Downtown

Plano
A Vision and Strategy for Creating a Transit Village
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-of-
way. 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 972-
941-7122

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 All-
America 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 Downtown Plans and Studies 14

Appendix B Recommended Design Improvements 15

Appendix C Downtown Plano Projects 17

Appendix D Eastside Village I Project Profile 18

Appendix E Eastside Village II Project Profile 19

Appendix F Courtyard Theater Project Profile 20

Appendix G 15th Street Village Project Profile 21

Appendix H Downtown Plano Awards 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

Plano
Rice Field Cox School Haggard Park DART Eastside
Municipal
Platform Village I
Building

15th Street Plano Eastside

Village Courtyard Village II
Theater

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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: Hoke Smith

Project Architect: 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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