswalks and stop bars, planting strips, and bus stop infrastructure, where applicable. All elements that were ranked fair to poor are recommended to have improvements implemented.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN ES-1

The corridors listed in Table ES.1 and their associated costs were selected in part by the City and CCMPO and were separated into study areas to help establish the different priority areas. These priority area corridors will occur within the one-half mile capture area of transit stop as recommended by FTA LCI guidelines.

Table ES.1 – LCI Corridor Costs By Priority Area SEA District Cost Downtown Cost North Beach Cost Belden Street $437,400 Alameda Street $724,450 Beach Avenue $336,700 Brewster Street $837,900 Artesian Street $74,300 Breakwater Avenue $53,900 W. Broadway Street $633,000 Chaparral Street $794,900 Bridgeport Avenue $50,650 Chaparral Street $754,150 Coopers Alley $258,650 Burleson Street $291,800 Harbor Drive $23,900 Furman Avenue $195,400 Coastal Avenue $83,400 Hirsch Street $199,550 Hancock Street $93,750 Elm Street $41,100 Hughes Street $94,400 Lawrence Street $127,000 Golf Place $123,900 Fitzgerald Street $333,350 Leopard Street $601,300 Gulf Breeze Boulevard $263,950 Mesquite Street $588,400 Lipan Street $555,400 Gulfspray Avenue $155,850 Palo Alto Street $376,800 Mestina Street $132,600 N. Shoreline Boulevard $146,700 Port Avenue $426,200 Mesquite Street $796,150 Surfside Park Boulevard $385,750 Power Street $434,800 Ocean Drive $968,400 Surfside-Timon Boulevard $1,451,650 Resaca Street $222,900 Peoples Street $115,000 Sam Rankin Street $422,300 Santa Fe Street $26,150 Tancahua Street $576,700 Schatzell Street $325,600 Water Street $364,800 Staples Street $1,183,200 Twigg Street $240,450 Waco Street $108,700 Water Street $418,300 Sub-Total $6,726,550 $7,739,700 $3,385,350 Shared Infrastructure Costs: ADA Ramps $168,000 $465,000 $216,000 Crosswalks $13,200 $34,000 $8,800 Sub-Total + Shared $6,907,750 $8,238,700 $3,610,150 Infrastructure 10% Contingency $690,775 $823,870 $361,015 20% Soft Costs $1,381,550 $1,647,740 $722,030 Total $8,980,075 $10,710,310 $4,693,195 In addition to the corridor improvement costs listed above, $400,000 in facility ADA improvements were identified in a previous study conducted by the City and are included in this Master Plan. Table ES.2 shows the estimated capital costs for both the Pedestrian-Transit Access Improvements and the Facilities ADA Access Improvements by total project cost.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN ES-2

Table ES.2 – Estimated Project Costs Component Cost Total Corridor Costs $24,383,580 Facilities ADA Access Improvements $400,000 Total $24,783,580

BENEFITS OF MASTER PLAN IMPLEMENTATION

The proposed improvements outlined within the Master Plan will benefit the City by encouraging public transit usage through the proposed improvements that directly encourage the use of other modes of travel. If implemented, the proposed improvements would support a daily increase of 400 new boardings, totaling approximately 146,000 new boardings annually. This increase in transit activity would reduce net Vehicle Miles Traveled (VMT) in the region by approximately 1.5 million miles per year and reduce the number of single occupancy vehicle trips on the road by as many as 292,000 annually. The decreased automobile use would result in an estimated reduction of 11 tons of harmful air pollutants annually. This reduction of air pollutants would preserve the Corpus Christi region’s designation as an attainment area for air quality standards.

FUNDING AND IMPLEMENTATION STRATEGY

The FTA may fund up to 80 percent of the qualifying costs for the proposed streetscape enhancements along the 43 selected corridors. Streetscape improvements are considered eligible by FTA for inclusion within a capital grant, if these elements demonstrate improved transit-pedestrian access. The total estimated cost of the improvements outlined in this plan is $24,783,580. Using an 80/20 federal funding mechanism, the federal share of this is estimated to be $19,826,864 and the local share is estimated to be $4,956,716.

The proposed improvements within the Master Plan include the following for missing or low-ranked pedestrian-transit infrastructure components in need of replacement. (See Table ES.3 Study Area – Component Costs)

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN ES-3

Table ES.3 Study Area - Component Costs Sidewalks $3,128,150 Curbs $1,102,400 Driveways $521,300 Bike Lanes $310,350 ADA Ramps $849,000 Crosswalks $56,000 Pedestrian Lighting $3,035,050 Landscaping $7,814,050 Street Amenities (Benches, Trash, etc.) $354,600 Demolition (Sidewalks, Curbs & Driveways) $1,585,700 Total $18,756,600 10% Contingency $1,875,660 20% Soft Costs $3,751,320 Facilities ADA Access Improvements $400,000 Total Costs $24,783,580

Figure ES.1 represents the total cost allocations per individual component for the entire study area, not to include contingency or soft costs.

Figure ES.1 – Study Area Component Costs

The Master Plan seeks to maximize the value of local investments against available federal funds by capturing eligible local expenditures as local match, under a separate pre-award authority process known as an FTA Letter of No Prejudice (LONP). The LONP effectively protects the local value of capital investments within the plan for up to

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN ES-4

five years and is one of the most essential tools that the City can use to maximize its local expenditures.

The City can pursue a number of federal funding sources to implement infrastructure improvements detailed within the Master Plan. Federal and State grants as well as other possible funding sources represent a potential significant source of funding to support the project.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN ES-5

1

CHAPTER 1 – INTRODUCTION

PURPOSE OF THE MASTER PLAN

The Corpus Christi Metropolitan Planning Organization (CCMPO) has partnered with the City of Corpus Christi (City) and the Corpus Christi Regional Transportation Authority (CCRTA) to plan for improved access to transit and pedestrian thoroughfares. The Federal Transit Administration (FTA) recognizes the importance of good pedestrian connections to transit and has issued guidance Figure 1.1 – Regional Connectivity allowing for federal funding eligibility of pedestrian improvements made within one-half mile of a transit stop.

This Master Plan documents the existing condition of the pedestrian-transit infrastructure within a radius of one-half mile of transit stops in the Sports, Entertainment, and Arts (SEA) District, Downtown, and North Beach study areas. The Master Plan recommends infrastructure improvements and estimates the associated costs and benefits generated by the repair and installation of sidewalks, curbs, driveways, crosswalks, bike lanes, landscaping, pedestrian-level lighting, and Americans with Disabilities Act (ADA) compliant ramps. The pedestrian and transit improvements proposed in the Master Plan will enhance the City’s walkability, increase

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-1

access to public transit, and improve air quality by changing single-occupancy vehicle trips to transit trips. The included information will help establish FTA recognition of the federal eligibility of the Master Plan capital improvements and support the future pursuit of federal funds.

The City included proposed pedestrian improvements in its 2012 bond election; the City plans to use this Master Plan as a guide for implementation. The recommendation is that this document be submitted to the FTA with a request for a Letter of No Prejudice (LONP). If granted, the LONP will recognize the Master Plan’s eligibility for federal funding and will protect the value of the federal share of the Master Plan eligible costs in advance of federal funding, if procurement and construction follow federal guidelines. With a LONP, the City can leverage the value of its local bond funds as the local share for any future federal funding that is secured to make further improvements reflected in the Master Plan.

PROJECT LOCATION

Located along the Coastal Bend, the City of Corpus Christi is the largest coastal community and the eighth largest city in Texas with a population of 305,215. According to the U.S. Census Bureau, the City is the fifth largest commercial port in the nation (by tons).1 The City averages five million visitors a Figure 1.2 – Corpus Christi Skyline year due to its tropical climate as well as major tourist destinations such as Padre Island National Seashore, the USS Lexington, Texas State Aquarium, Hurricane Alley Waterpark, and Whataburger Field.2

1 U.S. Army Corps of Engineers, Waterborne Commerce of the United States, annual. See also http://www.iwr.usace.army.mil/ndc/wcsc/wcsc.htm, accessed April 2011. 2 "Attractions." Corpus Christi, Texas. N.p., n.d. Web. 24 June. 2013.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-2

STUDY AREA

For the purposes of this report, the following study areas have been defined:

 SEA District – An area designated by the City as an arts and entertainment district, located east of Stroman Road, south of the Corpus Christi Ship Channel, north of IH-37, and west of Corpus Christi Bay. This area is home to the American Bank Center, Whataburger Field, Hurricane Alley Waterpark, Harbor Playhouse, and other art and entertainment venues.

 North Beach – An area formally known as Corpus Christi Beach is located north of Harbor Bridge between SH-181 and Corpus Christi Bay. This area is home to the USS Lexington, the Texas State Aquarium, and several public beaches.

 Downtown – An area bound by IH-37 to the north, Staples Street to the east, Louisiana Avenue to the south, and Corpus Christi Bay to the east. This area encompasses several city and county offices, retail corridors, hotels, and commercial businesses.

The City and CCMPO identified the corridors and project boundaries for the Master Plan. (See Tables 1.1, 1.2, and 1.3 and Figures 1.3, 1.4, 1.5, and 1.6)

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-3

Table 1.1 – SEA District Corridors Corridors Limits Belden Street Concrete Street Amphitheater to Water Street Brewster Street Sam Rankin Street to the American Bank Center W. Broadway Street Burns Street to IH-37 Chaparral Street Harbor Drive to IH-37 Harbor Drive Port Entrance to Mesquite St Hirsch Street N. Broadway Street to Bayfront Science Park Hughes Street N. Broadway Street to Chaparral Street Fitzgerald Street N. Broadway Street to Shoreline Boulevard Mesquite Street Harbor Drive to IH-37 Palo Alto Street N. Broadway Street to Shoreline Boulevard Port Avenue Stroman Road to N. Broadway Street Power Street Concrete Street Amphitheater to Shoreline Boulevard Resaca Street N. Broadway Street to Shoreline Boulevard Sam Rankin Street W. Broadway Street to Port Avenue Tancahua Street Port Avenue to IH-37 Water Street Resaca Street to Belden Street

Figure 1.3 – SEA District Study Area

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-4

Table 1.2 – Downtown Corridors Corridor Limits Alameda Street Ayers Street to Louisiana Avenue Alameda Street (Bike Lane Only) Ayers Street to Lipan Street Artesian Street Leopard Street to Mestina Street Chaparral Street IH-37 to Coopers Alley Coopers Alley Mesquite Street to Shoreline Boulevard Furman Avenue Carancahua Street to Ocean Drive Hancock Street Carancahua Street to Water Street Lawrence Street Lower Broadway Street to Chaparral Street Leopard Street Staples Street to Upper Broadway Street Lipan Street Staples Street to Upper Broadway Street Mestina Street Staples Street to Artesian Street Mesquite Street IH-37 to Coopers Alley Ocean Drive Furman Avenue to Louisiana Avenue Peoples Street Lower Broadway Street to Chaparral Street Schatzell Street Lower Broadway Street to Shoreline Boulevard Staples Street Morgan Avenue to IH-37 Santa Fe Street (Bike Lane Only) Morgan Avenue to Louisiana Avenue Twigg Street Lower Broadway Street to Shoreline Boulevard Waco Street Leopard Street to Mestina Street Water Street IH-37 to Coopers Alley

Figure 1.4 – Downtown Study Area

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-5

Table 1.3 – North Beach Corridors Corridor Limits Beach Avenue SH-181 to Beach Avenue Park Breakwater Avenue Surfside Boulevard to N. Shoreline Boulevard Bridgeport Avenue Surfside Boulevard to N. Shoreline Boulevard Burleson Street SH-181 to Burleson Beach Park Coastal Avenue Surfside Boulevard to N. Shoreline Boulevard Elm Street Timon Boulevard to Surfside Boulevard Golf Place Surfside Boulevard to Golf Place Beach Park Gulf Breeze Boulevard Beach Avenue to Gulfspray Avenue Gulfspray Avenue Surfside Boulevard to Gulfspray Park N. Shoreline Boulevard Pearl Avenue to Coastal Avenue Surfside Park Boulevard Surfside Boulevard to Surfside Beach Park Surfside-Timon Boulevard Beach Avenue to Elm Street

Figure 1.5 – North Beach Study Area

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-6

Figure 1.6 – Study Areas

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-7

PREVIOUS STUDIES

This Master Plan referred to previous pedestrian improvements studies to help identify study area and to learn about other ongoing efforts that may impact this plan. Many of these plans reflect the growing need for improved pedestrian and transit connections and were considered in the selection of the Master Plan study areas and corridors. The following section outlines complementary planning studies which address pedestrian connections within the study areas:

 ADA Master Plan, December 2012 – Over 224 miles of sidewalk and 5,800 curb- ramp locations throughout the City were evaluated for ADA access improvements. The ADA Master Plan recommended that interconnecting ADA route improvements be made to city/state/public buildings first, then to major transportation routes, and lastly to other places of public accommodation. The plan recommends $65.5 million in ADA improvement costs throughout the entire city. Of these recommendations, $400,000 in ADA improvements surrounding the Texas Art Museum was approved in the 2012 bond election. These improvements are reflected in this document and seek approval of LONP status.

 Corpus Christi Destination Bayfront Master Implementation Plan, May 2012 – The plan presented a mixed-use, public space concept from Coopers Alley to Furman Avenue. The improvements will take advantage of the Shoreline Boulevard realignment which will result in the creation of a 26-acre park. The plan included recommendations for streetscape themes for SEA District, street cross sections, and sidewalk design.

 Urban Transportation Plan, March 2012 – The plan mapped and defined roadway classifications for sidewalk minimum widths (five feet, except when driveways are 50 feet apart or less, then sidewalks are four feet). The Master Plan reflects average sidewalk widths of five feet, where there is adequate right- of-way (ROW).

 Parks Master Plan, 2012 – The plan addressed the need for parks throughout the City. Part of the plan emphasized the redevelopment of the North Beach area to

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-8

enhance natural amenities and lay the groundwork for proposed land use changes and future redevelopment. The Master Plan builds on this plan to emphasize pedestrian and transit infrastructure improvements to commercial and residential areas.

 North Beach Development Plan, November 2011 – The plan outlines a high density tourist-oriented development on North Beach. Planners envisioned the enhancement of natural features along the shoreline to include recreation opportunities, such as birding and ecotourism. The plan also included the preservation and expansion of beachside housing and the redevelopment of Port Authority of Corpus Christi property on the north end for a potential theme park or casino. The Master Plan complements this plan to emphasize pedestrian and transit infrastructure improvements to commercial and residential areas.

 Integrated Community Sustainability Plan, August 2011 – This plan sets out to identify community issues and site specific opportunities to reduce fuel consumption through future land use planning and development decisions. One identified area is the SEA District as it is well-positioned for development and redevelopment as livable community centers, utilizing mixed-used, and Smart Growth practices. Key elements identified in the plan include: downtown transit circulator, bike/pedestrian treatments at intersections, hike/bike trails, roundabouts, and road diets. This Master Plan is in alignment with this redevelopment plan with its focus on bike, pedestrian, and transit connections in the SEA District.

 Preliminary Project Plan and Reinvestment Zone Financing Plan, April 2009 – Tax Increment Finance (TIF) District #3 includes the SEA District and Downtown study areas. The TIF District #3 plan proposed a public investment of $47.9 million, including streetscape improvements, sidewalks, and crosswalks. Projects included widening and rebuilding sidewalks, enhancing crosswalks, and installing pedestrian lighting, decorative paving, signage, and street furniture (benches, kiosks, and trash bins). The plan recommended $2 million in ADA improvements that would be constructed using the proceeds from the TIF District #3. These

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-9

improvements, if constructed, are federally eligible capital expenditures that are included in this LONP request.

MASTER PLAN OUTLINE

Chapter 1: Introduction – This chapter provides background information for the Corpus Christi Pedestrian-Transit Access Master Plan, including information regarding the City, current transit activity, the need for the Master Plan, and the identification of previous studies.

Chapter 2: Need for Mobility Options – This chapter provides a detailed description of the current transit activity in Corpus Christi, provided by the CCRTA.

Chapter 3: Existing Conditions – This chapter details the current conditions of existing pedestrian infrastructure within the target corridors as well as recommendations for capital improvements to enhance access to transit.

Chapter 4: Capital Costs – This chapter presents the costs and methodology of the pedestrian-transit infrastructure improvements recommended in the Master Plan.

Chapter 5: Benefits – This chapter presents environmental and economic benefits generated as a result of implementation of the Master Plan.

Chapter 6: Finance and Implementation – This chapter presents a multi-phased strategy for seeking federal, state, and other funding sources for the recommended improvements as well as the steps and the participants necessary to implement them.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 1-10 2

CHAPTER 2 – NEED FOR MOBILITY OPTIONS

The FTA, through the Partnership for Sustainable Communities (PSC), encourages communities to plan for a range of mobility options whether by foot, bicycle, or bus. The Master Plan focuses on the need for increased mobility choices within three study areas – Downtown, SEA District, and North Beach. This chapter discusses the background of the PSC and explores the growing need for mobility choices by looking at demographic, land use, employment, and transit changes within the study area.

INCREASED MOBILITY CHOICES GENERATED BY POLICY CHANGES

In June 2009, the Department of Transportation (DOT), the Department of Housing and Urban Development (HUD), and Environmental Protection Agency (EPA) created the PSC. The PSC is dedicated to support the development of more livable and sustainable communities. Key elements of the PSC include: provide more transportation choices; promote equitable, affordable housing; enhance economic competitiveness; support existing communities; coordinate and leverage federal “Livability means building policies and investment; and value communities the communities that help and neighborhoods. Periodically, the PSC has Americans live the lives they want to live - whether those offered grant funding opportunities through its communities are urban centers, small towns, or three partner agencies. For example, under the rural areas.” PSC program, federal grants from the DOT have - Former Secretary Ray LaHood supported investments that improve public transportation but also demonstrated housing and/or energy use benefits.

The Master Plan builds upon the PSC framework and incorporates that idea with the FTA Livable Communities Initiative (LCI) program. The LCI program recognizes the federal funding eligibility of streetscape improvements designed to facilitate and increase transit usage and pedestrian activity. Eligible improvements include the repair and/or installation of sidewalks, curbs, crosswalks, pedestrian-level lighting, associated landscaping, and ADA-compliant ramps.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-1

INCREASED TRANSIT NEEDS GENERATED BY DEMOGRAPHIC CHANGES

Transit need is growing in the Corpus Christi area due to population increases and growth in communities that are typically more transit dependent such as the senior population. (See Table 2.1 – Demographic Changes in Corpus Christi Limits)

 Total population increased by 10 percent between 2000 and 2010, according to the U.S. Census Bureau data.

 Over the last decade, the senior population has increased by nearly 65 percent.

 The City has a lower than average median household income ($41,845) compared to the Texas average ($45,267).

 About 19 percent of the City’s population lives below the national poverty level, having an annual income at/or below $23,550.

Table 2.1 – Demographic Changes in Corpus Christi City Limits 2000 2010 Change Total Population 277,454 305,215 10% Population over 65 years 22,001 36,249 65% Median Household Income $36,414 $41,845 15% Number of Individuals below Poverty Level 47,842 56,465 18% Source: U.S. 2000 and 2010 Census

TRANSIT NEEDS INDEX

The Transit Needs Index (TNI) was used to evaluate transit need within the Master Plan’s study area. The TNI relies on a weighting of demographic characteristics that correlate with increased mobility needs to formulate a score for the relative need of transit. To calculate the TNI scores for the study area, data sets were collected for population density, median household income, minority population, zero car households, senior population, and instances of disability. Each of these factors was weighted based on their impact to transit demand in relation to the State of Texas demographics as a whole. Within the study area, the U.S. 2010 Census records:

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-2

 3,700 individuals with a disability;

 4,322 individuals living below poverty level;

 531 individuals living in households without a vehicle; and

 $26,600 as a median household income.

Population growth along with the higher percentage of low income and senior individuals are factors which point to a higher need for transit services in Corpus Christi. Figure 2.1 shows that most of the SEA District and Downtown study areas have a medium to high transit need. Transit need is lower in the North Beach Figure 2.1 – Transit Need Index study area, which can be attributed to a lower population density and higher income. Transit need is higher on the east side of the SEA District; this is driven by the higher incidence of low income and senior individuals. Transit need is high in the Downtown study area; this is driven by a higher incidence of low income or senior individuals.

INCREASED TRANSIT NEEDS GENERATED BY LAND USE CHANGES

With the development of several redevelopment plans spanning the city limits, Corpus Christi is a city in transition. Changes to land use in these plans require changes to the underlying pedestrian infrastructure. With the potential for more homes, businesses, and tourist attractions comes the need for a better pedestrian experience. The Master Plan reflects pedestrian improvements that are in alignment with anticipated land uses changes.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-3

 In North Beach study area, vacant, park, conservation, and preservation land uses are prevalent. The Port Authority of Corpus Christi controls the industrial land on the southwest end Figure 2.2 – USS Lexington, located in the North Beach study area

of the area. There is limited residential and commercial development. Future land uses planned by the City for this area include high-density tourist-oriented destinations, expanded residential housing, and the enhancement of natural features and parks. The Master Plan reflects these redevelopment goals by developing a network of pedestrian thoroughfares that will connect to the USS Lexington, the Texas State Aquarium, and several public beaches.

 In the SEA District study area, public service and industrial land uses are prevalent. West of Highway 181, the SEA District is largely industrial land uses, but include some recreational properties, such as Whataburger Field. Industrial land uses include the Port of Corpus Christi along Harbor Drive and the City of Corpus Christi Wastewater Treatment along West Broadway Street on the south end of the district. East of Highway 181, public use land uses are prevalent. There are the American Bank Center Convention Center, museums, art venues and cultural resources. Future land uses planned for this area reflect a continued focus on renovating industrial land uses into tourist, sports, entertainment, and commercial uses. The Master Plan includes pedestrian improvements along the network of corridors east of Highway 181 and along main thoroughfares west of Highway 181.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-4

 In the Downtown study area, commercial/ professional office and public services land uses are prevalent. However, park land is located next to the shoreline and throughout the area. Destination Bay Front plans reflect a mixture of hotel, commercial, Figure 2.3 – Downtown Corridor residential structures, and beach access parks.

Figure 2.4 shows the land uses throughout the city and highlights corridors in this Master Plan.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-5

Figure 2.4 – 2013 City of Corpus Christi Land Use and LCI Corridors

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-6

INCREASED TRANSIT NEED GENERATED BY EMPLOYMENT

According to a recent CCRTA on board survey, transit ridership is highest among those who have no personal vehicle, close to 70 percent, and 42 percent of the respondents use the bus to travel to work. Employment statistics for the three study areas were analyzed to determine the need for transit service within the study 1 area. The analysis included the number of individuals who work and commute into the City; what type of employment they hold; and their education and income level. These factors typically indicate a higher need for transit services among those who Figure 2.5 – Employment Capture have lower education and/or have lower income Areas levels. Figure 2.5 illustrates the study areas where employment data were analyzed.

DOWNTOWN

The Downtown study area employs about 16,000 people. Nearly 15,500 workers live outside of the downtown area and commute to work and 500 workers both live and work downtown, according to the Longitudinal Employer-Household Dynamics (LEHD) results. The fields of health care and social services, accommodation and food services, and public administration employ more than any other occupation fields. About 7,800 workers, or 49 percent, have a high school diploma or less and about 4,000 workers, or

1 "OnTheMap." OnTheMap. N.p., n.d. Web. 24 July 2013.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-7

25 percent, make $1,250 per month or less. The significant number of lower educated and lower paid workers points to a higher transit need.

SEA DISTRICT

The SEA District study area employs about 800 people. The arts, entertainment, and recreation as well as accommodation and food services employs more than any other occupation fields. About 250 workers, or 31 percent, have a high school diploma or less and 350 workers, or 44 percent of total workers, make $1,250 per month or less. The number of lower educated and lower paid workers points to a higher transit need for the study area.

NORTH BEACH

North Beach study area employs about 600 people. Eighty-two percent (about 475 individuals) work in arts, entertainment, recreation or accommodation and food services more than any other occupation fields. About 175 workers, or 29 percent, have a high school diploma or less and about 250 workers, or 42 percent, make $1,250 or less per month. The number of lower educated and lower paid workers points to a higher transit need.

INCREASE TRANSIT NEEDS GENERATED BY CHANGING ACTIVITY IN THE

DOWNTOWN, SEA DISTRICT, AND NORTH BEACH

On average the CCRTA provides service for an estimated 5.7 million annual passengers between Nueces and San Patricio counties, an area greater than 800 square miles. CCRTA serves most of the Corpus Christi Urbanized Figure 2.6 – CCRTA “B” Area and the Nueces County communities of Agua Dulce, Bishop, Driscoll, Port Aransas, and Robstown as well as

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-8

the San Patricio County communities of Gregory and Old San Patricio. The CCRTA operates 30 fixed routes (also known as the “B”) with complementary ADA paratransit service, Flexi-B (demand response service) in Port Aransas, “B-Line” demand response service, vanpool, an express service, three park and ride routes, and nine shuttle/circulator/ferry routes. The “B” links major destinations throughout the region, including: Texas A&M University – Corpus Christi, Del Mar College (East and West), South Padre Island, Port Aransas, North Beach/Bayfront, and Downtown/Shoreline. The “B” operates between 5 a.m. and as late as 11 p.m., for some routes, serving over five million passengers a year. Figure 2.7 shows the CCRTA Service Area.

Figure 2.7 – CCRTA Service Area

The Master Plan looked at transit activity along select corridors within the study areas. Also, within the study area are two of the four CCRTA transfer stations that have plans

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-9

for redevelopment and also have the highest passenger boardings; the Staples Street Station is centrally located, serves 19 fixed routes, and processes 913,000 transfers, and the Six Points Station is located south of downtown, serves 7 fixed routes, and processes 171,000 transfers.

The CCRTA plans to redevelop the Staples Street Station to include a passenger service center and administrative offices. The Staples Street Center will provide improvements to disseminate program and system information; the transfer station will house lost and found, sales, ADA eligibility assessment and travel training, call center, and other community functions. The recent renovations to the Six Points Station were a critical component of the redevelopment and reinvestment along Alameda Street, including pedestrian improvements.

Table 2.2 – FY2012 CCRTA Passenger Boardings by Study Area Annual Passenger Annual Passenger New Annual Study Area Boardings* Boardings Increase Passenger Boardings Downtown 1,271,875 134,143 1,406,018 SEA District 13,075 2,121 15,196 North Beach 25,780 9,628 35,408 *Annual Passenger Boardings include transfers per transit stop along identified LCI Corridors.

There are an estimated 1.3 million passenger boardings along the study area corridors. Passenger boardings along these corridors represent 23 percent of the total annual boardings for the entire CCRTA service area. Figures 2.8 and 2.9 illustrate the study area corridors and passenger frequency by transit stop within the SEA District, Downtown and North Beach study areas.

The recommended improvements suggested in Chapter 3 are predicted to increase transit activity within the study area by as much as 11 percent, or approximately an additional 146,000 Figure 2.8 – Annual Passengers in Downtown Service Area

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-10

annual passengers (see Table 2.2, FY2012 CCRTA Passenger Boardings by Study Area).

ACTIVITY CENTERS

The Master Plan’s proposed improvements enhance pedestrian linkages to major activity centers and tourist destinations. The activity centers listed below illustrate the wide breadth of the economic and social activities that occurs within the City. Infrastructure improvements such as the realignment and reconstruction of Brewster, Chaparral, Hirsch, and Mesquite Streets within the SEA District and creation of the pedestrian and transit accessibility improvements documented within this plan will serve to enhance existing economic Figure 2.9 – Annual Passengers in SEA District and North Beach Service Area development efforts throughout the City.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-11

Figure 2.10 – Corpus Christi Activity Centers

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-12

SUMMARY

This chapter discusses the background for the PSC and explores the growing need for mobility choices by looking at demographic, land use, employment, and transit changes within the study area. Providing more mobility choices will further the growth and redevelopment of Downtown, SEA District, and North Beach areas. Providing better access to transit and an improved pedestrian environment will respond to changes within the City’s population and land use.

 Demographic Changes: Changes to Corpus Christi’s population reflects one that has an increasing transit need due to overall growth as well as growth in populations that tend to rely more heavily on transit, such as senior individuals, individuals with low incomes, or individuals with disabilities. Within the study areas, the transit need is relatively higher due to the increased concentration of more transit-dependent populations.

 Land Use: The Downtown, SEA District, and North Beach study areas have each been the focus of redevelopment planning. Within each of these areas, blighted or underproductive properties are targeted for redevelopment to create recreational, retail, and hotel destinations. The City can increase the likelihood of redevelopment projects by investing in public infrastructure like pedestrian-transit access improvements.

 Employment: Work trips are one of the most common uses for transit. Within the study area, there are about 24,000 workers. Of these, 4,600 workers make $1,250 or less per month and are more likely to use transit. The Master Plan creates good transit connections from bus stops to places of employment within the study area.

 Transit: Transit service within the Downtown, SEA District, and North Beach study areas provides 23 percent of the annual passenger count within the CCRTA service area. The proposed pedestrian improvements are expected to increase passenger counts by as much as 11 percent in the study areas. This

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-13

increase in passenger activity will help reinforce the importance of the on-going redevelopment plans and the activity centers throughout the study area.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 2-14 3

CHAPTER 3 – EXISTING CONDITIONS

This chapter summarizes existing conditions of pedestrian-related infrastructure, such as sidewalks, crosswalks, ADA-compliant ramps, landscaping, and pedestrian-level lighting. This chapter reviews the FTA LCI program, discusses the development potential for each of the three target areas, presents design criteria, and summarizes recommended improvements.

FTA LCI PROGRAM

The FTA LCI1 provides a policy framework for streetscape improvements that enhance pedestrian access to transit facilities and services. Improvements, such as sidewalks, hike and bike trails, ADA-compliant ramps, landscape buffers between pedestrians and traffic, pedestrian amenities (i.e. benches and trash receptacles), pedestrian-oriented lighting, and transit shelters, are considered eligible by the FTA if made within a half mile of a transit station or stop. The FTA recognizes a “de facto” relationship between transit and good pedestrian access. Figure 3.1 – Eligible Area for Pedestrian Improvements illustrates the half mile eligibility area for pedestrian improvements within the study area.2

1 “Livable Communities Initiative.” National Transportation Library. Gordan J. Linton. Accessed 6 Oct. 2012 http://ntl.bts.gov/DOCS/livbro.html

2 “Final Policy Statement on the Eligibility of Pedestrian and Bicycle Improvements Under Federal Transit Law.” Federal Register / Vol. 76, No. 161 / Docket No. FTA-2009-0052 /Friday, August 19, 2011. Accessed 6 Oct. 2012 http://www.gpo.gov/fdsys/pkg/FR-2011-08-19/pdf/2011-21273.pdf

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-1

Figure 3.1 – Eligible Area for Pedestrian Improvements

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-2

DEVELOPMENT ENVIRONMENT

The Master Plan organizes pedestrian-transit improvements by study area: Downtown, SEA District, and North Beach. Each study area is targeted for future development by both the public and private sector. Improving the public infrastructure in each of these areas will create a more inviting environment for private development.

 Downtown – The Downtown study area extends from IH-37 to the north to Louisiana Avenue to the south and from Alameda Street to the west to the shoreline to the east. The City is realigning the northbound lane of Shoreline Boulevard to create a contiguous 27-acre park, as part of the Destination Bayfront redevelopment plan. Pedestrian access improvements connect the downtown street network to this new destination.

 SEA District – The SEA District study area extends from Harbor Drive to the north to IH-37 to the south and from Stroman Road and West Broadway Boulevard to the west to the shoreline to the east. Land uses in this area are industrial, but the area is being redeveloped as a destination location. The SEA District houses the American Bank Center Convention Center, sports venues such as the Whataburger Field, museums like the Corpus Christi Museum of Science & History, and recreation facilities such as Hurricane Alley Waterpark. This industrial area does not have much pedestrian infrastructure; however, the Master Plan recommends pedestrian improvements based on its future use as a destination. Planners envision more entertainment and recreation venues, a shared parking facility, convention center hotel, a boutique hotel, shopping, and mixed-use and multifamily housing among the SEA Districts improvements.

 North Beach – The North Beach area extends from Nueces Bay to the north, Harbor Bridge to the south, Nueces Bay to the east and SH-181 Causeway to the west. Land uses in this area include parks, low-density residential and commercial, hotel/motel, and some vacant property. Planners envision high- density, tourist-oriented development along with the enhancement of natural features and of beachside housing. Pedestrian improvement plans in this area reflect the highly pedestrian-oriented nature of the anticipated development.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-3

METHODOLOGY

The methodology for selecting pedestrian corridors and performing the existing conditions inventory involves the following steps:

 Identify Eligible Corridors – During the planning stage, the City and CCMPO developed the LCI target areas and jointly established the corridor segments. These corridor segments were then broken into smaller sections called “block faces.” A block face consists of one side of a given street between two intersections. For example, Staples Street, a major north-south arterial, has block faces on both the east and west sides of the street, delineated by intersecting east-west streets.

 Inventory Pedestrian-Transit Infrastructure – Each block face was physically inventoried, noting the presence or lack of infrastructure and the condition of particular streetscape elements. Measurements were taken as needed, such as the number of linear feet of sidewalk that needs to be replaced (Appendix A).

 Determine New Infrastructure Needed – The deficiencies noted during the field inventory were used to recommend the streetscape enhancements needed on each block face to bring the pedestrian environment up to an excellent condition (Appendix A).

PEDESTRIAN-TRANSIT ACCESS INFRASTRUCTURE

The following items encompassed the pedestrian-transit access infrastructure that was inventoried for each applicable block face:

 Sidewalks were measured for width and length along block face, as well as examined for current conditions (up to one element was ranked).

 Driveways were measured for width along block face (up to one element was ranked).

 Curbs were measured for length and examined for current conditions (up to one element was ranked).

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-4

 ADA-compliant ramps at street crossings, driveways, and alleys were counted and examined for current conditions (up to four elements were ranked).

 Crosswalks and stop bars were counted and examined for current conditions (up to four elements were ranked).

 Planting strips and landscaping between the sidewalks and the roadway were measured for width and length and examined for current conditions (up to one element was ranked).

PEDESTRIAN-TRANSIT ELEMENT QUALITATIVE RANKINGS

The purpose of the qualitative rankings is to determine whether or not a particular pedestrian-transit infrastructure element needs to be replaced. This determination is made from the perspective of a pedestrian who uses a network of sidewalks, isolated from vehicle traffic, to safely access transit stops and destinations.

Table 3.1 presents the qualitative ranking Table 3.1 – Pedestrian-Transit Element Scoring for pedestrian-transit infrastructure items 0 = No Treatment Necessary (Excellent) 1 = Minimum Treatment Needed (Good) as well as the corresponding numerical 2 = Moderate Treatment Needed (Fair) score of “0” (Excellent),”1” (Good), “2” 3 = Maximum Treatment Needed (Poor) (Fair) or “3” (Poor), further described below.

SCORE “0” NO TREATMENT NECESSARY

(EXCELLENT CONDITION): Sidewalks are of sufficient width to support both pedestrian and a mobility device; sidewalks and curbs are contiguous and are in excellent condition, fully supporting pedestrian and disabled traffic; all sidewalks meet ADA standards at driveway intersections; ADA ramps have the proper slope and design; Figure 3.2 – Example of Score “0”, crosswalks are properly striped with stop Excellent Condition bars; planting strips are of the appropriate width, acting as a sufficient buffer between pedestrians and motor vehicles; and landscaping in the planting strips is appropriate to

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-5

the block face and zoning in the area and has supportive irrigation. No replacement of infrastructure is recommended.

SCORE “1” MINIMUM TREATMENT NEEDED (GOOD

CONDITION): Sidewalks are of sufficient width to support both pedestrians and a mobility device; sidewalks and curbs have minor surface damage or cracks but are contiguous and are otherwise in good condition, needing little to no repair work; all sidewalks meet ADA standards at driveways and intersections; ADA ramps may show some wear, but have the proper slope and design; crosswalks are properly striped with stop bars; planting strips are of the appropriate width, acting as a sufficient buffer between pedestrians and Figure 3.3 – Example of Score motor vehicles; and landscaping in the planting strip is “1”, Good Condition appropriated to the block face and zoning of the area and has supportive irrigation. Regardless of minor flaws in infrastructure, no replacement of infrastructure is recommended.

SCORE “2” SIGNIFICANT TREATMENT NEEDED (FAIR

CONDITION): Sidewalks are either too narrow or have moderate damage such as holes, gaps, or large cracks, making travel difficult for both pedestrians and disabled individuals; sidewalks may be raised or lowered at driveways and intersections; utilities may be obstructing the pedestrian ROW; curbs are crumbling or have gaps; ADA ramps are not in compliance - or show significant wear; crosswalk striping has faded or may not include stop bars for motor vehicles; planting strips are too narrow and do Figure 3.4 – Example of Score not serve as a sufficient perceived barrier between “2”, Fair Condition pedestrians and vehicles; and landscaping in planting strip does not comply with area

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-6

zoning or may lack supportive irrigation. Complete replacement or installation of infrastructure is recommended.

SCORE “3”, MAXIMUM TREATMENT NEEDED (POOR

CONDITION): Sidewalks are either non-existent, too narrow, or have major damage such as severe surface breaks or missing sections, making travel impossible for both pedestrians and disabled individuals; sidewalks may be raised or lowered at driveways and intersections; utilities may be obstructing the pedestrian ROW; curbs are crumbling or have missing sections; ADA ramps are badly damaged, pooling water, or missing altogether; crosswalk striping has completely faded or non-existent without stop bars for Figure 3.5 – Example of Score “3”, Poor Condition motor vehicles; planting strips are too narrow and do not serve as a sufficient perceived barrier between pedestrians and motor vehicles; and landscaping in planting strip is either non-existent, does not comply with area zoning, or may lack supportive irrigation. Complete replacement or installation of infrastructure is recommended.

When individual infrastructure scores are added, a single rating is created for the given block face, demonstrating which block faces are in the worst condition and require the most improvements. A narrative was written for each block face that describes the general pedestrian experience on each block face and summarizes the individual measurements and observations. A complete detailed existing conditions inventory is included in Appendix A - Existing Conditions Inventory.

DESIGN GUIDELINES

The pedestrian improvements recommended in the Master Plan are consistent with the future redevelopment potential of each study area. Therefore, recommendations for each corridor may reflect a higher level of pedestrian infrastructure investment than what would be warranted by the current land uses. By maximizing the amount of eligible

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-7

capital items, the Master Plan can be useful in a fluctuating redevelopment environment where an improvement program is not yet finalized.

 Sidewalks, Curbs, and Driveway Bibs – The City designates its roadway network into four categories: Local, Collectors, Arterials, and Freeways. Depending on the designation, the City requires a four- or five-foot sidewalk. The roads in each of the study areas are primarily C1, minor residential collector. C1 roads require at least a four-foot sidewalk. There are also A2 roads, secondary arterial undivided. A2 roads require at least a five-foot sidewalk. Where a five-foot sidewalk cannot be accommodated due to site constraints, a four-foot sidewalk is recommended. Curbs are replaced if in fair to poor condition or newly constructed, however, some areas within North Beach do not suggest the need for curbs. Driveway bibs are replaced if in fair to poor condition or newly constructed.

 Ramps and Crosswalks – New ramp construction or replacement will meet Texas Accessibility Standards (TAS)3, when needed. Ramps are perpendicular curb ramps with an adjacent sidewalk. Crosswalks are striped for each intersection crossing and have stop bars to alert traffic, when needed.

 Pedestrian-level Lighting – Pedestrian lighting is recommended every 75 feet. Some streets have insufficient ROW to accommodate lighting now, but these streets may be re-configured to include more right-of-way for pedestrian amenities during the redevelopment phase.

 Landscaping – The Master Plan recommends a two-foot protective landscape buffer with trees spaced every 50 feet with accompanying tree grates, ground cover (sod), and drip irrigation. However, some streets have insufficient ROW to accommodate additional landscaping, but these streets may need to be re- configured to include more ROW during the redevelopment phase, such as road- narrowing.

3 “Texas Accessibility Standards (TAS)” Texas Department of Licensing and Regulation. Accessed 7 Aug. 2013 http://www.license.state.tx.us/ab/tas/tascomplete.pdf

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-8

STREETSCAPE INVENTORY

The following section pictorially describes the existing condition of the pedestrian-transit access infrastructure along the Master Plan’s corridors. Of the inventoried block faces:

 60 percent of sidewalks were missing or needed to be replaced;

 55 percent of curbs were missing or needed to be replaced;

 40 percent of driveways needed to be replaced;

 80 percent of the inventoried area needed pedestrian lighting; and

 85 percent of the inventoried area needed improved landscape buffer.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-9

SIDEWALK CONDITIONS

Each figure displays the condition of sidewalks. The west side of the SEA District and the north end of North Beach study areas have poor or no sidewalks. Of the 403 inventoried block faces, 241 have poor, failing, or missing sidewalks.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-10

CURB CONDITIONS

Each figure displays the condition of curbs. As with sidewalks, the west side of the SEA District lacks curb infrastructure. The North Beach study area has poor or no infrastructure present, particularly along the Timon- Surfside Boulevard. Most of the observed conditions within the Downtown area have high curbs and are in poor condition which limits pedestrian access to transit. Of the 403 block faces in the inventoried area, 214 curbs are in fair or poor condition or non-existent.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-11

PEDESTRIAN LIGHTING

Most of the City lacks pedestrian lighting, but a majority of the Downtown study area has pedestrian lighting. Only five blocks in the SEA District have pedestrian lighting. There is no pedestrian lighting in North Beach. Of the 403 inventoried block faces, 314 are without pedestrian lighting.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-12

EXISTING CONDITIONS BY CORRIDOR

This section presents the 43 corridors that encompass the 403 block faces included in the Master Plan existing conditions inventory, along with a general description of their current condition as well as the recommended improvements costs. Corridor descriptions are grouped by study area: Downtown, SEA District, and North Beach.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-13

DOWNTOWN EXISTING CONDITIONS

Figure 3.6 – Downtown Existing Conditions

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-14

West Side

ALAMEDA STREET [AYERS STREET TO LOUISIANA AVENUE] (18 BLOCK FACES, 2,715 FEET)

Alameda Street is a north-south running, two-way street. Land use is mainly residential and commercial with M. Menger Elementary School anchoring the southern boundary. The Six Points Station is located at Ayers Street and Alameda Street. Pedestrian infrastructure varies; some in good condition while others in poor condition. The entire corridor has little or no ROW for a planting strip. There is no pedestrian lighting in the corridor. ADA ramps range from fair to poor condition. There were several instances of overgrowth along the corridor. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $127,722.00 $56,058.53 $17,896.48 $113,220.00 $239,253.17 $12,500.00 $106,298.49

West Side

ARTESIAN STREET [LEOPARD STREET TO MESTINA STREET] (2 BLOCK FACES, 360 FEET)

Artesian Street is a north-south running, two-way street. This corridor connects to the Staples Street Station. Most of the east block face is in good condition. Poor conditions are found mainly on the west block face and include damaged sidewalk and curb, providing limited pedestrian access. Planting strip on west block face is in poor condition. There is limited or no ROW on east block face. Utilities covers and poles are within the pedestrian ROW. There is no pedestrian lighting in the corridor. ADA ramps are in good condition when present.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-15

Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $7,368.00 $4,439.22 $908.28 $16,983.00 $38,163.24 $0.00 $6,449.57

West Side

CHAPARRAL STREET [IH-37 TO COOPERS ALLEY] (16 BLOCK FACES, 3,000 FEET)

Chaparral Street is a north-south running, one-way street. Land use is mainly commercial. Many of the block faces are in fair condition with one or more elements in poor condition. Replacement of ADA ramps, sidewalks, and crosswalks along Chaparral Street has begun between Schatzell Street and Williams Street. Utilities are within the pedestrian ROW. Pedestrian lighting is in good condition except for two block faces. There is on-street parking. There is no planting strip, but there are planter boxes with mature trees and built-in benches at end of block. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $229,455.00 $66,494.31 $52,646.60 $13,209.00 $270.786.96 $0.00 $162,272.43

South Side

COOPERS ALLEY [N. BROADWAY STREET TO SHORELINE BOULEVARD] (6 BLOCK FACES,

1,150 FEET)

Coopers Alley is an east-west running, two-way street. Land use is mainly commercial and parking. Most of the corridor is in fair to poor condition. Most ADA ramps are in fair or poor condition. Newly constructed ADA ramps and crosswalk striping are present at Shoreline Boulevard. There is little or no ROW for planting strip. Pedestrian lighting is

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-16

present for over half of the corridor and is in good condition. Parallel parking provides a protective buffer for pedestrians from the roadway. Sidewalks Curb Driveway Bike Pedestrian Landscaping Street Demolition Lane Lighting + Irrigation Amenities Costs $50,616.00 $22,615.44 $10,419.99 $5,592.00 $15,096.00 $109,136.64 $1,750.00 $43,419.08

South Side

FURMAN STREET [CARANCAHAU STREET TO SHORELINE BOULEVARD] (4 BLOCK FACES, 850

FEET)

Furman Street is an east-west running, two-way street. Land use includes residential, parking for a large church, and vacant land. There is no pedestrian infrastructure just west of Water Street on the north side. The street is mainly used to access parking for the church and residential apartments. Very few ADA ramps are present. There are no pedestrian lights. There is little or no ROW for a planting strip. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $44,100.00 $10,816.08 $6,938.25 $35,322.00 $82,786.92 $0.00 $14,925.99

North Side

HANCOCK STREET [CARANCAHUA STREET TO WATER STREET] (3 BLOCK FACES, 520 FEET)

Hancock Street is an east-west running, two-way street. Land use is commercial and vacant. Infrastructure is in good condition, when present. The pedestrian island at the western end of the block needs pedestrian crossing stripes. The eastern end of Hancock Street has a steep grade, making pedestrian travel difficult. There is a planting

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-17

strip present on the south block face and is in good condition. Curbs are in fair condition throughout much of the corridor. Very few ADA ramps limit pedestrian travel. There are no pedestrian lights. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $12,132.00 $9,717.12 $1,051.25 $22,644.00 $39,614.08 $0.00 $8,585.16

North Side

LAWRENCE STREET [N. BROADWAY STREET TO CHAPARRAL STREET] (4 BLOCK FACES, 600

FEET)

Lawrence Street is an east-west running, one-way street. Land use is mainly commercial with parking. Pedestrian infrastructure ranges from good to poor throughout the corridor. All ADA ramps are either new or in excellent to good condition. Half of the crosswalks need to be restriped. There is little or no ROW for a planting strip. Pedestrian lighting is present along half of the corridor. There is a steep incline towards N. Broadway Street within the pedestrian ROW. On-street parallel parking provides a protective buffer for pedestrian travel. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $23,598.00 $7,345.68 $2,775.30 $15,096.00 $61,052.04 $0.00 $17,144.63

South Side

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-18

LEOPARD STREET [STAPLES STREET TO N. BROADWAY STREET] (12 BLOCK FACES, 2,150

FEET)

Leopard Street is an east-west running, two-way street. Land use is mainly commercial with parking and vacant land. Sidewalks range from fair to poor. A limited segment of Leopard Street has a planting strip with large trees and palms in good condition. The remainder of the corridor has little or no ROW for a planting strip. There are very few pedestrian lights along the corridor. Most of the ADA ramps and crosswalks are in good to fair condition. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $158,358.00 $34,646.16 $9,318.28 $10,692.00 $83,028.00 $200,799.83 $9,250.00 $95,184.35

South Side

LIPAN STREET [STAPLES STREET TO N. BROADWAY STREET] (9 BLOCK FACES, 2,150 FEET)

Lipan Street is an east-west running, two-way street. Land use is mainly commercial and civic (Nueces County). Most of the pedestrian infrastructure ranges from good to fair condition. Sidewalks and curbs are in fair condition. A few driveways are in fair condition and limit pedestrian travel. ADA ramps range from excellent to poor condition. Half of the corridor has a planting strip in fair condition with grass and some trees. There is no pedestrian lighting. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $115,350.00 $35,846.34 $13,119.60 $11,535.00 $94,350.00 $192,280.51 $9,250.00 $83,682.82

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-19

South Side

MESTINA STREET [STAPLES STREET TO ARTESIAN STREET] (3 BLOCK FACES, 730 FEET)

Mestina Street is an east-west running, one-way street. Land use is predominantly civic (Nueces County Courthouse and Staples Street Station). Pedestrian traffic on the north side of Mestina Street, between Staples Street and Waco Street, is diverted into the Staples Street Station. Most sidewalks and curbs are in good condition. There is pedestrian lighting at the Staples Street Station but not along the remainder of the corridor. There is planting strip ROW on the north block between Waco Street and Artesian Street, but it has been filled in with concrete or is un-kept grass. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $8,760.00 $4,222.32 $5,617.88 $24,531.00 $81,095.40 $0.00 $8,380.32

West Side

MESQUITE STREET [IH-37 TO COOPERS ALLEY] (21 BLOCK FACES, 3,400 FEET)

Mesquite Street is a north-south running, one-way street. Land use is mainly commercial, retail, and parking. Most of the pedestrian infrastructure ranges from fair to poor condition. Many sidewalks are cracked with utilities within the pedestrian ROW. A fraction of the corridor has a planting strip in good to poor condition. There is pedestrian lighting throughout the corridor. Most of the ADA ramps are in good condition, but a few need to be replaced or upgraded with rumble strips. One intersection has steps leading down to the street instead of an ADA ramp. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $236,814.00 $74,584.68 $21,731.44 $3,774.00 $288,515.36 $1,750.00 $168,970.67

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-20

North Side

PEOPLES STREET [N. BROADWAY STREET TO CHAPARRAL STREET] (4 BLOCK FACES, 715

FEET)

Peoples Street is an east-west running, one-way street. Land use is commercial and a public park. Sidewalk conditions range from fair to poor with sections of the pedestrian ROW impeded by utilities and storm grates. Most driveways are in poor condition. Pedestrian lighting throughout the corridor is in good condition. Planter boxes line the corridor. The planters have mature trees in good condition. Planting strip could be expanded where the sidewalk width is greater than ten feet. There are several locations where ADA ramps are missing or are in fair condition. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $16,800.00 $12,580.20 $9,419.20 $0.00 $56,447.55 $0.00 $19,743.50

North Side

SCHATZELL STREET [N. BROADWAY STREET TO SHORELINE BOULEVARD] (8 BLOCK FACES, 1,500 FEET)

Schatzell Street is an east-west running, one-way street. Land use is commercial, parking, and public parks. Most sidewalks are in fair condition due to cracks, un-even paving, utility covers, and storm grates. All curbs are in fair condition, except for one block. Most ADA ramps are in excellent condition. On-street metered parking and three- by-three foot planter boxes provide a protective pedestrian buffer. Planting strip is in good condition and could be enlarged where sidewalks are greater than ten feet. Pedestrian lighting is present and in good condition.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-21

Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $95,466.00 $26,244.90 $23,968.50 $0.00 $107,812.72 $3,750.00 $68,349.88

West Side

OCEAN DRIVE [FURMAN STREET TO LOUISIANA AVENUE] (18 BLOCK FACES, 5,000 FEET)

Ocean Drive is a north-south running, two-way street. Land uses include hotel, public parks, residential, hospitals, and churches. Most of the east sidewalks are in good to fair condition. After Morgan Avenue, the sidewalk veers away from the street providing a larger landscape buffer. Sections of east curb have gaps and cracks. There is no pedestrian lighting. The west side sidewalks are narrower and in fair to poor condition. Utilities block the sidewalks and poor drainage causes buckling or separation. There is no ROW for a planting strip on the west side. There is no safe crossing for pedestrians at Shoreline and Louisiana. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $178,764.00 $28,703.10 $11,740.36 $27,744.00 $209,457.00 $406,936.28 $0.00 $105,072.99

West Side

STAPLES STREET [IH-37 TO MORGAN AVENUE] (34 BLOCK FACES, 6,800 FEET)

Staples Street is a north-south running, two-way street. Land use is commercial, vacant land, civic/governmental, and warehouses. Most sidewalks are in good condition. Some of the crosswalk striping is in fair or poor condition. There is little or no pedestrian buffer for this major north-south connector with high bus and auto traffic. There is on-street

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-22

parking along most of the corridor. There is no pedestrian lighting and limited ROW for a planting strip. There are two block faces where parking impedes in the pedestrian ROW. At these locations, the sidewalks are in fair condition and are diverted around parking and up to the building. Sidewalks Curb Driveway Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $66,600.00 $26,302.74 $34,060.50 $300,033.00 $680,324.08 $20,750.00 $55,121.87

South Side

TWIGG STREET [N. BROADWAY STREET TO SHORELINE BOULEVARD] (8 BLOCK FACES, 1,500

FEET)

Twigg Street is an east-west running, two-way street. Land use is commercial, hotel, parking, a public park, and vacant land. Half of the sidewalks, curbs, and driveways are in fair to poor condition. Sections near Shoreline Boulevard have recently been replaced and are in good condition. Pedestrian lighting is present along the corridor and is in good condition. Planting strips throughout the corridor are in fair condition. The City constructed bulb outs at Water Street and Twigg Street. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $43,380.00 $29,368.26 $8,973.47 $5,661.00 $108,768.52 $0.00 $44,288.51

East Side

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-23

WACO STREET [LEOPARD STREET TO MESTINA STREET] (2 BLOCK FACES, 360 FEET)

Waco Street is a north-south running, two-way street. Land use is primarily commercial, connecting Leopard Street to the Staples Street Station. Sidewalks and curbs on both sides are in fair to poor condition. Sidewalks are cracked and damaged in sections, making it difficult for pedestrian traffic. There is no pedestrian lighting along the corridor. The planting strip is in fair condition with overgrown grass and concrete. ADA ramps are in fair and poor condition. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $25,518.00 $8,748.30 $0.00 $15,096.00 $40,559.24 $0.00 $18,766.04

East Side

WATER STREET [IH-37 TO COOPERS ALLEY] (20 BLOCK FACES, 3,800 FEET)

Water Street is a north-south running, two-way street. Land use is mainly commercial, hotel, parking, and restaurants. Sidewalks, curbs, and ADA ramps have recently been improved and are in good condition. There is little or no ROW for a planting strip, but there are trees every 100 yards within sidewalk cut-outs. Pedestrian lighting is present throughout the corridor and in good condition. There are bulb outs at each of the ADA ramps. The bulb outs and on-street parking protect pedestrians at street crossings. Most crosswalks along the corridor are in fair to poor condition. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $0.00 $4,395.84 $0.00 $19,167.00 $9,435.00 $377,707.08 $3,750.00 $3,809.12

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-24

SEA DISTRICT EXISTING CONDITIONS

Figure 3.7 – SEA District Existing Conditions

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-25

North Side

BELDEN STREET [CONCRETE AMPHITHEATER TO WATER STREET] (10 BLOCK FACES, 1,760

FEET)

Belden Street is an east-west running, two-way street. Land use is mainly commercial on the east end and industrial on the west. Sidewalks are in good to fair condition. Several sections of sidewalk are cracked and broken, and there is overgrowth. Several ADA ramps are missing, while those ramps present range from good to poor condition. There are no pedestrian lights. Planting strips are in poor condition and cover about 50 percent of the block faces. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $96,930.00 $20,750.10 $31,268.38 $92,463.00 $221,634.12 $3,750.00 $47,936.87

North Side

BREWSTER STREET [SAM RANKIN STREET TO AMERICAN BANK CENTER] (10 BLOCK FACES,

2,790 FEET)

Brewster Street is an east-west running, two-way street. Land use is mainly vacant land, parking, warehouse, and commercial uses. There is little or no infrastructure along the corridor except towards the convention center. There is ROW for a planting strip throughout the corridor as well as pedestrian lighting. Railroad tracks cross the pedestrian ROW towards N. Broadway Street that will need to be navigated around, similar to those conditions around N. Broadway Street and Mesquite Street. ADA ramps are in good condition at the intersection of Tancahua and Brewster. Planned improvements between Tancahua Street and Chaparral Street call for a re-alignment

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-26

and reconfiguration of the existing infrastructure to better accommodate pedestrian traffic. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $159,126.00 $53,463.18 $5,308.78 $52,290.00 $116,994.00 $273,378.72 $80,000.00 $12,896.84

West Side

CHAPARRAL STREET [N. BROADWAY STREET TO IH-37] (16 BLOCK FACES, 3,200 FEET)

Chaparral Street is a north-south running, two-way street. Land use is mainly commercial, civic buildings, and historic structures (Heritage Park). Sidewalks and curbs are in good to fair condition. Some sections of sidewalk need to be replaced due to cracking and uneven paving. Several block faces have three-by-three foot planter boxes with large over-story trees. Planting strips are in good to fair condition but do not have trees. Block faces with pedestrian lights are near the convention center. Several ADA ramps are in fair condition but still navigable. Bus stops throughout the corridor need amenities. Planned improvements between Brewster Street and Harbor Drive call for a re-alignment and reconfiguration of the existing infrastructure to better accommodate pedestrian traffic. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $118,880.00 $19,940.56 $12,335.63 $40,290.00 $128,316.00 $172,080.60 $117,350.00 $67,825.12

North Side

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-27

HARBOR DRIVE [PORT OF CORPUS CHRISTI TO N. BROADWAY STREET] (2 BLOCK FACES, 900

FEET)

Harbor Drive is an east-west running, two-way street which terminates at the Port of Corpus Christi. Land use is mainly the Port of Corpus Christi and a closed CCRTA ferry terminal. There is one section of sidewalk with curbs and a bus stop in good condition. There is no pedestrian lighting. ADA ramps and crosswalks are in good condition, but could be restructured or reconfigured to divert pedestrian traffic from the railroad ROW. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $0.00 $0.00 $0.00 $5,661.00 $14,498.08 $3,750.00 $0.00

North Side

HIRSCH STREET [N. BROADWAY STREET TO AMERICAN BANK CENTER] (6 BLOCK FACES, 598

FEET)

Hirsch Street is an east-west running, two-way street. Land use is mainly parking and civic, including the convention center. Sidewalks and curbs are in excellent to fair condition. One block face is missing sidewalks, but has curbs in poor condition. ADA ramps have been updated and are in excellent condition, when present. There is no pedestrian lighting except for one block face outside of the convention center. One block face has a planting strip. There is limited ROW available for additional landscape improvements. Planned improvements between Mesquite Street and Chaparral Street call for a re-alignment and reconfiguration of the existing infrastructure to better accommodate pedestrian traffic. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $32,310.00 $10,159.02 $896.70 $14,400.00 $15,096.00 $48,882.36 $40,000.00 $17,101.71

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-28

South Side

HUGHES STREET [N. BROADWAY STREET TO CHAPARRAL STREET] (4 BLOCK FACES, 625

FEET)

Hughes Street is an east-west running, two-way street. Land use is parking, industrial, and historic properties. Sidewalk conditions range from excellent to poor. Sidewalks are missing at the western end of the corridor. Planting strips are in good condition, but trees are needed. Brick pavers between Chaparral Street and Mesquite Street on the south side may be of historic significance. There are utilities within the pedestrian ROW at Mesquite Street and Broadway Street. Pedestrian lighting is present on one block face. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $23,160.00 $6,723.90 $5,382.40 $18,870.00 $33,991.72 $0.00 $6,231.55

North Side

FITZGERALD STREET [N. BROADWAY STREET TO SHORELINE BOULEVARD] (8 BLOCK FACES,

1,464 FEET)

Fitzgerald Street is an east-west running, two-way street. Land use is mainly parking, vacant land, potential historic structures, and industrial. Sidewalk, curb, and driveway conditions vary from good to poor throughout the corridor. Many of the ADA ramps and crosswalks are missing or in fair condition. Only two of the six block faces have pedestrian lighting. There is no planting strip; there are large palm trees within the pedestrian ROW along several of the block faces.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-29

Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $59,379.00 $19,917.20 $33,984.81 $60,384.00 $136,643.38 $0.00 $23,042.87

East Side

MESQUITE STREET [CHAPARRAL STREET TO IH-37] (17 BLOCK FACE, 3,332 FEET)

Mesquite Street is a north-south running, two-way street. Land use is commercial with historic buildings and culturally significant sites. Recent renovations to the old county courthouse were completed in 2003, but the surrounding grounds are in poor condition. Over half of the sidewalks are either missing or in fair condition. Sidewalks are cracked, uneven, and/or un-navigable. Curb conditions rank from fair to poor for a majority of the corridor. There is no pedestrian lighting. Planting strips range from good to fair, when present. Planting strips have grass or large palm trees. Some ADA ramps and crosswalks have recently been updated; however, some ramps are missing. Several ramps have utilities within the pedestrian ROW. Bus stops throughout the corridor need amenities. Planned improvements between Hirsch Street and Brewster Street call for a re-alignment and reconfiguration of the existing infrastructure to better accommodate pedestrian traffic. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $147,270.00 $34,021.56 $43,782.05 $19,890.00 $143,412.00 $217,032.50 $19,750.00 $68,527.09

North Side

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-30

PALO ALTO STREET [N. BROADWAY STREET TO SHORELINE BOULEVARD] (8 BLOCK FACES,

1,451 FEET)

Palo Alto Street is an east-west running, two-way street. Land use is predominantly commercial with some vacant and residential. Sidewalks are cracked, broken, or missing and range from fair to poor. Several of the driveways are in poor condition and are un-navigable. Planting strips are in fair to poor condition, but there are large palm trees on some of the block faces. There is no pedestrian lighting. Some ADA ramps have been updated, but others are missing or need to be replaced. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $65,250.00 $17,713.50 $22,589.26 $52,836.00 $139,339.10 $0.00 $28,729.23

South Side

PORT AVENUE [STROMAN STREET TO N. BROADWAY STREET] (6 BLOCK FACES, 2,961 FEET)

Port Avenue is an east-west running, two-way street. Land use is mainly industrial with recreation (Whataburger Field), parking, and vacant land set aside for a future water park. Sidewalks, curbs, driveways, ADA ramps, and crosswalks have recently been updated. There are no pedestrian lights along the corridor. Only one block face has a planting strip, otherwise sidewalks are up against curb. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $4,800.00 $960.00 $0.00 $19,638.00 $139,638.00 $262,779.21 $0.00 $2,160.00

North Side

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-31

POWER STREET [CONCRETE AMPHITHEATER TO SHORELINE BOULEVARD] (10 BLOCK FACES,

1,786 FEET)

Power Street is an east-west running, two way street. Land use is mainly industrial on the western end and then becomes commercial, residential, and vacant. Over half of the sidewalks are in fair or poor condition or missing. Driveways are in fair or poor condition (cracked or uneven). Several sections of curb are separating from the sidewalk and are in fair or poor condition. Utility poles, manhole covers, and fire hydrants are within the pedestrian ROW or within the planting strip. There is no pedestrian lighting. Planting strips are in fair condition, having only grass. ADA ramps range from good to fair. Bus stops need amenities. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $56,214.00 $26,201.52 $21,899.64 $75,480.00 $211,245.24 $3,750.00 $40,007.04

South Side

RESACA STREET [N. BROADWAY STREET TO SHORELINE BOULEVARD] (6 BLOCK FACES,

1,090 FEET)

Resaca Street is an east-west running, two way street. Land use is mainly civic facilities, vacant land, and parking. Only two block faces between Shoreline Boulevard and Chaparral Street have sidewalks, which are in good condition; the remainder of the corridor is missing sidewalk, ADA ramps, and curbs. Only one block face has pedestrian lighting. Utility poles and manhole covers are within the pedestrian ROW. Several ADA ramps are missing or noncompliant throughout the corridor. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $37,410.00 $13,708.08 $5,592.65 $32,079.00 $126,890.08 $0.00 $7,205.01

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-32

West Side

SAM RANKIN STREET [W. BROADWAY TO PORT AVENUE] (6 BLOCK FACES, 1,615 FEET)

Sam Rankin Street is a north-south running, two-way street. Land use is predominately industrial with some vacant land and parking. There are no infrastructure improvements along the corridor. There is ROW for pedestrian improvements, including sidewalks, curbs, ADA ramps, pedestrian-level lighting, and landscape buffer. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $74,790.00 $36,048.78 $11,479.65 $64,158.00 $156,684.68 $0.00 $1,801.80

West Side

TANCAHUA STREET [PORT AVENUE TO IH-37] (10 BLOCK FACES, 2,856 FEET)

Tancahua Street is a north-south running, two-way street. Land use is mainly industrial with a several commercial buildings, connecting IH-37 to Whataburger Field. Sidewalks and curbs are in good condition, although some sections are missing. All ADA ramps have been recently updated and are in good or excellent condition. Several of the crosswalks need to be restriped. There is no pedestrian lighting throughout the corridor. There are no planting strips, but limited ROW in a few sections may limit installation. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $40,620.00 $19,578.84 $21,908.05 $133,977.00 $341,220.88 $0.00 $19,373.21

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-33

West Side

WATER STREET [RESACA STREET TO BELDEN STREET] (8 BLOCK FACES, 1,442 FEET)

Water Street is a north-south running, two-way street. Land use is mainly commercial, with some residential and vacant land. The street connects both the American Bank Center Convention Center and Nueces County Courthouse. Sidewalk conditions range from good to poor throughout the corridor, containing several sections that are cracked and filled with debris or uneven. Several of the driveways are in poor condition and need to be replaced. The planting strips are in fair or poor condition and have grass and trees that impede the pedestrian ROW. One block face has pedestrian lights. One block face between Fitzgerald Street and Resaca Street needs to be re-aligned to improve connectivity to surrounding block faces. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $53,934.00 $22,456.38 $5,172.15 $7,566.00 $54,723.00 $172,256.56 $0.00 $48,696.11

West Side

W. BROADWAY STREET [BURNS STREET TO IH-37] (11 BLOCK FACES, 2,587 FEET)

W. Broadway Street is north-south running, two-way street. Land use is vacant with connections to some residential uses; the street is the western border of the SEA District. There is in no infrastructure along the corridor except for one section in front of an apartment complex. Sidewalks, ADA ramps, and curbs are in fair condition. There is no pedestrian lighting. The planting strip is in fair condition, but needs trees.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-34

Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $140,070.00 $67,513.74 $0.00 $118,881.00 $302,718.44 $0.00 $3,787.20

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-35

NORTH BEACH EXISTING CONDITIONS

Figure 3.8 – North Beach Existing Conditions

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-36

North Side

BEACH AVENUE [SH-181 TO BEACH AVENUE PARK] (8 BLOCK FACES, 1,350 FEET)

Beach Avenue is an east-west running, two-way street. Land use is mainly commercial and residential with hotels at the eastern end of the corridor. Sidewalks and curbs are in poor condition throughout the corridor. Driveways are un-navigable and should be replaced. There are some utility poles within the planting strip, which are overgrown and in poor condition. There are no pedestrian lights. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $74,970.00 $33,677.34 $5,298.30 $54,723.00 $145,842.20 $0.00 $22,194.82

North Side

BREAKWATER AVENUE [SURFSIDE BOULEVARD TO N. SHORELINE BOULEVARD] (2 BLOCK

FACES, 375 FEET)

Breakwater Avenue is an east-west running, two-way street. Land use is predominately commercial, retail, and parking. Sidewalks and curbs are in fair condition. Utility poles and parking meters are within the pedestrian ROW. On-street parallel parking provides some protection for pedestrians. There are no pedestrian lights throughout the corridor. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $8,490.00 $0.00 $6,055.20 $15,096.00 $19,605.08 $0.00 $4,671.85

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-37

North Side

BRIDGEPORT AVENUE [SURFSIDE BOULEVARD TO N. SHORELINE BOULEVARD] (2 BLOCK

FACES, 375 FEET)

Bridgeport Avenue is an east-west running, two-way street. Land use is mainly commercial, retail, and parking. Sidewalks, curbs, and driveways are in fair condition. Utility poles and parking meters are within the pedestrian ROW. On-street parallel parking provides some protection for pedestrians. There are no pedestrian lights, but a there are some cut outs in the concrete for large palm trees. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $0.00 $0.00 $0.00 $15,096.00 $35,533.04 $0.00 $0.00

South Side

BURLESON STREET [SH-181 TO BURLESON BEACH PARK] (5 BLOCK FACES, 1,143 FEET)

Burleson Street is an east-west running, two-way street. Land use is mainly vacant land with some retail (a gas station and a hotel at the western end of the street). Sidewalks are in fair condition, but are adjacent to the street, a major connector street between SH-181 and the beach. There is no planting strip or pedestrian lighting. There are no pedestrian warning signs or striping for crossing at the west end at SH-181. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $57,360.00 $20,995.92 $5,003.95 $50,949.00 $125,970.40 $0.00 $31,487.20

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-38

East Side

COASTAL AVENUE [SURFSIDE BOULEVARD TO N. SHORELINE BOULEVARD] (2 BLOCK FACES,

375 FEET)

Coastal Avenue is an east-west running, one-way street that connects to the commercial corridor to the beach. Land use is commercial property and hotel parking. Sidewalks, curbs, and driveways are in fair condition. Sidewalks are adjacent to the street, but there is some on-street parallel parking providing some protection for pedestrians. There is no pedestrian lighting or planting strip. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $18,300.00 $0.00 $0.00 $15,096.00 $41,963.60 $0.00 $8,021.50

North Side

ELM STREET [TIMON BOULEVARD TO SURFSIDE BOULEVARD] (2 BLOCK FACES, 175 FEET)

Elm Street is an east-west running, two-way street. Land use is retail and accommodation including restaurant and hotel parking. There is no infrastructure present on the south side of the block. Sidewalks on the north side are in fair condition, but are adjacent to the road. There is no planting strip or pedestrian lighting. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $8,670.00 $1,677.36 $0.00 $7,548.00 $20,889.64 $0.00 $2,274.95

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-39

North Side

GOLF PLACE [SURFSIDE-TIMON BOULEVARD TO GOLF PLACE BEACH PARK] (2 BLOCK FACES,

485 FEET)

Golf Place is an east-west running, two-way street. Land use is mainly vacant, accommodations (a hotel without direct access to the street), and beach access. Sidewalks on the north side of the corridor are in poor condition with much of the sidewalk deteriorating or covered with debris. Curbs are also in poor condition and extend along about 50 percent of the block face. There is no pedestrian lighting. There are no improvements on the south block face. There are several large palm trees that are within the pedestrian ROW. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $26,940.00 $12,985.08 $0.00 $22,644.00 $57,822.48 $0.00 $3,497.62

West Side

GULF BREEZE BOULEVARD [GULFSPRAY AVENUE TO BEACH AVENUE] (6 BLOCK FACES,

1,061 FEET)

Golf Breeze Boulevard is a north-south running, two-way street. Land use is mainly residential and commercial with several large hotels. There is no infrastructure along this corridor. Only a few driveways are present and most are in fair condition comprised of crushed stone or asphalt.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-40

Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $57,840.00 $27,878.88 $5,887.00 $45,288.00 $126,105.28 $0.00 $924.00

South Side

GULFSPRAY AVENUE [SURFSIDE-TIMON BOULEVARD TO GULFSPRAY BEACH PARK] (3 BLOCK

FACES, 650 FEET)

Gulfspray Avenue is an east-west running, two-way street. Land use is mainly hotels, vacant, and beach access. Only the south side of the corridor has sidewalks, curbs, and driveways, but all improvements are in fair condition and do not extend along the full length of corridor. There is no pedestrian lighting. Several large trees and bushes can be found on the south side of the corridor and are in good condition. Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $36,420.00 $17,554.44 $7,863.35 $30,192.00 $49,845.52 $0.00 $13,976.28

North Side

SURFSIDE PARK BOULEVARD [SURFSIDE-TIMON BOULEVARD TO SURFSIDE BEACH PARK] (4

BLOCK FACES, 1,368 FEET)

Surfside Park Boulevard is a northeast-northwest running, one-way street that connects to Surfside Park Boulevard. Land use includes parking, a few hotels, and beach access. There are limited improvements, including some curbs towards the beach near parking. There are no sidewalks or pedestrian lighting and the roadway itself is in poor condition.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-41

Sidewalks Curb Driveway Pedestrian Landscaping + Street Demolition Lighting Irrigation Amenities Costs $82,710.00 $39,866.22 $12,657.05 $69,819.00 $171,805.32 $0.00 $8,895.64

West Side

N. SHORELINE BOULEVARD [PEARL AVENUE TO COASTAL AVENUE] (6 BLOCK FACES, 1,065

FEET)

N. Shoreline Boulevard is a north-south running, one-way street. Land use is mainly retail. The street connects to beach access points as well as the Texas State Aquarium and the U.S.S. Lexington. Conditions along corridor vary from fair to poor infrastructure. The planting strips have a few palm trees, but are mostly grass and sandy soil. On- street parallel parking provides some protection for pedestrians. There is no pedestrian lighting. Sidewalks Curb Driveway Bike Lane Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs $9,060.00 $4,366.92 $0.00 $3,879.00 $32,079.00 $86,172.68 $1,750.00 $9,349.14

West Side

SURFSIDE-TIMON BOULEVARD [BEACH AVENUE TO BURLESON STREET] (31 BLOCK FACES,

6,198 FEET)

Surfside-Timon Boulevard is a north-south running, two-way street divided by a large grassy median with a few palm trees dispersed throughout. South bound lanes between Beach Avenue and Elm Street are “Timon Boulevard” and north bound lanes are “Surfside Boulevard”. Land use is commercial, retail, vacant, park, and hotel. Where

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-42

there are sidewalks, most are in good or excellent condition. However, a majority of the corridor, north of Burleson Street, has no infrastructure, including those block faces with a transit stop which has only a sign. There is no pedestrian lighting or planting strips. Excluding the area around the Texas State Aquarium, there are very few ADA- accessible ramps and those that do exists are in poor condition. Sidewalks Curb Driveway Pedestrian Landscaping Street Demolition Lighting + Irrigation Amenities Costs Surfside $93,942.00 $65,272.44 $15,600.55 $156,621.00 $404,128.70 $5,250.00 $22,147.61 Boulevard Timon $106,230.00 $51,202.86 $14,465.20 $92,463.00 $298,224.56 $14,750.00 $19,370.80 Boulevard

Recommend that future improvements be focused within the median dividing the roadway creating a pedestrian plaza (Figure 3.9 – Before and After: Surfside-Timon Boulevard).

Before After

Figure 3.9 – Before and After: Surfside – Timon Boulevard

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-43

FACILITIES ADA IMPROVEMENTS

In addition to the streetscape inventory, the conditions surrounding and connecting the South Texas Art Museum and Barge Dock parking lot were identified as part of a 2012 bond initiative. General improvements in this area include improvements to the ADA accessible route from the Barge Dock and Art Museum west parking lots to the American Bank Center, Water Garden, and Art Museum. Recommended improvements include sidewalks, curbs, and ADA ramps to better facilitate access to transit.

SUMMARY

SIDEWALKS, DRIVEWAYS, CURB Before

Pedestrian infrastructure conditions varied greatly depending on the inventory area. There were many block faces that were without sidewalks, especially in the North Beach area along Timon and Surfside Boulevards. Driveway conditions varied as well. Curbs were generally present, but they varied in Figure 3.10 – Before and After: condition. Infrastructure that negatively affects safe Tancahua Street access for pedestrians to transit will be After recommended for replacement, if they are to be found in fair or poor condition or if the infrastructure is missing.

LANDSCAPING

Similar to the conditions of the sidewalks, curbs, and driveways, planting strip landscaping varied from block face to block face. Any trees found within the planting strip of a given block face serve as a natural buffer between pedestrians and vehicles and earn a landscaping a minimum ranking of good. For both beautification and safety purposes, landscape buffers are recommended to be installed in the planting strips, where ROW is available (Figure 3.10 – Before and After: Tancahua Street).

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-44

PEDESTRIAN LIGHTING

Out of 403 block faces included in the inventory, only a small portion of the block faces have pedestrian lighting. For safety reasons, pedestrian-oriented lighting should be installed at all transit stops and is recommended for safe sidewalks regardless of surrounding land-use.

ADA RAMPS AND CROSSWALKS

Most corridors need ADA ramp and crosswalk upgrades, excluding the recently improved areas along Staples Street and Water Street. ADA ramps ensure safe connectivity for people who are mobility impaired and good crosswalks are needed by all pedestrians.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-45

BIKE LANES

The City identified two corridors during our initial planning phase where bike lanes would be utilized to connect within the bike network: Santa Fe Street between Morgan Avenue and Louisiana Avenue, and Alameda Street between Lipan Street and Ayers Street in the Downtown study area. Striped bike lanes would extend down either side of the roadway in each direction for approximately 1.6 miles or 17,166 feet on Alameda Street and .85 miles or 8,710 feet on Santa Fe Street.

Santa Fe – Bike Lane $26,130

Figure 3.11 – Santa Fe Street

Alameda St – Bike Lane $51,498

Figure 3.12 – Alameda Street

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 3-46 4

CHAPTER 4 – CAPITAL COSTS

This chapter summarizes the Master Plan capital costs. Unit costs and aggregate component, district, and corridor costs are provided in the tables and charts in this chapter. FTA may fund up to 80 percent of the eligible capital costs. Eligible activities can include construction and soft costs, like preliminary engineering, design, value engineering, and construction administration and management. The local commitment is a minimum of 20 percent for eligible costs and 100 percent for non-eligible costs. Table 4.1 shows the estimated capital costs.

Table 4.1 – Estimated Project Costs Component Cost Total Corridor Costs $24,383,580 Facilities ADA Access Improvements $400,000 Total $24,783,580

2013 INFRASTRUCTURE CAPITAL COSTS

Table 4.2 presents the unit costs for the Master Plan. These are a combination of recent Texas Department of Transportation (TxDOT) and the City unit cost averages. See Appendix B, Corridor Capital Costs.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 4-1

Table 4.2 – Unit Cost Basis for Streetscape Infrastructure Capital Costs Item Unit Unit Cost Concrete Sidewalks (min. 5 feet) SF $6.00 Textured Concrete Sidewalks (min. 5 feet) $8.00 Curb and Gutter LF $14.46 Driveway Bibs SF $8.41 ADA Ramps [single design] EA $3,000 Pedestrian Lighting – Conventional EA $1,887.00 Concrete Bike Lane SF $6.00 Striped Bike Lane LF $3.00 Landscaping Drought-Resistant Overstory Trees (Palm) EA $1,000.00 Tree Grate EA $400.00 Sod/Ground Cover SF $2.88 Drip Irrigation LF $25.00 Street Amenities Aluminum Bench EA $2,000.00 Waste Receptacles EA $1,750.00 Transit Shelter EA $10,000.00 Concrete Pad EA $5000.00 Bollards EA $1,000 Way-Finding EA $8,000 Crosswalks EA $200.00 Demolition EA Demo-Sidewalk SF $2.63 Demo-Curb LF $12.53 Demo-Driveway SF $1.32

Figures 4.1, 4.2, and 4.3 show component cost by area: SEA District, Downtown and North Beach.

Figure 4.1 – SEA District Component Costs

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 4-2

Figure 4.2 – Downtown Component Costs

Figure 4.3 – North Beach Component Costs

FACILITIES ADA ACCESS IMPROVEMENTS

As part of the 2012 bond package, $400,000 in ADA improvements will improve ADA accessibility into the Art Museum, American Bank Center, and Water Garden through the improvement of access routes from the Art Museum’s west parking lot and Barge Dock parking lot (Appendix C). An access agreement between the City and CCRTA would need to be implemented to take full benefit of these improvements by adding an additional transit stop. At this time, these improvements are currently located within a half-mile of several CCRTA transit stops on Chaparral Street.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 4-3

SUMMARY

Table 4.3 summarizes the corridor costs by area.

Table 4.3 – LCI Corridor Costs By Area SEA District Cost Downtown Cost North Beach Cost Belden Street $437,400 Alameda Street $724,450 Beach Avenue $336,700 Brewster Street $837,900 Artesian Street $74,300 Breakwater Avenue $53,900 W. Broadway Street $633,000 Chaparral Street $794,900 Bridgeport Avenue $50,650 Chaparral Street $754,150 Coopers Alley $258,650 Burleson Street $291,800 Harbor Drive $23,900 Furman Avenue $195,400 Coastal Avenue $83,400 Hirsch Street $199,550 Hancock Street $93,750 Elm Street $41,100 Hughes Street $94,400 Lawrence Street $127,000 Golf Place $123,900 Fitzgerald Street $333,350 Leopard Street $601,300 Gulf Breeze Boulevard $263,950 Mesquite Street $588,400 Lipan Street $555,400 Gulfspray Avenue $155,850 Palo Alto Street $376,800 Mestina Street $132,600 N. Shoreline Boulevard $146,700 Port Avenue $426,200 Mesquite Street $796,150 Surfside Park Boulevard $385,750 Power Street $434,800 Ocean Drive $968,400 Surfside-Timon Boulevard $1,451,650 Resaca Street $222,900 Peoples Street $115,000 Sam Rankin Street $422,300 Santa Fe Street $26,150 Tancahua Street $576,700 Schatzell Street $325,600 Water Street $364,800 Staples Street $1,183,200 Twigg Street $240,450 Waco Street $108,700 Water Street $418,300 Sub-Total $6,726,550 $7,739,700 $3,385,350 Shared Infrastructure Costs: ADA Ramps $168,000 $465,000 $216,000 Crosswalks $13,200 $34,000 $8,800 Sub-Total + Shared $6,907,750 $8,238,700 $3,610,150 Infrastructure 10% Contingency $690,775 $823,870 $361,015 20% Soft Costs $1,381,550 $1,647,740 $722,030 Total $8,980,075 $10,710,310 $4,693,195

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 4-4 5

CHAPTER 5 – BENEFITS Pedestrian and transit infrastructure can benefit a community in a number of ways. This chapter examines how the proposed Master Plan will create benefits in the following areas:

 State of Good Repair

 Livability/Sustainability

 Economic Competitiveness

 Safety and Health

 Transit Ridership/Pedestrian Activity

 Emission Reductions

The benefit criteria have been studied by a variety of nationally recognized authorities, including the Transit Coordination Research Program (TCRP), Transportation Research Board (TRB), National Research Council (NRC), and Governmental Accountability Office (GAO), where methods have been developed for predicting and developing qualitative and quantitative benefits associated with the implementation of these types of improvements.

STATE OF GOOD REPAIR

The proposed improvements will repair or replace damaged and non-existing pedestrian and transit infrastructure throughout the SEA District, North Beach, and Downtown areas. The repair of this infrastructure to a usable level is important in ensuring safe and effective travel to residents and visitors of the City. Additionally, the pedestrian improvements create a comfortable space for people and are an important ingredient to the sustainability and vitality of the City. By enhancing the linkage between existing pedestrian infrastructure and transportation facilities will allow access to public transportation throughout the entire City.

LIVABILITY/SUSTAINABILITY

As mentioned in Chapter 2, DOT, EPA, and HUD united to plan for communities that are efficient consumers of housing, transportation, and energy use under the PSC. The

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-1

City has an opportunity to focus on smart development to improve its overall livability, provide better transit connectivity, develop more inviting streets, and create a sense of place.

As a PSC partner under the DOT, the FTA emphasizes the importance of transportation choices, including bus, biking, walking, or rail. The FTA has identified key transit elements that are encouraged under its funding participation in the PSC, such as:

 Transit Enhancements - Areas within ½ mile of a bus stop or transit terminal are eligible for federal funding for transit enhancements. Eligible improvements include repair and/or construction of sidewalks, curbs, ramps, driveways, and crosswalks. Landscaping and installation of street amenities, such as transit shelters, pedestrian-oriented lighting, benches, bike racks, and waste receptacles, are eligible for funding. The proposed projects will include pedestrian enhancements that will create a safe, inviting connection from the surrounding development to public transportation.

 Bicycle and Pedestrian Enhancements - Like the transit enhancement policies, the FTA provides funding for bicycle enhancements (e.g., bike racks and lockers); the eligible area for bike improvements is three miles from a bus stop or transit terminal.

 Art in Transit - This element supports the design and placement of art in and/or near transit facilities. The FTA encourages the participation of local artists.

The Master Plan improvements align with the principles outlined in the PSC and the key transit elements outlined by the FTA. A major goal of the proposed projects is to increase livability and walkability for residents and visitors to the area.

ECONOMIC COMPETITIVENESS

Infrastructure improvements that promote a walkable, mixed-use environment can generate economic benefits. These benefits include higher tax revenues, lower infrastructure costs, and opportunities to redevelopment and reuse blighted properties.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-2

HIGHER TAX REVENUES

A report by the American Public Transportation Association (APTA) supports the principle that investment in transit infrastructure yields increased property and sales taxes. The report, The Benefits of Public Transportation: Building Investment Value in Our Economy and Marketplace, studied not only large urban markets such as Portland, Oregon, and Dallas, Texas, but also smaller markets, such as Corpus Christi and Tampa, Florida. On average, property values that are within a five to ten minute walk from high-quality transit infrastructure are being valued for 20 percent to 25 percent more than comparable properties farther away.

The TIF District #3 estimates property tax increases stimulated by infrastructure improvements, including streetscape, sidewalk, crosswalk, public parking facilities, parks, public spaces, and public facilities among other improvements.1 The TIF District #3 planning document estimates that, over the TIF District #3’s 20-year lifespan, property values will increase over 320 percent and generate a $57.8 million tax increment. Part of this increment can be attributed to pedestrian infrastructure improvements that will create a more attractive environment for private development.

LOWER INFRASTRUCTURE COSTS

By investing in pedestrian infrastructure within its core, the City can encourage more compact redevelopment and smart growth opportunities. A recent study produced by the Environmental Protection Agency (EPA) states that “compact development patterns, higher density, mixed use … can reduce the costs of providing public infrastructure and delivering services.”2 Short- and long-term savings come from reduced costs of

1 TIF District #3 roughly follows the Downtown and SEA District boundaries but it excludes North Beach. http://ncagenda.co.nueces.tx.us/docs/2009/CC- REG/20090603_40/174_TIF%20Project%20Plan%20Apr09.pdf

2 Smart Growth and Economic Success: Benefits for Real Estate Developers, Investors, Businesses, and Local Governments, Environmental Protection Agency, Office of Sustainable Communities, December 2012. (http://www.epa.gov/smartgrowth/pdf/economic_success.pdf)

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-3

development for water, sewer, roads, drainage, utilities, as well as pedestrian improvements.

REDEVELOPMENT OPPORTUNITIES

Redeveloping industrial, neglected, or vacant properties within the study area can reduce infrastructure costs by taking advantage of past investments. Within the study area, there are over 8.7 million square feet of vacant land and 5.5 million square feet of industrial land. This land within the City’s core represents a significant redevelopment opportunity. By investing in infrastructure like pedestrian thoroughfares, a more attractive environment for private investment is created. (see Table 5.1 – Industrial and Vacant Figure 5.1 – Industrial and Vacant Property in Study Area Property in Study Area).

Table 5.1 – Industrial and Vacant Property in Study Area District Parcels Area (Sq ft) Downtown Vacant Land 621 4,606,506 Downtown Industrial Land 92 1,481,556 SEA District Vacant Land 93 1,332,994 SEA District Industrial Land 61 4,018,505 North Beach Vacant Land 313 2,767,831 Total Vacant Land 1027 8,707,331 Total Industrial Land 153 5,500,060

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-4

SAFETY AND HEALTH

Several of the PSC principles outlined early encourage a safe and healthy transit environment. These principles are reinforced through integrating street design and security measures to promote a sense of safety for all users of the transit corridors.

Street design should be appropriate to its context (rural, rustic, urban, and suburban), the relationship with buildings, adjoining uses, and open spaces, as well as other considerations. As development becomes denser, context will become more important due to the potential conflicts between different uses and building forms. These differences may become more intense and require innovative design solutions. A thorough understanding of the context may help identify when it is appropriate to blend in or when to stand out from the surroundings.

The Master Plan pedestrian improvements, if successfully implemented, will reflect design excellence. The improvements will add to the identity, durability, connectivity, and walkability of the Downtown, SEA District and North Beach study areas. For example, pedestrian-oriented lighting and appropriate landscaping, such as drought- tolerant palms, will increase overall safety of pedestrians and define the local character through the use of context-appropriate materials.

Institute of Transportation Engineer (ITE) report, Recommended Practice, Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, set guidelines for pedestrian design. The principle of context sensitivity supports urban design that ensures the comfort and safety of all users of a particular corridor, regardless of transportation mode (i.e., automobile, bicycle, or walking).

As shown in Figure 5.2, the area between the curb and the buildings has several zones.

Figure 5.2 – Context Sensitivity CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-5

These zones include areas for landscaping and/or street furniture, sidewalks, and setbacks between the edge of the public ROW and the face of the building, which property owners may use as they want. The sidewalk ideally should be wide enough to ensure maximum comfort for pedestrians. Within this Master Plan, the recommended sidewalk width is five feet and the planting strip width is two feet. Adjustments to the zones can be made as needed, such as foregoing curbside landscaping in order to accommodate on-street parking.

CRIME PREVENTION THROUGH ENVIRONMENTAL DESIGN (CPTED)

Crime prevention is an important topic for the City. The City suffers from a higher property and violent crime rate compared to the rest of the state. In the City, a person has a 6.5 percent chance of being a victim of property crime versus 4 percent statewide and a 0.71 percent chance of being a victim of violent crime versus 0.5 percent statewide.3 Criminal activity can be discouraged through the use of good urban design. CPTED is the field of study that looks at how good design can create safer places.

CPTED guidelines will be part of the final design of the proposed Master Plan improvements.4 According to the National Crime Prevention Institute, CPTED is “the proper design and effective use of the built environment which may lead to a reduction in the fear and incidence of crime, and an improvement of the quality of life.” CPTED is a concept that relates certain elements of good urban design to reducing the incidence of crime. In some communities, where CPTED has been successfully implemented, criminal activity has decreased by as much as 40 percent. CPTED involves four broad strategies, two of which relate to pedestrian improvements:

Natural Surveillance – A design concept directed primarily at keeping potential offenders easily observable. Features will maximize visibility of people, parking areas, and building entrances; doors and windows that look out onto streets and parking areas; pedestrian-friendly sidewalks and streets; front porches; and adequate nighttime

3 http://www.trulia.com/real_estate/Corpus_Christi-Texas/community-info/. Accessed June 27, 2013.

4 “Crime Prevention Through Environmental Design.” CPTED Security Training. http://cptedsecurity.com/cpted_design_guidelines.htm

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-6

lighting. The Master Plan will create pedestrian-friendly sidewalks that will encourage people to get out of their cars and into the public space.

Territorial Reinforcement – Physical design can create or extend a sphere of influence. Users then develop a sense of territorial control, which discourages potential offenders who perceive this control. Features will define property lines and distinguish private spaces from public spaces through the use of landscape plantings, pavement designs, gateway treatments, and fences. The Master Plan will include landscaping, lighting, and intersection treatments that define the public space and create a safer pedestrian experience.

PHYSICAL AND MENTAL HEALTH BENEFITS

Public health focuses on improving a population’s physical, mental, and social well- being. Public health and transportation share goals such as the reduction of air pollutants, the prevention of injuries or deaths related to traffic accidents, and improved physical and mental health. The Center for Disease Control (CDC) reports that physical activity is a major contributor to better health. Most public transit passengers walk to and from transit stops. Research has shown that walking contributes toward meeting weekly recommended exercise requirements. Information gathered from the 2009 National Household Travel Survey indicates that 15 percent of transit passengers walk 10 to 14 minutes, 13 percent walk 15 to 19 minutes, 11 percent walk 20 to 24 minutes, and 35 percent walk 30 minutes or more.

This analysis assumes that the average transit user will walk an additional 20 minutes per day, or the equivalent of one mile. The Land Transport, New Zealand’s Economic Evaluation Manual, provides monetary values related to the health benefits of switching from auto to public transportation, assuming increased walking or cycling. The reported benefit is $0.48 per mile walked (2007 U.S. Dollars).5 6

5 Litman, Todd. Evaluating Public Transportation Health Benefits, Victoria Transport Policy Institute. June 2010.

6 Land Transport New Zealand’s Economic Evaluation Manual, 2006

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-7

PEDESTRIAN LEVEL OF SERVICE (PLOS)

The condition of pedestrian infrastructure directly impacts the Bus Level of Service (BLOS), transit ridership, and environmental benefits. Priority corridors for improvement are those which deliver more benefits to transit passengers. A report prepared for the TCRP, TRB, and NRC, in association with Texas Transportation Institute (TTI), states the following:7

Quality of service directly measures passengers’ perception of the availability, comfort, and convenience of transit service. There are a number of factors that measure transit quality of service:

 Service coverage (near one’s origin and destination)

 Pedestrian environment

 Scheduling: frequency of service

 Amenities

 Transfers

 Total trip time

 Cost

 Safety and security

 Passenger Loads

 Appearance and comfort

 Reliability

Of the factors listed above, the following items address pedestrian quality of service:

Pedestrian Environment – Even if a transit stop is located within a reasonable walking distance of the origin and destination, the areas around the transit stop must provide a comfortable walking environment for transit users. The proposed project will enhance the pedestrian environment surrounding transit stops in the project area.

7 “Transit Capacity and Quality of Service Manual” TRB, Kittelson and Associates, Inc. Accessed 10-6-12 http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp100/part%200.pdf

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-8

Amenities – The amenities that are provided within the walking distance of transit stations and bus stops help make transit more comfortable and convenient for transit users. Typical amenities include benches, shelters, informational signage, and waste receptacles. Amenities that will be beneficial to pedestrians and transit riders will be included.

Safety and Security – Passenger perception of safety must be considered in addition to actual conditions. Transit corridors and stops must be well lit. Planting strips can provide barriers between pedestrians and vehicles. Development of the proposed pedestrian improvements will use a multidisciplinary approach to deterring criminal behavior through environmental design, as discussed previously in the section on safety.

Appearance and Comfort – Having aesthetically pleasing and comfortable transit stops with amenities, pedestrian lighting, and landscaping improves transit’s image, which is especially important when trying to attract choice riders, or riders who choose not to drive. The proposed infrastructure development will include amenities such as pedestrian-oriented lighting and landscaping.

Table 5.2 – PLOS Ranking Scale Removed Removed Removed Removed Removed Full Infrastructure Inventory Inventory Inventory Inventory Inventory PLOS Grade Treatment Element Element Element Element Element (-1 to -2) (-3 to -4) (-5 to -6) (-7 to -8) (-9 to -10) Total Rank A 0 to 6 0 to 5 0 to 4 0 to 3 0 to 2 0 to 1 B 7 to 13 6 to 11 5 to 9 4 to 7 3 to 5 2to 3 C 14 to 19 12 to 16 10 to 13 8 to 10 6 to 7 4 D 20 to 286 17 to 22 14 to 18 11 to 14 8 to 10 5 to 6 E 27 to 32 23 to 27 19 to 22 15 to 17 11 to 12 7 F 33 to 39 28 to 33 23 to 27 18 to 21 13 to 15 8 to 9 The relationship between an improved pedestrian environment and its contribution to a better transit service and increased ridership has been documented in several studies nationwide. The most recent research is included in the 2009 Quality and Level of Service Handbook, prepared by the Florida Department of Transportation (FDOT). The handbook addresses the relationship between the pedestrian environment, which is measured in PLOS, and the bus service performance, which is measured in BLOS. The

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-9

handbook presents evidence of a positive relationship between the quality of the pedestrian environment and the quality of the bus service.

There are seven infrastructure categories, including sidewalks, curbs, driveways, pedestrian landscaping, pedestrian-oriented lighting, ADA ramps and crosswalks, that equal 13 elements that could be ranked per block face. Each block face element was ranked, summed, and assigned a PLOS grade. After the improvements are made, a block face could have an elevated PLOS grade of an A or B (Appendix D). Block faces that are already at an acceptable level of service will not be improved.

Table 5.2 lists the conversion from cumulative individual infrastructure rankings to PLOS per block face, depending on the number of total applicable infrastructure items that required rankings. If a given block face had less applicable infrastructure elements eligible for rankings, a different ranking scale was used.

PLOS scores were created for the differential improvement between the existing conditions and after the recommended improvements in this Master Plan, resulting in a ranking score of A. The full listing of Table 5.3 – Summary of Current PLOS Rankings PLOS rankings for all 403 block faces in PLOS Score Number of Block A 6 the inventory is included in Appendix D. B 35 C 96 Tables 5.3 and 5.4 summarize the D 121 number of block face per PLOS grade E 76 F 69 and average corridor rankings, respectively.

Table 5.4 – Corridor PLOS Grades by District SEA District PLOS Downtown PLOS North Beach PLOS Corridors Grade Corridors Grade Corridors Grade Belden St. D Alameda St. E Beach Ave. E Brewster St. D Artesian St. E Breakwater Ave. C W. Broadway F Chaparral St. E Bridgeport Ave. C Chaparral St. D Coopers Alley D Burleson St. E Harbor Dr. C Furman Ave. F Coastal Ave. D Hirsch St. C Hancock St. F Elm St E Hughes St. D Lawrence St. C Golf Pl. E Fitzgerald St. D Leopard St. D Gulf Breeze Blvd. F Mesquite St. D Lipan St. D Gulfspray Ave. F

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-10

Palo Alto St. E Mestina St. D N. Shoreline Blvd. D Port Ave. B Mesquite St. C Surfside Park Blvd. F Power St. D Peoples St. D Surfside-Timon Blvd. E Resaca St. D Schatzell St. B Sam Rankin St. F Ocean Dr. E Tancahua St. C Staples St. D Water St. E Twigg St. D Waco Ave. E Water St. C

TRANSIT RIDERSHIP/PEDESTRIAN ACTIVITY

Pedestrian infrastructure improvements lead to fewer automobile trips in two ways: increased transit ridership and increased pedestrian activity. Fewer automobile trips within a given area lead directly to a reduction in the amount of air pollutants that are emitted by vehicles. This section discusses how reduced automobile trips, through the increase in transit ridership and pedestrian activity, will ultimately bring reduced emission benefits to the region.

Most transit users start and/or end a trip as a pedestrian. Streetscape improvements make accessing transit easier, resulting in higher transit ridership as some drivers choose to use transit over driving.

The close relationship between an improved pedestrian environment and its contribution to be better transit service and increased ridership has been documented in several studies nationwide. The 2009 Quality and Level of Service Handbook, prepared by

FDOT, has established a Table 5.5 – PLOS Adjustment Factors on BLOS relationship between the quality PLOS Grade Adjustment Factor on BLOS A 1.15 of the PLOS and bus ridership, B 1.10 designated BLOS, as shown in C 1.05 D 1.00 Table 5.5. E 0.80 F 0.55 The difference between a PLOS A (1.15) and a PLOS B (1.10), as shows in Table 5.5, is a BLOS adjustment of five percent. This five percent increase in BLOS equates to a five percent increase in transit ridership. The expected ridership increases for each possible PLOS change are similarly calculated.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-11

Using the difference between before and after PLOS scores, along with the ridership data provided by CCRTA, the estimated increase in ridership at each bus stop was calculated. Using the methodology described above, the streetscape improvements in this Master Plan are projected to add another 400 riders a day by improving the PLOS and making transit easier to access in the inventory areas. This represents an 11 percent increase in transit ridership within the districts, attributable to improving the pedestrian realm.

The 400 added transit trips will result in a total of 800 one way daily single-occupant

Table 5.6 – VMT and Cold Start Reductions from vehicle trips removed. According Increased Transit Activity to the APTA 2010 Public Benefit Amount Additional Transit Users 400 Transportation Fact Book, the Trips Removed 800 Cold Starts Reduced 800 average vehicle trip length is 5.2 VMT Daily Reduction 4,160 miles. For 800 removed vehicle VMT Annual Reduction 1,518,400 trips, this equates to a daily reduction of 4,160 (800*5.2) Vehicle Miles Traveled (VMT), as shown in Table 5.6.

The second way in which streetscape improvements lead to fewer automobile trips is by facilitating increased pedestrian activity. A high-quality pedestrian environment makes walking more feasible and appealing than without improvements. Proactive measures to facilitate pedestrian activity can result in a one-for-one replacement of auto trips of one- quarter mile or less with a pedestrian trip8. Some longer auto trips may also be replaced if good pedestrian infrastructure brings desirable destination within reach, eliminating the need to drive to a location much farther away.

Emission benefits generated by improved bike and pedestrian facilities are outlined in the Texas Guide to Accepted Mobile Source Emission Reduction Strategies and take into account the following factors:

 Average Annual Daily Traffic (AADT)

8 “Texas Guide to Accepted Mobile Source Emission Reduction Strategies.” TxDOT Aug07. http://moser.tamu.edu/docs/Texas.Guide.to.Accepted.Mobile.Source.Emission.Reduction.Strategies_Aug 07.pdf

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-12

 Source – CCMPO9

 Percent Mode Shift (PMS) from Driving to Bike/Pedestrian

 Source – Texas Guide to Accepted Mobile Source Emission Reduction Strategies (.004) 10

 Length of Facility (L)

 Length of segments (0.25 miles)

 Emission Factor (EF)

The recommended formulas are the following:

AADT * PMS = Daily Reduced Automobile Trips

AADT * PMS * L * EF = grams per day emission benefit

Using CCMPO Traffic Count Portal data, average annual daily traffic counts were obtained11 along select corridors within the study area. The data for each corridor was averaged in order to obtain a traffic count for each corridor. The corridor averages were then aggregated. The result is 61,868 daily trips. By multiplying the AADT by the PMS, traffic is projected to decrease by 248 vehicles over each 24-hour period as a result of the streetscape improvements included in this Master Plan. Since PLOS improvements can spur the replacement auto trips of one-quarter mile or less with a pedestrian trip, a reduction of 248 vehicles each making a quarter-mile trip represents a daily VMT reduction of 62 miles. Each vehicle trip removed also corresponds to the removal of two cold starts. The VMT and cold starts reductions that result from increased pedestrian activity are summarized in Table 5.7.

9 “2011 Corpus Christi District Transit Map.” TxDOT Accessed 5-12-13 http://ftp.dot.state.tx.us/pub/txdot- info/tpp/traffic_counts/2011/crp_base.pdf 10“Texas Guide to Accepted Mobile Source Emission Reduction Strategies.” TxDOT Aug07. Accessed 10- 6-12. http://moser.tamu.edu/docs/Texas.Guide.to.Accepted.Mobile.Source.Emission.Reduction.Strategies_Aug 07.pdf 11 www.ccmpogisportal.org/cms

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-13

Table 5.7 – VMT and Cold Start Reductions from Increased Pedestrian Activity Benefit Amount Reduced Vehicles 248 Cold Starts 496 VMT 62

EMISSIONS BENEFITS

The combined reduction in VMT and cold starts from increased transit ridership and pedestrian activity are shown in Table 5.8. The transit and pedestrian activity annual VMT reductions are based on 365 days.

Table 5.8 – VMT and Cold Start Reductions from Increased Transit Ridership and Pedestrian Activity Benefit Amount Total Daily VMT Reduction 4,160 Total Daily Cold Start Reduction 1,123 Total Annual VMT Reduction 1,518,400 Total Annual Cold Start Reduction 409,895

Reductions in VMT and cold starts equate to reduced emissions of three types of air pollutants. These are Nitrogen Oxides (NOx), Volatile Organic Compounds (VOC), and Carbon Monoxide (CO).

Emissions estimates were calculated using a 3:1 ratio of light duty gasoline vehicles to trucks, operating at 30 mph (for city averages) and 2.5 mph (for heavy traffic). These were then averaged out between two peak traffic hours (8:00 AM and 6:00 PM) to find the total emissions. Tables 5.9, 5.10, and 5.11 presents the emission reductions based on emission factors developed by the EPA for the Houston-Galveston region.12

12 Emission factors for the Houston-Galveston region were used for Corpus Christi because of their similar climates, which affect the production of emissions. There are no emission factors for Corpus Christi specifically because the area is in air quality attainment and not required by the EPA to model emission reductions.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-14

Table 5.9 – Emission Reductions from Transit Activity Daily Daily Daily Vehicle Net Daily Annual Conversion Conversion Type of VMT Emission Vehicle Net Tons to Pounds to Tons Emission Reduced Factors Grams Reduced Reduced Reduced (2 trips) grams/mile Reduced (365) (0.0022046) (0.0005) NOx 4,160 0.4760 2,042 4.5 0.002 0.82 VOC 4,160 0.5694 2,505 5.52 0.003 1.01 CO 4,160 4.5711 20,161 44.45 0.022 8.11 Total 24,707.8 54.5 0.027 9.9

Table 5.10 – Emission Reductions from Pedestrian Activity Daily Daily Daily Vehicle Net Daily Annual Conversion Conversion Type of VMT Emission Vehicle Net Tons to Pounds to Tons Emissions Reduced Factors Grams Reduced Reduced Reduced (2 trips) grams/mile Reduced (365) (0.0022046) (0.0005) NOx 200 0.4760 157 0.35 0.000 0.06 VOC 200 0.5694 250 0.55 0.000 0.10 CO 200 4.5711 2,059 4.54 0.002 0.83 Total 2,466.6 5.4 0.002 0.99 Average one-way pedestrian trip distance = 0.25 miles New pedestrian activity = 248 Source of Emission factors H-GAC Cold Starts Included Average one-way auto trip distance = 5.2 miles New ridership = 400 Each vehicle removed will result in a reduction of (2) cold starts Source of emission factors H-GAC Weighted vehicle average (70% LDGV, 20% LDGT1-4, 5% LDDV & 5% LDDT 12)

Table 5.11 – Summary Emission Benefits Pedestrian Annual Conversion Conversion Type of Benefits Transit Benefits Grams Net to Pounds to Tons Emission Reduced Reduced Reduced Tons Reduced Reduced Emissions Emissions (grams) Daily Reduced (0.0022046) (0.0005) (grams) (365) NOx 157 2,042 2,199 4.85 0.0024 0.876 VOC 250 2,505 2,755 6.07 0.0030 1.095 CO 2,059 20,161 22,220 48.99 0.0245 8.9425 Total 2,466 24,708 27,174 59.91 0.0299 10.9135

The Master Plan improvements will reduce NOx, VOC, and CO emissions by estimated 11 tons annually due to increased transit and pedestrian activity.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-15

REDUCTION IN FUEL CONSUMPTION

By changing vehicle trips into pedestrian or transit trips, the Master Plan is estimated to reduce annual VMT by 1,518,400 miles. The 2010 EPA Corporate Average Fuel Economy (CAFE) standard for passenger cars is 27.5 miles per gallon (mpg) and for light-duty trucks is 24.1 mpg. This analysis assumes not all vehicles will be operating at the 2010 CAFE standards, and a conservative figure of 23.5 mpg was used for calculating the decrease in fuel consumption. The proposed projects are estimated to reduce fuel consumption by approximately 64,613 gallons annually and generate $232,230 in fuel cost savings.

Annual Fuel Reduction = 64,152 gallons Annual Fuel Cost Savings ($3.62/gal) = $232,230

AUTO COST SAVINGS

Operating a vehicle is one of the most expensive budget items for American households. The proposed projects will provide the opportunity for thousands of residents to choose alternative modes of transportation, such as transit. According to the American Automobile Association (AAA), for a vehicle in 2010, the average operating cost (minus fuel) ranged from $0.14 to $0.17 per mile. The analysis in this Master Plan used $0.15 per mile for average vehicle operating cost. The proposed projects are estimated to reduce VMT by 1,518,400 annually, which will equate to a savings of region approximately $227,760 annually in automobile cost.

Annual Savings from Reduced Automobile Use = $227,760

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 5-16 6

CHAPTER 6 – FINANCE AND IMPLEMENTATION

This chapter details federal, state, and local resources and funding strategies to implement the $24.4 million Master Plan. Federal resources include congressional appropriations and authorization as well as DOT funds administered at the federal level by the Federal Highways Administration (FHWA) and the FTA and at the local level by the TxDOT and the CCMPO. This chapter reviews potential local resources and implementation strategies, such as a LONP that can be used to “capture” the value of local expenditures and can be leveraged to match future federal funding.

IMPACT OF MOVING AHEAD FOR PROGRESS IN THE 21ST CENTURY (MAP-21)

MAP-21 authorized significant changes to federal transportation funding. The bill increased public transportation funding 13.3 percent to $10.6 billion, but it substantially changed the process for funding large transit projects. MAP-21 eliminated many of the capital discretionary programs and consolidated some of the heretofore discretionary programs under FTA formula funding. The new State of Good Repair Program replaces the Fixed Guideway Modernization Program and is now dedicated to fixed rail systems. The Bus and Bus Facilities Program (Section 5339) is funded at less than half the FY2012 level and the funds are distributed by formula rather than being discretionary. While “flex” programs that transfer funds from the FHWA to the FTA were relatively unchanged, one exception was the Transportation, Community, and System Preservation program (TCSP), which was repealed. Recreational Trails, Safe Routes to Schools, and Transportation Enhancements were combined into the new Transportation Alternatives Program (TAP). The Job Access/Reverse Commute (JARC) and New Freedom (NF) programs were consolidated under FTA Sections 5307 and 5310. Lastly, MAP-21 is free of project earmarking.

FEDERAL FUNDING PROGRAMS

The next section outlines funding resources for the Master Plan improvements. Federal and State funding programs include: Congressional authorization and appropriations; DOT Transportation Investment Generating Economic Recovery (TIGER); and FHWA programs Surface Transportation Program – Metropolitan Mobility (STP-MM), TAP, and

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-1

FTA programs Section 5310 - Elderly Persons and Persons with Disabilities and Section 5339 - Bus and Bus Facility.

Federal Funding

Congress DOT Appropriation & TIGER Program Authorization

FHWA STP-MM TAP (Local & State)

Figure 6.1 – Federal Funding Categories

CONGRESSIONAL AUTHORIZATION AND APPROPRIATIONS

MAP-21 has narrowed opportunities to pursue discretionary federal funding in the short term, by banning congressional earmarks. The City and CCMPO are recommended to engage their congressional delegation during the FY 2014 appropriation cycle to brief them on the project so that they may lend support for any competitive grant applications. Similarly, the City and CCMPO should monitor the attitude toward discretionary spending within Congress and request funding through the Transportation Appropriation process, when appropriate. Lastly, the City should monitor the development of the next authorization which will replace MAP-21 on October 1, 2014.

DEPARTMENT OF TRANSPORTATION

TIGER

The TIGER program funds road, rail, port, and transit projects that achieve national objectives of sustainability. TIGER is a highly competitive discretionary grant program

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-2

that has been used for larger projects; in FY 2012, requests for $9 billion were received for the $474 million program set aside. Project sponsors need significant local and congressional support for success. Most successful grant applicants provide more than 20 percent local match.

 TIGER awarded Corpus Christi $10 million in FY 2012 for the Nueces River Rail Yard Expansion. It is anticipated that there will be a TxDOT call for projects for FY 2014.

FHWA FUNDING

MPO ADMINISTERED FUNDS

The CCMPO programs and administers FHWA funds STP-MM and the local TAP.

 STP-MM STP-MM provides flexible funding for projects eligible under FHWA and FTA programs, including pedestrian-transit access improvements. STP is the largest FHWA flexible funding program, which means highway dollars can be transferred to FTA for use in local transit-related projects. Projects require at least a 20 percent local match. o FHWA appropriated $5.1 million to Corpus Christi in FY 2013. There is a $14.3 million carryover, bringing the total available federal apportionment to $19.4 million. The CCMPO has programmed $1.8 million for SEA District improvements.

 TAP – Local Program The TAP provides funding for “on- and off-road pedestrian and bicycle facilities, infrastructure projects for improving non-driver access to public transportation and enhanced mobility, community improvement activities, and environmental mitigation; recreational trail program projects; safe routes to school projects; and projects for planning, designing, and constructing boulevards.” The MPO selects projects through a competitive process. o The FHWA allocates funding to the state which then sub-allocates funds to large urban areas based on their population percentage. Texas

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-3

received $73.8 million in FY 2013. MAP-21 sub-allocates 50 percent of TAP funds to urban, small urban, and rural areas and 50 percent for use in any area of the state that is to be awarded through a competitive process. It is estimated that Corpus Christi will receive approximately $1.0 million in TAP funding for FY 2013 – FY 2014. The CCMPO will administer a competitive call for projects for these funds.

TXDOT-ADMINISTERED FUNDS

 TAP – Statewide Program TxDOT will administer 50 percent of the state’s allocated TAP funds through a competitive process open to all eligible applicants in the state. o TxDOT will administer approximately $36.9 million through a statewide competitive call for projects.

Local Funding Sources – Cash and Cashless Match

The City can fund projects with hard sources (cash) and soft sources (cashless match). Cash can fund construction with or without federal funding participation. City bonds are the most common public cash source used to make capital improvements. Tax Increment Reinvestment Zone’s (TIRZ) are an increasingly common tool used to capture the increased value of private property. A cashless match needs federal funding participation, either now or in the future, to have value, as it does not provide hard cash to make new improvements. Rather, it fulfills the local share requirement to match federal funds by crediting the project for: 1) federally eligible work done previously and paid for locally (LONP); 2) land value used in support of the project; and 3) toll projects throughout the state (Transportation Development Credits, or TDCs) (See Figure 6.2 - Local Funding Resources.)

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-4

Local Funding Need

Cashless Cash Match

Value Capture Transportation Public Private Letter of No Development Land Value Prejudice Credit

Value Capture Public/Private Municipal CDBG Other Tax Increment Partnership Finance

Figure 6.2 – Local Funding Resources

PUBLIC CASH RESOURCES

This section outlines public resources that can provide hard cash to construct projects.

CITY GENERAL OBLIGATION (GO) BONDS

Cities issue GO bonds to fund a wide variety of capital improvement projects. GO bonds require voter approval and are used to finance a variety of general improvement capital projects including pedestrian improvements. These bonds are backed by the full faith and credit of the City. The City schedules bond packages every four years.

 In 2012, Corpus Christi held a referendum on an $89.7 million bond package. The bond projects will include $2.3 million in ADA improvements, SEA District Pedestrian Improvements, North Beach Pedestrian Improvements and area enhancements, as well as $5.3 million for improvements to Staples Street, $5.5 million for improvements to Ocean Drive, $1.4 million for improvements to Twigg Street, and $2.3 million for improvements on S. Alameda Street. The next bond package will be in 2016.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-5

CITY GENERAL FUND

The City’s general fund receives most of its revenue from sales, property, and hotel taxes and service charges. The City can direct excess funds to specific unbudgeted projects without referendum. If the City so chooses, they can direct excess general funds towards the development of infrastructure contained within the Master Plan.

 The General Fund’s unassigned capital fund balance was $109.25 million in FY 2009.1

CITY HOTEL OCCUPANCY TAX (HOT)

The City levies a nine percent municipal HOT. The HOT can be spent in a manner that directly enhances and promotes tourism.

 Corpus Christi earned about $10.7 million in HOT in FY 2012. Convention center- related improvements consumed about $6.1 million of this amount. The HOT may be an eligible resource to fund pedestrian improvements in the vicinity of the Convention Center, or around Shoreline and Timon-Surfside Boulevards.

COMMUNITY DEVELOPMENT BLOCK GRANT (CDBG) SECTION 108 LOAN PROGRAM

Section 108 is the CDBG loan guarantee program. Eligible activities for Section 108 financing include acquisition of real property and construction of public facilities including street, sidewalk, and other site improvements. The Section 108 Loan program allows a community to transform a small portion of its CDBG funds into federally guaranteed loans large enough to pursue physical and economic revitalization projects that can renew entire neighborhoods. Local governments borrowing funds guaranteed by Section 108 pledge their current and future CDBG allocations as security for the loan.

 The Downtown and SEA District are located in a qualified CDBG tract. CDBG- funded projects can be used as local share to leverage other federal funding.

1 City of Corpus Christ 2011 CAFR, page 297, Unrestricted Capital Fund.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-6

CDBG funds are unusual in that they are a federal funding source that can be used to match other federal funding.

PARTNERSHIPS BETWEEN FTA GRANTEES AND OTHER PUBLIC ENTITIES

Partnerships between public agencies can be an innovative way to leverage limited public funds to further shared goals. A partnership can be most productive when an entity that is federally eligible to receive FTA funding works with an agency completing FTA eligible infrastructure. Projects must be completed within the project area. Below are two examples of partnerships that may benefit both agencies.

Del Mar College: Del Mar College is part of the Texas State University System and has two campuses located southwest of downtown Corpus Christi. Several Master Plan corridors connect Del Mar College with downtown through CCRTA’s bus service. Capital expenditures by the college that connect its campus to the CCRTA system may be captured under a LONP and used to leverage future funds.

Corpus Christi Independent School District (CCISD): CCISD issues bonds to build schools and related infrastructure. For example, voters approved a $124 million bond issue in 2010 to construct a new high school and middle school and renovate existing facilities. If new school infrastructure includes streetscape elements such as sidewalks, ADA ramps, pedestrian lighting, crosswalks and bus staging areas, the local funds used to construct federally eligible infrastructure could be captured through a LONP and leveraged as local match.

TEXAS MOBILITY FUND

The City is studying its options to replace the Harbor Bridge which spans the Corpus Christi Ship Channel and impacts the Downtown, SEA District and North Beach study areas. Locally, planners are considering allocating $32 million to demonstrate their commitment to the project and TxDOT has allocated $291 million toward the $700 million to $900 million project. Streetscape improvements within the project vicinity should be included as part of the bridge reconstruction.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-7

PRIVATE CASH RESOURCES

PARTNERSHIP WITH PRIVATE ENTITIES

Port of Corpus Christi: The Port of Corpus Christi is located along the north side of Port Avenue and the west side of Tancahua Street, which borders most of the SEA District. Master Plan improvements will provide pedestrians with direct access to employment, attractions, restaurants, and venues located within the SEA District. The City could partner with the Port to improve these corridors – Port Avenue, W. Broadway Street, Brewster Street, and Tancahua Street.

Partnership with Private Developers: Private developers that wish to develop property along the Master Plan corridors may elect to improve the pedestrian-oriented streetscape surrounding their project. The City could draft developer cash reimbursement agreements where future federal reimbursement could compensate a developer for fronting eligible Master Plan expenditures that not only enhance their project but meet Master Plan objectives.

VALUE CAPTURE THROUGH THE CREATION OF SPECIAL DISTRICTS

Cities can benefit by funding transit system development costs and a major portion of operating costs from land-value capture by taxing or assessing a portion of the additional value of adjacent properties that result from transit accessibility. Within Texas, the types of special districts that are used include:

 Public Improvement Districts (PID): Chapter 372 of the Local Government Code allows any city to levy and collect special assessments on property that is within the city or its extraterritorial jurisdiction. It can be created to fund transit, parking, drainage, street, sidewalk, landscaping, and other aesthetic improvements, among others. A PID is not a local subdivision of the state and must obtain the concurrence of the local jurisdiction (i.e. City of Corpus Christi) for its creation.

 Management Districts: A municipal management district allows commercial property owners to enhance a defined business area. The district has the power to levy an ad valorem property tax to fund wastewater, drainage, road, pedestrian, or transit improvements. In areas where there is limited developable

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-8

land or much of the land is under public control (e.g. properties surrounding the Port of Corpus Christi), a management district may be the better special district option.

Unlike PIDs, Local Government Corporations and TIF Districts, management districts are political subdivisions of the state. As such, they can be created without the concurrence of the local jurisdiction and do not rely on the “full faith and credit” of the local jurisdiction (i.e. City of Corpus Christi). One difference to the management district structure is that, as political subdivisions, they are eligible to become additional federal grantees for FTA funding. When paired with a TIF District, the management district may take advantage of the local share created by the TIF District to leverage federal funds.

The Downtown Management District (DMD) of Corpus Christi was formed in 1993. For 2013 to 2023, the DMD is petitioning an assessment of $0.35 per $100 land value and $0.09 per $100 improvement value. The assessment will allocate funds to downtown improvements, including sidewalks. Similar districts may be appropriate in the SEA District and North Beach study areas.

 TIRZ: A TIRZ can finance the development of unimproved or blighted land by capturing and dedicating the incremental increase in real estate property taxes to be generated by the built project to the repayment of principal and interest on TIRZ bonds. TIRZs can only be created with the concurrence of the local jurisdiction. As such, its bonding is usually backed by the full-faith and credit of the City, and there is a level of oversight that the City will generally provide. In some instances, a TIRZ bond may be non-rated, in which case, there is no recourse to the local government credit. Municipalities that adopt this approach exchange a higher yield for some measure of risk mitigation.

One issue to consider when creating a TIRZ is the probability of missing its revenue-generation goals. The creation of a TIRZ is most appropriate where there is a very low tax-base coupled with a considerable opportunity for increased valuation (i.e. unimproved or blighted land). Project leaders can invest significant amounts of money into capital improvements in hopes that growth will

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-9

follow (sometimes called the “build it, and they will come” strategy). However, if little or no private development occurs after the improvements are made, there may be no tax increment revenue with which to pay for the investment. If there is no increment revenue, the bonds used to pay for the improvements will have to be paid for with general tax revenue. Paying for these bonds without a larger tax base means a higher tax burden. Furthermore, if the political atmosphere becomes intent on reducing property taxes, TIRZs may be at risk for meeting financial targets if rates are reduced.

More recently, performance-based TIRZs have captured the attention of cities and their development partners. A revenue-sharing agreement between parties, a performance-based TIF is an excellent tool to ensure value flows back to the community in return for its participation in infrastructure improvements.

 380s and 381s: Similar to a TIRZ in many respects, a 380 or 381 District extends its taxing authority to include an increment of the sales tax, instead of the increment on property tax.

The TIF District #3 was formed in 2009 and lies within the SEA District and the Downtown. The TIF District #3 utilizes the same tools as a TIRZ. The TIF District #3 plan reflects $57.8 million in infrastructure improvements.2 Planned improvements include “widened and rebuilt sidewalks, decorative paving, benches, trash receptacles, kiosks, way-finding, enhanced crosswalks, and pedestrian-oriented lighting.” The TIF District #3 plan states that it does not anticipate that all improvements will funded through the TIF District #3 but that other local, state, and federal sources will be pursued and that improvements will be made on a “pay as you go” basis. The TIF District #3 plan projects incremental tax revenues from new developments and property appreciation. The 2013 tax increment projection is approximately $1.0 million.

2 Preliminary Project Plan and Reinvestment Zone Financing Plan, Tax Increment Finance District #3 Corpus Christi Texas

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-10

LOCAL MATCH SOURCE – CASHLESS MATCH

Local match sources can also be cashless. They act as credit which fulfills the local match requirement needed to draw down federal funds. For example, TDCs are awarded by TxDOT based on toll road revenue. An entity does not need to generate toll revenue to apply for and use TDCs. TDCs can be applied as local share, thus allowing grantees the ability to use federal grants in the absence of a local cash match.

All of the local cash resources discussed above – city bonds, CDBG funds, and developer expenditures – can be used as a cashless match for the construction of new improvements. The value of these improvements can be “captured” and applied toward the local share requirement for new federally funded construction. In order for the value to be “captured,” the following must be true:

 FTA recognizes the match project as federally eligible. The match project must have environmental clearance and be reflected in the Transportation Improvement Plan (TIP). Federal recognition, through the form of a LONP, must be received prior to letting of the project.

 Project procurement and construction follows federal guidelines including Davis- Bacon and Buy America. Project contracts must adhere to all the required federal clauses and project reporting must follow federal guidelines.

CAPTURE AND PROTECT VALUE OF LOCALLY FUNDED CAPITAL IMPROVEMENT

PROJECTS

CITY GO BONDS

The City’s 2012 Bond Package will pay for the construction of some of the Master Plan improvements. The City will request that the value of these improvements be recognized in a LONP. If the City receives a LONP, the federally share of these expenditures can be used as a source of local match to fund additional pedestrian improvements.

 The FY 2012 bond package included $2.3 million for ADA Master Plan Improvements, $400,000 in ADA improvements surrounding the Texas Art

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-11

Museum, American Bank Center and Watergarden, $500,000 for Pedestrian Improvements in the SEA District, and $1.6 million for North Beach Area Pedestrian Improvements and Area Enhancements and Beautification. The bond package also funds $14.5 million in street improvements that will include sidewalks, ADA ramps, and curbs. The value of these improvements will be captured under a LONP and used as local share for other improvements reflected in the Master Plan.

CDBG

The CDBG entitlement program promotes decent housing, a suitable living environment, and expanded economic opportunities for low and moderate income people. Corpus Christi received about $4 million in CDBG funds in 2012. Usually, federal funds cannot be the local match for other federal funds. However, CDGB funds can match the federal transportation funds mentioned earlier in this chapter.

 The 2012 Annual Action Plan includes $301,356 for ADA improvements of design and construction of approximately 4,600 linear feet of five foot-wide sidewalk and 30 curb ramps along Water Street and portions of Shoreline Drive between Craig Street and Born Street.

PRIVATE DEVELOPERS

Similar to improvements funded by GO bonds and CDBG funds, improvements paid for private developers can be used as a cashless match, if those improvements adhere to federal guidelines. It is recommended that private developer projects secure a LONP. A LONP will demonstrate that the project has met federal guidelines for planning, environmental clearance, and project programming. Once a LONP has been secured, private developers will need to meet federal requirements for procurement and construction.

TDCS

A state may use toll revenues, which are generated and used by public, quasi-public, and private agencies to build, improve, or maintain highways, bridges, or tunnels serving the public purpose of interstate commerce, as credit toward the non-federal

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-12

share requirement for any federal funds made available to implement eligible DOT- related capital projects. A transit authority or municipality may apply to TxDOT’s Public Transportation Division or CCMPO for TDCs in lieu of the local share for eligible transit capital projects. The Transportation Policy Committee is responsible for awarding CCMPO TDCs and the Texas Transportation Commission is responsible for awarding state TDCs.

TDCs can leverage federal funds, but do not function as cash. Therefore, their applicability is based on the project’s success in securing federal funds. Furthermore, TDCs may not be needed if sufficient local value is generated through the donation of ROW and/or property.

FUNDING RESOURCES SUMMARY

A successful strategy for funding capital improvements under the federal paradigm must be premised on the following factors:

 Identifying potential federal funding resources and timing the availability of funding based on numerous calls for projects at the regional, state, and federal levels and federal authorizations and appropriations. In some cases, a given project or phase may be eligible for more than one program.

 Identifying and allocating local share resources to meet federal match requirements.

 Gaining a multi-year commitment by City Council to move the project forward through funding plan development, environmental documentation, and other federal and state agency requirements.

CAPTURING AND PROTECTING LOCAL VALUE: FTA LONP

Using pre-award authority under a FTA-approved LONP is a valuable strategy to a FTA grantee. Under an approved LONP, advance local expenditures for an eligible capital project can be protected for federal reimbursement for up to five years. This tool allows local governments and transit authorities to advance project activities with local funds, build “local share” toward the overall project, and allow for subsequent reimbursement

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-13

should federal funds become available. To receive a LONP, and protect its local investments, a project sponsor must meet FTA environmental clearance and advanced planning requirements, obtain approval of the LONP by the FTA Regional Office, and meet all FTA requirements for procurement of design, engineering, and construction, as well as comply with all appropriate federal contractual clauses. The City should consider obtaining a LONP prior to spending any local funds on improvements in the Master Plan. Table 6.1 provides a summary of applicable funding strategies available to the City for funding the suggested improvements presented in the Master Plan. Table 6.2 shows the capital costs and the potential federal and local share.

Table 6.1 – Funding Strategy Summary Funding Source Revenue Jurisdiction/ Frequency Source Organization Congressional Authorization Federal Congress Annually, as per authorizing legislation and Appropriations Periodic Issuance of Notice Availability of TIGER DOT DOT Funds, very competitive process Multi-year call for projects, competitive STP-MM FHWA CCMPO process CCMPO Annual call for projects, competitive TAP (Local & State) FHWA TxDOT process Federal Formula Funds FTA FTA Annual apportionment Section 108 Loan HUD CDBG As Applied for TDCs State TxDOT Pursue credits for local match, as needed TDCs State CCMPO Pursue credits for local match, as needed General Fund City City Council As approved by City Council

Table 6.2 – Federal and Local Share Component Cost Federal Share Local Share Total Corridor Costs $17,851,600 $14,281,280 $3,570,320 Shared Infrastructure Costs $905,000 $724,000 $181,000 10% Contingency $1,875,660 $1,500,528 $375,132 20% Soft Costs $3,751,320 $3,001,056 $750,264 Total $24,383,580 $19,506,864 $4,876,716

PROJECT IMPLEMENTATION

Table 6.3 identifies the phasing plan by fiscal year for each area within the City as reflected in the Master Plan. $2.3 million in funding has been identified for FY 2014-16 for the SEA District to include $500,000 in Pedestrian Improvements associated with FY 2012 Bond package and an additional $1.8 million was identified for the SEA District as part of the FY 2015 TIP – Pedestrian and Bike Facilities. The Downtown area was split

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-14

into two sections; proposed improvements for the area east of Broadway St to Shoreline Blvd and north of Coopers Alley has been phased into the Proposed FY 2014-16 allocation. The remaining corridors outside of this designated area would be funded in FY 2017-20. The Proposed FY 2014-16 allocates funding for areas within North Beach near the Texas State Aquarium and USS Lexington, limits to include the area south of Elm St and east of SH-181. All remaining improvements would be implemented in FY 2017-20.

Table 6.3 – Project Phasing Area Identified FY 2014-16 Proposed FY 2014-16 FY 2017-20 Downtown x $5,623,345 $5,086,968 SEA District $2,300,000 $2,300,000 $6,680,075 North Beach x $488,475 $4,204,720 Total $2,300,000 $8,411,820 $15,971,763

NEXT STEPS

The Corpus Christi Pedestrian-Transit Access Master Plan outlines a program of pedestrian-transit infrastructure to improve transit access, safety and security, and economic development within the Downtown, SEA District, and North Beach study areas. The City and CCMPO have existing and projected funding to begin the pedestrian-transit access improvement program, but there is a need to build on this foundation. One opportunity is the redevelopment of property within the SEA District.

TxDOT has recently announced that funding has been approved to relocate the Harbor Bridge to a more westerly alignment. This new alignment will enable redevelopment of large parcels of contiguous property in the SEA District. Objectives for the redevelopment of the SEA District and surrounding area may include:

 Foster inclusive processes that support private sector investment;

 Capture private sector investments and leverage the value to secure future federal funding; and

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-15

 Seek out opportunities to leverage federal funding to construct shared infrastructure that benefits multiple parties, such as pedestrian infrastructure or shared parking.

In order to achieve these objectives, the City and CCMPO should consider taking the following actions:

 Create a Master Development Plan with strong stakeholder and community involvement which establishes reasonable development and infrastructure plans for the area;

 Create a Management District for the SEA District, which ensures involvement and decision input by area stakeholders, both public and private. A Management District, which is an eligible form to become a federal grantee, can coordinate with the TIF District #3 to leverage private investment and maximize federal participation;

 Create a zoning overlay which establishes design guidelines;

 Identify tools to develop public private partnerships, such as tax abatements and Section 380 Agreements; and

 Coordinate with HUD, DOT, and EPA to integrate principles of “sustainable communities” within a new development plan.

CORPUS CHRISTI PEDESTRIAN-TRANSIT ACCESS MASTER PLAN 6-16