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A Vision and Strategy For Creating a Transit Village: Downtown Plano

A Vision and Strategy For Creating a Transit Village: Downtown Plano

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Published by Scott Schaefer
Across America, people are searching for places that have the warmth and feel small towns had a hundred years ago. People want places that are vibrant and diverse, where they can live, walk to a park, stores, restaurants and visit with friends along the way. Fortunately, there is a special place like this in the Dallas Metroplex: Historic Downtown Plano.

A sleepy hamlet which was once nearly forgotten, Downtown Plano has reawakened and offers a unique shopping, living, dining environment with galleries, restaurants and two community theaters. Haggard Park, the center of Downtown Plano, is a great place for an evening concert, picnic or romantic stroll. Nearly 500 urban apartments and 40,000 square feet of retail space have been built downtown.

Dallas home builder Scott Schaefer and his company Lexington Luxury Builders are building almost 100 luxury, green built townhouses and condominiums within two blocks of the Downtown Plano DART rail station. The project, Lexington Park at Rice Field is presently under construction. The Haggard Park, Douglass and Old Towne neighborhoods adjoining downtown are graced with historic homes and tree-lined streets.

The catalyst for transformation in Downtown Plano was the opening of the Dallas Area Rapid Transit light rail station in December 2002. DART has made Downtown Plano more accessible and visible to the region. During peak service hours, trains arrive and depart at four minute intervals. The trip from downtown Plano to downtown Dallas takes approximately 35 minutes. With approximately 1,000 daily trips, the downtown station is proving to be very successful. Like DART stations located at the Dallas Zoo, Southside at Lamar, the West End and Mockingbird Station, Downtown Plano has become a destination station which attracts leisure-time riders who come to shop, eat and enjoy the cultural attractions in Downtown Plano.

In the mid to late1990s, the City of Plano prepared a strategy to maximize the potential benefits of DART rail service on Downtown Plano. Each station’s development opportunities vary due to their service demands and area context. DARTs Red Line, serving Plano, comes north from Dallas within what was once railroad right-of-way. This heavily developed commercial/industrial corridor has limited opportunities for new development immediately surrounding DART stations.
Across America, people are searching for places that have the warmth and feel small towns had a hundred years ago. People want places that are vibrant and diverse, where they can live, walk to a park, stores, restaurants and visit with friends along the way. Fortunately, there is a special place like this in the Dallas Metroplex: Historic Downtown Plano.

A sleepy hamlet which was once nearly forgotten, Downtown Plano has reawakened and offers a unique shopping, living, dining environment with galleries, restaurants and two community theaters. Haggard Park, the center of Downtown Plano, is a great place for an evening concert, picnic or romantic stroll. Nearly 500 urban apartments and 40,000 square feet of retail space have been built downtown.

Dallas home builder Scott Schaefer and his company Lexington Luxury Builders are building almost 100 luxury, green built townhouses and condominiums within two blocks of the Downtown Plano DART rail station. The project, Lexington Park at Rice Field is presently under construction. The Haggard Park, Douglass and Old Towne neighborhoods adjoining downtown are graced with historic homes and tree-lined streets.

The catalyst for transformation in Downtown Plano was the opening of the Dallas Area Rapid Transit light rail station in December 2002. DART has made Downtown Plano more accessible and visible to the region. During peak service hours, trains arrive and depart at four minute intervals. The trip from downtown Plano to downtown Dallas takes approximately 35 minutes. With approximately 1,000 daily trips, the downtown station is proving to be very successful. Like DART stations located at the Dallas Zoo, Southside at Lamar, the West End and Mockingbird Station, Downtown Plano has become a destination station which attracts leisure-time riders who come to shop, eat and enjoy the cultural attractions in Downtown Plano.

In the mid to late1990s, the City of Plano prepared a strategy to maximize the potential benefits of DART rail service on Downtown Plano. Each station’s development opportunities vary due to their service demands and area context. DARTs Red Line, serving Plano, comes north from Dallas within what was once railroad right-of-way. This heavily developed commercial/industrial corridor has limited opportunities for new development immediately surrounding DART stations.

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A Vision and Strategy for Creating a Transit Village

Downtown Plano

Downtown Plano: A Vision & Strategy for Creating a Transit Village
Across America, people are searching for places with the warmth and feel towns had a hundred years ago. People want places that are vibrant and diverse – where they can live, walk to a park, stores, restaurants and visit with friends along the way. Fortunately, there is a special place like this nearby – Historic Downtown Plano. Once sleepy and nearly forgotten, downtown Plano has reawakened and offers unique shops, galleries, restaurants and two community theaters. Haggard Park, the center of downtown, is a great place for a concert, picnic or romantic stroll. Nearly 500 urban apartments and 40,000 square feet of non-residential space have been built downtown. More than 100 for-sale townhouses and condominiums are now under construction. The Haggard Park, Douglass and Old Towne neighborhoods adjoining downtown are graced with historic homes and tree-lined streets.

Catalyst for Change
The catalyst for downtown’s transformation was the opening of Dallas Area Rapid Transit (DART) light rail service in December 2002. DART has made downtown Plano more accessible and visible to the region. During peak service hours, trains arrive and depart at 4-minute intervals. The run from downtown Plano to downtown Dallas takes approximately 35 minutes. With approximately 1,000 daily trips, the downtown station is very successful. Like DART stops at the Dallas Zoo, Southside at Lamar, the West End, and Mockingbird Station, downtown Plano is a destination station that attracts leisure-time riders who come to shop, eat and enjoy cultural attractions. In the mid-1990s, the City of Plano prepared a strategy to maximize DART’s potential benefits. Each station’s development opportunities vary due to their service demands and area context. The Red Line, serving Plano, comes north from Dallas within what was once railroad right-of-way. This heavily developed commercial/industrial corridor has limited opportunities for new development immediately surrounding DART stations.

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Some stations have large parking lots and bus transfer bays to serve commuters which typically separate the platform from potential development sites. Other stations, such as downtown Plano’s, have little or no parking and rely on shuttle service, drop-off and pedestrian traffic. These stations often present the best development opportunities. After examining the alternatives, Plano chose to create a transit village through urban infill mixed-use development based on the principles of transit-oriented development (TOD).

Transit Village Concept
The concept of a transit village has its historical roots in the streetcar suburbs and new towns of long ago. At that time, transit and residential development were built jointly to disperse urban population and create streetcar ridership. Modern transit villages, unlike their antecedents, are typically infill or redevelopment projects constructed within established urban and suburban areas. A transit village integrates residential and commercial uses in a compact, pedestrian-oriented environment served by a transit station. A transit village is designed to reduce auto dependency by clustering development within walking distance of the station. The primary core of a transit village should be contained within a 5-minute walk (1/4 mile) of the transit stop. A transit village may contain a variety of retail, entertainment, service, civic and residential uses, but residential use is often primary. The land use mix within a transit village must achieve synergy, whereby each use supports and reinforces other uses. Mere compatibility of use is not sufficient. A transit village is not intended to be self-sufficient, but it should be an interdependent community where auto-based travel by its residents is more by choice than necessity. The amount of residential use within the village is unlikely to be sufficient to create a market for retailing and services. Therefore, a successful business strategy must focus on the needs of the larger area market. To encourage demographic diversity, the village should contain a variety of housing types and sizes, including rental and for-sale units.

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Transit Village Design Elements
The goal of a transit village is to make a transit station into a sustainable urban activity center that reinforces the use of mass transit. The design elements of a transit village, listed below, are similar to those of traditional neighborhood development and new urbanism. Village Center: The village center is the area of greatest density and interaction. It is where people meet, conduct business, and engage in leisure, entertainment and celebration. The center is a place frequented by nearly all residents. Those living outside the village perceive it as a place of community importance. The design model of the village center is usually the main street or town square of a small town. Grid Streets: A transit village should have a tight grid pattern of streets to ease circulation and interaction. Small blocks make walking easier, and frequent intersections discourage speeding vehicular traffic. The street grid should create a regular pattern, but occasional offsets and irregularities create visual interest and unique development sites. Street width should vary (22’ - 36’). Large thoroughfares should be avoided as they detract from the pedestrian environment of a village. Development Grain: A transit village should principally consist of a fine grain of narrow lots and multiple buildings, both attached and detached. A few larger anchor uses are desirable to generate activity, establish identity and induce visits by people residing outside the village. Development intensity should decrease from center to edge. Mixed-Use: Mixing land uses increases the likelihood of symbiotic interaction. Land use can be mixed horizontally or vertically. It is natural and desirable for sub-areas within the village to be either predominately – but not exclusively – residential or non-residential. Common Open Space: A transit village should be relatively dense and compact. Common open space should be provided instead of private yards to create a compact development pattern. A park or plaza is often located in the village center.

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Street as a Place: A street is more than a means of travel, it is also an outdoor room framed by buildings. A street is a common shared environment. It is a place where people meet, conduct business and play. The appearance of the street (including pavement, curbs, walks and fixtures) sets the quality of the place. Streets should be designed to discourage high speed traffic, thereby making it safer for walking and biking. Buildings should be brought close to the street (generally a maximum of 15’ behind the curb) to frame the street and connect the public and private environments. Permeable Buildings: Buildings are designed to create a comfortable transition between the public and private realms. Windows, doors, porches, stoops and overhangs are used to connect the building to the street. The goal is to encourage interaction and a sense of community. Shared Parking: Like open space, parking must be managed to maintain a compact development form conducive to pedestrian travel. The amount of code required parking should be reduced below standard suburban requirements and organized in shared lots and garages, generally located on the perimeter of the village. On-street parking is encouraged to reduce the need for parking lots and reduce the speed of vehicular traffic. On-street parking also provides a separation between pedestrians and traffic. Linked Neighborhoods: A transit village’s residential population is typically too small to support a significant amount of retailing and services. Developing a strong link to nearby neighborhoods is critical to creating a larger retail market and generating transit ridership. This linkage should be both physical and psychological. The physical tie is the connecting network of streets, bike trails and sidewalks. The psychological tie is developed by providing services and amenities that residents of these neighborhoods will use on a regular basis. Entry Corridors: The village should be accessible to the larger community. Entry corridors must balance the need for accommodating traffic volume with the need to maintain a pedestrian-oriented environment. Major thoroughfares must either be routed around or tamed as they pass through the village. Public parking should be conveniently located to entry corridors.

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Downtown Plano as a Transit Village
Downtown Plano is ideally suited to be a transit village. The historic fabric of downtown Plano is still in place. Downtown has a well-defined street grid. Its “Main Street,” 15th Street, is vibrant with business. The area has a fine-grain development pattern of small commercial buildings with an urban park at its center. Downtown’s anchors include the Plano Municipal Building, the ArtCentre of Plano and the Courtyard Theater. The entire area is within a 5-minute walk of the DART station. Downtown Plano is easily accessible and has a good base of public parking. The area’s greatest strength is its historic character, which distinguishes it as authentic when compared to the contrived appearance of some green-field developments. Downtown is surrounded on three sides by historic neighborhoods that enrich the area. Since 1999, when the goal of creating a transit village was articulated, nearly 600 dwelling units and 40,000 square feet of commercial space have been built downtown. In addition, the Courtyard Theater was constructed and Haggard Park was enlarged and improved (see Appendix C). Although much has been accomplished, there are always opportunities for continued progress. Scattered vacant lots and underutilized buildings surround downtown providing excellent sites for the infill housing required to build transit ridership and strengthen the market for neighborhood retailing and services. The existing mix of downtown businesses is improving, but more diversity is needed. The streetscape of the immediate downtown area is high quality and pedestrian-oriented, but the quality of the surrounding area needs improvement. Finally, the surrounding neighborhoods have shown significant reinvestment, but scattered substandard properties remain. The city is committed to addressing these opportunities through a coordinated program of action.

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Plan and Strategy for Downtown
The 1991 Downtown Plan and subsequent studies (see Appendix A) provide a good framework for land use and transportation development. They have guided new regulations, streetscape improvements, the location of the DART station, and the promotion of downtown as an art center. The city remains committed to an ongoing downtown planning process involving all stakeholders. Continuing the transformation of downtown into a transit village requires a two-tiered strategy based on proximity to the DART station. The first tier is directed to the village center or primary area, located within 1/4 mile of the DART station. The second tier strategy addresses the area outside the center, but within 1/2 mile of the transit stop. The boundary between the primary and secondary areas is not precise, rather it is an area of linkage and transition. Each redevelopment site must be studied as a unique opportunity. Objectives and recommendations for the two areas follow:

Primary Area Strategy
Objectives: • Diversify and expand business and cultural activities to strengthen downtown as a destination. • Develop 1,000+ units of housing to add transit ridership and increase retail demand. • Develop 50,000+ square feet of space with retail, restaurants, and services to support residential development. • Preserve and restore historic and contributing buildings. • Eliminate nonconforming structures and vacant land through redevelopment to achieve a compact and cohesive development pattern. Actions: • Redevelop key sites through financial incentives and acquisition where necessary.

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• • • • • • • •

Continue developing arts facilities, programs and events in downtown Plano. Restore the Cox School to complement the Courtyard Theater. Continue to assist business development, especially restaurants and nighttime uses. Continue to evaluate the supply and management of public parking in downtown. Redevelop selected surface parking for business, housing and structured parking. Expand Haggard Park by acquiring the remaining private property at the SE corner of Avenue G and 16th Street, restoring the house for civic use. Complete downtown streetscape improvements, including 15th Street, 14th Street, Avenue I and Avenue G. The project should include improved sidewalks, street trees, street furniture and fixtures common to downtown. Designate historic properties downtown, and provide technical and financial assistance for restoration and fire protection. Assist merchants and property owners with managing and marketing downtown.

Secondary Area Strategy
Objectives: • Increase the amount of housing within 1/2 mile of the DART station to 3,500 units to generate retail demand and boost transit ridership. • Improve pedestrian linkages to surrounding neighborhoods to make downtown more accessible. • Improve the physical condition and economic vitality of nearby neighborhoods. Actions: • Encourage infill housing by eliminating development fees. • Conduct utility capacity studies and make improvements as needed. • Enforce property standards, and if necessary, force the demolition of dilapidated structures to provide infill housing sites. • Designate historic properties and districts, and provide tax incentives for the restoration of designated properties.

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• • • •

Improve pedestrian and bike access to downtown and the DART rail stops. Evaluate sidewalk widths and conditions. Evaluate and improve pedestrian crossings of major thoroughfares. Construct planned bike trails linking neighborhoods to DART stations. Routinely evaluate DART feeder bus routes to adjoining neighborhoods and commercial areas as housing and business density increases. Develop programs to increase public awareness of downtown neighborhoods. Involve neighborhood residents in decisions affecting downtown and their neighborhoods.

Implementation and Funding
Downtown development is being spurred by a variety of incentives provided by the City of Plano. Eastside Village and 15th Street Village demonstrate the city’s ability to join with business to create development opportunities and tailor partnership responsibilities to meet the specific needs of each project. The city continues to amend development regulations to achieve good design and sound development economics, while protecting downtown’s historical and architectural character. The city expedites plan review and inspections to keep projects on schedule. In addition to these incentives, the city has created many programs, described below, to further encourage development downtown and in the surrounding neighborhoods: Tax Increment Financing: In 1999, the City of Plano, PISD, Collin County and Collin County Community College created a tax increment finance (TIF) district to encourage economic reinvestment along the DART LRT corridor. As authorized by Chapter 311 of the Tax Code, a TIF receives funding through ad valorem taxes derived from the growth of the total appraised value of property within the district occurring after the district is established. TIF funds can be spent for infrastructure, facilities and land within the

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district to facilitate economic reinvestment. State law also grants municipalities broader development powers within a TIF district. The Eastside TIF extends along the DART rail corridor from the southern city limit to approximately ½ mile north of Parker Road. At the time the TIF was created, the total appraised value of property within the district was $313 million. Five years later, the total appraised value has grown to nearly $413 million, yielding $6.2 million in revenue to date. Thus far, projects (including the Courtyard Theater and Cox Building rehabilitation) specified for TIF funding have created a funding obligation of $12 million. The total revenue generated during the district’s 15-year life (which expires 2114) should exceed $20 million. 380 Agreements: Chapter 380 of the Local Government Code gives municipalities authority to make grants and loans of funds or services to further economic development. This authority, combined with that associated with tax increment financing, was used to structure the partnerships that created Eastside Village I and II and 15th Street Village. A development agreement was drafted for each project that defined the public and private development responsibilities, grants of property, improvements, cash reimbursements and fee waivers. Neighborhood Empowerment Zone: Authorized under Chapter 378 of the Local Government Code, the City of Plano created a Neighborhood Empowerment Zone in August 1999, which includes downtown and the surrounding neighborhoods. Among the powers granted by the law, cities may waive development fees within an empowerment zone to stimulate economic development, including the production and rehabilitation of affordable housing. Plano’s empowerment zone waives all development-related fees for construction, remodeling and rehabilitation of commercial buildings and single-family housing. Fees are also waived for the rehabilitation of multi-family units, provided the cost of work is greater than $8,000 per unit. The neighborhood park fee is waived for new multi-family construction. As of October 2004, $299,048 in fees have been waived, resulting from construction valued at $33,925,698, including 26 new single-family houses.

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Smart Commute: Created as a pilot program by Fannie Mae, the Smart Commute program establishes a partnership among local government, area lenders, transit agencies and Fannie Mae to provide mortgage financing near transit stations. Under the program, borrowers may qualify for larger loans based on a transit benefit (presumed savings) added to their monthly income. The program provides 100% financing for low and moderate income families and 97% financing for other borrowers. This program was launched in Plano in September 2004. Historic Preservation Tax Abatements: Under the authority of Chapter 11.24 of the Tax Code, properties designated as a heritage resource by the city are eligible to receive a property tax exemption to encourage proper restoration and maintenance. The size of the exemption ranges from 38% to 100% of the structure’s value based on the use of the property and its historical significance. All four governmental entities that levy a property tax in Plano participate in the program. Designated properties are reviewed annually to ensure they are properly maintained and qualified to continue receiving the exemption. In addition to designating individual properties, Plano has established two historic districts – downtown and the adjacent Haggard Park neighborhood. Fire Sprinkler Program: Fire protection of downtown Plano has been a long-standing concern. Downtown was repeatedly destroyed by fire in the 1890s. Today, only a few buildings in the historic commercial core have fire sprinklers. The fire department is working with downtown merchants and building owners to reduce risk and install a shared fire sprinkler system. As an incentive, the city will pay the cost of extending water lines and installing fire valves and risers to serve building groups. The merchants will pay the cost of internal service lines and sprinkler heads. Regulatory Incentives: A number of regulatory incentives have been adopted to accommodate development and reduce cost. No existing building is required to provide parking regardless of occupancy. Up to 4,000 square feet of building area may be added to a building without providing parking. New buildings are required to provide parking, but at a much lower rate than required elsewhere in the city. The Planning Commission may also decrease the amount of required parking by giving credit for nearby public parking. Buildings may cover 100% of the lot and may be four stories

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in height. Live/work units are permitted on the ground floor of buildings. Building stoops, awnings, balconies, and signs are permitted to extend into the street right-ofway. Where sidewalks are sufficiently wide, the city permits outside dining under a license agreement with the restaurant. The 2003 International Building Code for Existing Buildings is used for regulating restoration and remodeling of historic commercial buildings.

Summary
The transit village vision is providing the inspiration for an effective strategy to revitalize downtown and maximize the benefits of DART rail service. To date, this strategy has produced 500,000 square feet of mixed-use development and 100+ units of for-sale housing currently under construction. Small business reinvestment downtown has been strong with the addition of new restaurants, shops and services. The adaptive reuse of the Cox School Gymnasium to create the Plano Courtyard Theater has further reinforced downtown Plano as an arts district. The City of Plano is strongly committed to downtown’s continued growth as an urban center and a prime example of sustainable development. Additional Information: Contact the City of Plano Development Business Center at 972941-7122 Websites www.dart.org/downtownplanostation.asp www.eastsidevillage.com www.planoplanning.org www.planotx.org/art www.developmentexcellence.com/awards www.tpcworld.com www.hhpa.com

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City of Plano
The City of Plano is a vital part of the Dallas/Ft. Worth metropolitan region, located 18 miles north of downtown Dallas. Incorporated in 1873 and with a population of only 3,500 in 1960, Plano remained a small town through most of its history. Today, Plano is a diverse, urbanizing city of 72+ square miles with a population of 243,500. Plano is a major employment center with more than 120,000 locally-based jobs. The city is home to many national corporate headquarters, including Electronic Data Systems (EDS), JC Penney, Frito Lay and Dr Pepper. Plano is the largest city in Collin County, and it is the fourth largest city in the metropolitan area. Plano residents and businesses enjoy excellent services and a low tax rate of 45.35¢ per $100 of assessed evaluation. With a tax base of greater than $20 billion, Plano has an AAA bond rating from the top three rating services. Plano has received many awards and accolades for its quality of life and outstanding public services. Designated an AllAmerica City in 1994, in January 2004, CNN Money designated Plano its top place to live in the Western United States (cities over 100,000 City of Plano P.O. Box 860358 Plano, Texas 75086-0358 972- 941-7000 www.plano.gov

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APPENDIX

Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Appendix H

Downtown Plans and Studies Recommended Design Improvements Downtown Plano Projects Eastside Village I Project Profile Eastside Village II Project Profile Courtyard Theater Project Profile 15th Street Village Project Profile Downtown Plano Awards

14 15 17 18 19 20 21 22

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Appendix A: Downtown Plans and Studies
• • • • • • • • • • • • • • • • • • • Downtown Plano Development Plan, 1991 Preservation Plan Update, 1992 Design Guidelines for Plano’s Historic Areas, 1993 Infill Housing Study, 1995 Business/Government Zoning District, June 1993 10 Big Ideas for Eastern Plano, 1997 Downtown Development Plan Update, 1997 Preservation Plan and Ordinance Update, 1997 Urban Residential District, February 1998 The Plano Performing Arts Center Report, 1998 Downtown Light Rail Stop: Development Vision and Objectives, 1998 Land Use and Transportation Study for the DART Parker Road Transit Center, 1998 Eastern Plano Streetscape Features, 1999 Downtown Plano: A Vision and Strategy for Creating a Transit Village, 1999 Neighborhood Empowerment Zone #1, 1999 Eastside Tax Increment Financing District, 1999 Haggard Park Heritage District, January 2000 Downtown Plano Parking Study and Executive Summary, 2000 Center City Plan In Eastside Plano, 2001

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Appendix B: Recommended Design Improvements
Haggard Park – Haggard Park is the ceremonial heart of Plano. It is frequently used for weddings, family reunions, and various community celebrations. The park is the centerpiece of downtown. Haggard Park creates a dramatic setting for the Courtyard Theater and the DART station, and unites downtown and the surrounding neighborhoods. The park was recently enlarged and re-landscaped. The only remaining out-parcel is a house located at the SE corner of 16th Street and Avenue H. This property should be bought by the city and the home restored and devoted to civic use. 14th Street – 14th Street forms the southern edge of downtown. It also connects downtown to the Douglass neighborhood. 14th Street was recently reconstructed between Avenue G and Avenue K. Additional landscaping and infill development is needed, especially along the south side of 14th between Avenue I and Avenue K. 15th Street – 15th Street is downtown’s “Main Street.” It is also the major entry to downtown from US 75. The streetscape quality of 15th Street is uneven and in need of improvement. Reconstruction of 15th between Avenue I and Avenue G is scheduled to begin in early 2006. The project will include brick sidewalks, ornamental streetlights and landscaping. The width of the traffic lanes should remain narrow to discourage speeding. 15th Place – 15th Place was reconstructed into a mews (a narrow pedestrian street) with the development of Eastside Village I. While some buildings along the south side of the street have been improved, additional work is needed. Gravel parking lots along the street should be paved. Providing shared trash collection containers would be beneficial. 16th Street – 16th Street between Avenue G and Avenue K is the primary pedestrian path from the Haggard Park neighborhood and the Plano Municipal Building to the DART platform. Sidewalk and landscaping improvements to 16th Street were made in association with the development of Eastside Village I and the redevelopment of

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Haggard Park – Additional improvements are needed, especially along the north side of 16th between Avenue K and Avenue J. Avenue G – Avenue G is the major connection between the Douglass and Haggard Park neighborhoods. The section of Avenue G between 14th and 16th Streets carries moderate traffic volume requiring the existing 4-lane design. North and south of this section, Avenue G runs through residential areas and traffic volumes drop. Streetscape improvements are planned for portions of Avenue G south of 15th. This work needs to be extended north to 18th Street, and consideration should be given to incorporating traffic calming measures into the section between 16th Street and 18th Street. Avenue I – Avenue I should be improved to provide a pedestrian connection between the Douglass neighborhood and Haggard Park. Sidewalks, street trees and antique streetlights should be placed along Avenue I. The Interurban Museum is an attractive focal point at the north end of the street. Avenue K – Avenue K is a major arterial street. In the immediate downtown area, Avenue K is paired with Municipal Drive to create a one-way couplet system. Avenue K carries large volumes of southbound traffic during the morning peak hours, but during other periods volumes are well below its capacity. Plans are being prepared to narrow the section of Avenue K to two lanes from 18th Street to 14th Street. Additional on-street parking and landscaping will be installed with the narrowing project.

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Downtown Plano Projects Appendix C
Rice Field Cox School Haggard Park DART Platform Eastside Village I Plano Municipal Building

15th Street Village

Plano Courtyard Theater

Eastside Village II

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Appendix D: Eastside Village I Project Profile
Location: NW corner of 15th Place & Avenue K Site size: 3.6 acres GFA: 245,000 square feet Building height: 3 and 4-stories Construction classification: 1997 UBC Group R-1 & M, Type V-1 Hour Building materials: frame construction, brick veneer, stucco and hardy board Number of dwelling units: 33 efficiencies, 118 one-bedroom, 83 two-bedroom Non-residential space: 15,000 square feet Parking: 351 garage spaces, 47 surface spaces City of Plano construction cost: $2,000,000 ($1,030,098 credited against land transferred by DART to Plano) Amicus construction cost: $15,720,000 total; $13,100,000 hard cost 2004 Tax valuation: $12,871,000 Project architect: Womack & Hampton Architects, LLC 4311 Oak Lawn, Suite 50 Dallas, TX 75229 214-252-9000 Civil engineer: Huitt-Zollars, Inc 3131 McKinney Avenue, Suite 600, LB105 Dallas, TX 75204 214-871-3311 Landscape architect: Huitt-Zollars, Inc. 3131 McKinney Avenue, Suite 600, LB105 Dallas, TX 75204 214-871-3311 Developer: Amicus Partners, Limited 15601 Dallas Pkwy., Suite 525 Dallas, TX 75001 972-361-5480 Public concessions and incentives: Plano assembled and cleared the site. The city leased the site to Amicus for 70 years, with 3 10-year options. Annual base rent ($0.60/sq. ft.) was discounted in the 1st and 2nd years to 25% and 50%. After the 3rd year (base year), the annual rent is adjusted based on net operating income. Plano constructed off-site infrastructure. Fees paid by Amicus were credited against rent during the 1st and 2nd years. The park fee was waived.

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Appendix E: Eastside Village II Project Profile
Location: NE corner 14th Street & Avenue K Site size: 3.1 acres GFA: 245,000 square feet Building height: 3 and 4-stories Construction classification: 2000 IBC Group R-2 & M, Type V-A Building materials: frame construction, brick veneer, stucco and hardy board Number of dwelling units: 38 efficiencies, 137 one-bedroom, 54 two-bedroom Non-residential space: 25,000 square feet Parking: 419 garage spaces, 33 surface spaces City of Plano construction cost: $800,000 reimbursement allowance Amicus construction cost: $17,830,000 total; $15,100,000 hard cost 2004 Tax valuation: $14,335,000 Project architect: RTKL Associates, Inc. 1717 Pacific Avenue Dallas, TX 75201 214-871-8877 Civil engineer: Huitt-Zollars, Inc. 3131 McKinney Ave., Suite 600, LB105 Dallas, TX 75204 214-871-3311 Landscape architect: RTKL Associates, Inc. 1717 Pacific Avenue Dallas, TX 75201 214-871-8877 Developer: Amicus Partners, Limited 15601 Dallas Pkwy., Suite 525 Dallas, TX 75001 972-361-5480 Public concessions and incentives: Plano deeded 1.1 acres to Amicus in exchange for 100 garage parking spaces (in addition to those required by code) secured by easement. The city granted an allowance of $800,000 for the construction of public infrastructure to serve the development. The neighborhood park fee was waived.

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Appendix F: Plano Courtyard Theater Profile
Location: NW corner of 16th Street & Avenue H. Site size: 1.063 acres Gross building area: 20,000+ square feet Building height: 33 feet Building materials: brick and cast stone Parking: 200 Construction cost: $6+ million Description: Theater created through the adaptive reuse of the Cox High School Gym, located on Avenue H across from Haggard Park. Constructed in 1938 under the WPA, the theater is the second oldest public structure in the city. The 326-seat theater is a flexible venue, well-suited to a variety of performances. The theater can be set in end-stage, thrust-stage and arena configurations. Original Architect: Project Architect: Hoke Smith Hardy Holzman Pfeiffer Associates 902 Broadway, 11th Floor Dallas, TX 75229 212-677-6030 Theater Consultant: Theatre Projects Consultants 25 Elizabeth Street South Norwalk, CT 06854 203-299-0830 Acoustician: Jaffe-Holden Acoustics, Inc. 114A Washington Street Norwalk, CT 06854 203-838-4167 General Contractor: Joe Funk Construction Engineers, Inc. 11226 Indian Trail Dallas, TX 75001 972-243-7141 Financing: The City of Plano leased the building and site from the Plano Independent School District for 60 years in exchange for the district’s use of the theater for 10 days annually. The main source of funding is $4.6 million from a tax increment finance district. Other funding has been provided through the city’s general fund, hotel/motel tax and private gifts.

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Appendix G: 15th Street Village Profile
Location: SE & SW Corners of 15th Street & Avenue G Site Size: 4 acres Number of Dwellings: 34 townhouses and 90 condominiums Building Height: 2-story townhouses 3-story condominiums over 1-level garage Unit Size: townhouses - 1,700 - 2,100 square feet Condominiums - 900 - 1,100 square feet Projected Sales Price: $250-300K townhouses and $150-200K condominiums Project architect: Graphics Design Group 3615 North Hall Street Dallas, TX 75219 214-520-8800 Civil engineer: Helmberger & Assoc. 124 Hooper Road Wylie, TX 75098 972-442-7459 Contractor: Historic Plano Townhouses LLC 806 East 15th Street Plano, TX 75074 972-422-6992 Developer: 15th Street Village 806 East 15th Street Plano, TX 75074 972-422-6992 Public Concessions and Incentives: The City of Plano provided a 2-year option to purchase approximately 1 acre of land at $11 per square foot subject to the developer acquiring all other property required for the project, obtaining zoning and plan approvals and substantially completing 50 dwelling units. The city also provided a reimbursement allowance of $100,000 for public infrastructure and $24,000 cost participation in shared-use on-street parking. Plano will waive most development fees associated with the project.

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Appendix H: Downtown Plano Awards
1999 – Texas Chapter of the American Planning Association – Project Planning Award, Downtown Plano Transit Village 2002 – Greater Dallas Planning Council – Urban Design Award for Built Projects, Eastside Village 2003 – North Central Texas Council of Governments – Celebrating Leadership in Development Excellence Landmark Award in Redevelopment, Downtown Plano Transit Village 2003 – Texas Municipal League – Public Works Award, Downtown Plano Transit Village 2004 – Texas Downtown Association – Best New Construction Award, Eastside Village

Downtown DART Platform Before and After

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