A COMPLETE AND CONNECTED CITY CENTER

Acknowledgments

City of Dallas Mayor and City Council

The 360 Plan Team

Mayor Mike Rawlings
District 1 – Scott Griggs
District 2 – Adam Medrano
District 3 – Casey Thomas, II
District 4 – Dwaine R. Caraway
District 5 – Rickey D. Callahan
District 6 – Omar Narvaez
District 7 – Kevin Felder
District 8 – Tennell Atkins
District 9 – Mark Clayton
District 10 – B. Adam McGough
District 11 – Lee M. Kleinman
District 12 – Sandy Greyson
District 13 – Jennifer Staubach Gates
District 14 – Philip T. Kingston

The 360 Plan Chairs

Partner Organizations
AIA Dallas
bcWorkshop
Coalition for a New Dallas
CNU North Texas
The Dallas Arts District
Dallas Center for Architecture
Dallas Design District
The Dallas Entrepreneur Center
Dallas Heritage Village
The Dallas Institute
DART
Deep Ellum Community Association
Dunhill Partners
Foundation for Community Empowerment
Frazier Revitalization Inc.
Greater Dallas Planning Council
Klyde Warren Park
North Texas Council of Governments
Preservation Dallas
The Real Estate Council
Texas Trees Foundation
Trinity Commons Foundation
The Trinity Trust
Urban Land Institute: North Texas
Visit Dallas

Neighborhood Partners
CBD Neighborhood Coalition
Cedars Neighborhood Association
Dallas Farmers Market Friends
Downtown Dallas Neighborhood Association
Deep Ellum Foundation
Downtown Residents Council
Farmers Market Stakeholders Group
Friends of Fair ParkThe House
Revitalize South Dallas Coalition
South Blvd-Park Row Neighborhood Association
Uptown Dallas, Inc.
The W HOA
West End Association

T.C. Broadnax, City Manager, City of Dallas
Kourtny Garrett, President/ CEO, Downtown Dallas, Inc.

Steering Committee and Technical Committees
Dr. Jose Adames, El Centro College
Majed Al-Ghafry, COD Assistant City Manager
Dr. Lew Blackburn, DISD
Paula Blackmon, DISDCharles Brideau, COD Housing
Tanya Brooks, COD Mobility Planning
Brent Brown, Building Community Workshop
Dustin Bullard, Downtown Dallas, Inc.
Kryslyn Burks, Communications & Branding, Tracylocke
Jessica Burnham, Deep Ellum Foundation
Peer Chacko, COD Planning & Urban Design
John Crawford, Downtown Dallas, Inc.
Catherine Cuellar, Dallas Arts District (former)
Doug Curtis, AT&T Performing Arts Center
Arturo Del Castillo, COD Planning & Urban Design
Nick Diaz, Amegy Bank
Mike Eastland, NCTCOG
Raquel Favela, COD Chief of Economic
Development and Neighborhood Services
Bill Finch, COD Chief Information Officer
David Fisher, COD Office of Cultural Affairs
James Frye, HNTBDonzell Gipson, COD Parking
Larry Good, GFF
Jim Greer, ONCOR
Joe Groves, West End Assc.
Ted Hamilton, Hamilton Properties
Michael Hellman, COD Park & Recreation (former)
Kirk Houser, COD Street Services
Kristi Sherrill Hoyle, Baylor Scott & White Health
Lee Jackson, University of North Texas
Larry James, CitySquareJohn Johnson, COD Convention Event Services
Matt Jones, VisitDallas
Amanda Kleen, Downtown Neighborhood Assc.
Mike Koprowski, DISD (former)
Tamara Leak, COD Economic Development
David Lind, Corgan
Grace Lo, TXDOTRick Loessber, Dallas County
Steven Luik, Crescent Real Estate/ West End Assc.
Laura MacNeil, Wells Fargo (former)
Auro Majumdar, COD Street Services
Chalonda Mangwiro-Johnson, COD Planning &Urban Design
Nolan Marshall, Uptown Dallas Inc.
Jack Matthews, Matthews Southwest
Linda McMahon, The Real Estate Council
Bernadette Mitchell, COD Housing (former)

Amy Meadows, Parks for Downtown Dallas Foundation
Michael Morris, NCTCOG
Katy Murray, A.H. Belo
Noah Nelson, Texas A&M Commerce
Theresa O’Donnell, COD Resilience Office
Mike Peterson, AT&T
Joseph Pitchford, Crescent Real Estate
Melissa Prycer, Cedars Neighborhood Association
Ben Reavis, Downtown Residents Council
Holly Reed, Texas Central
Cheryl Richards, Dallas Convention & Visitors Bureau
Scott Rohrman, 42 Real Estate
Jon Ruff, Spire Realty
Jennifer Sanders, Dallas Innovation AllianceJames Schmeltekopf, Wells Fargo
Katherine Seale, Landmark Commission
Katy Slade, Gables Residential/ Uptown Dallas Inc.
Neal Sleeper, Cityplace
Billy Snow, DISD
Kevin Spath, COD Economic Development
Sarah Standifer, COD Trinity Watershed Management
Karl Stundins, COD Economic Development
Kristian Teleki, Matthews Southwest
Amy Tharp, Downtown Dallas, Inc.
Gary Thomas, DART
Justine Tran, COD CIS
Kim Tolbert, COD City Manager’s Office Chief of Staff
Michael Tregoning, Headington Companies
Michael Veale, Downtown Residents Council
Victor Vandergriff, TxDOTMatt Vermillion, Farmers Market Stakeholders Assc.
Lily Weiss, Dallas Arts Distict
Willis Winters, COD Park & Recreation Department
Jim Wood, Downtown Dallas, Inc.
Joey Zapata, COD Assistant City Manager
Karl Zavitkovsky, COD Economic Development (former)

Contents
I

Introduction					Page 5

IIVision and Plan Framework			

Page 8III

The Urban Fabric				Page 12

IV

Transformative Strategies			Page 46

V

Catalytic Development Areas		

Page 76

VI

Corridors of Interest				Page 96

VII

Implementation					Page 104

VIII

Appendix						Page 110

I Introduction

Thomas Garza Photography

DENTON75

FRISCOCHAPTER I|WISE
COUNTYINTRODUCTION

The City Center, the heart of Dallas, is at a pivotal
moment. The 360 Plan is a strategic document,
guiding Downtown Dallas and the larger City Center tocontinued, long-term success.

In response to this rapid growth, Downtown Dallas 360, a strategic plan for
the greater Downtown area, was adopted by Dallas City Council in 2011 to
set a clear, cohesive vision for its future. To achieve this vision, Downtown
Dallas 360 set forth specific, implementable actions that support Downtown’slong-term vibrancy and success, including transit, streets, public spaces,
urban design, housing, and parking. Recognizing that the urban core iscomprised of many neighborhoods, each offering unique character andexperiences, the 2011 plan also began to acknowledge the connectivity
needs, both within and adjacent to the “freeway loop.”
Continued growth since 2011 has necessitated an update to the Downtown
Dallas 360 plan. The future of our vibrant, diverse urban core lies in its
ability to build upon this momentum. Unprecedented residential andcommercial development and connectivity enhancements, have evolved
the urban core, presenting opportunities to focus future planning efforts on
roadways and transit, affordable housing, educational facilities, as well asneighborhood identity and connectivity. Now known simply as The 360 Plan,
the vision and strategies have been updated to meet the emergent needsof the growing residential population, commercial sector, and visitor base.
The 360 Plan envisions a prosperous future for the larger City Center,encompassing the diverse neighborhoods within a 2.5-mile radius aroundDowntown. Whereas Downtown Dallas 360 defined specific boundaries
between various districts, this 2017 update blurs those boundaries in an effort

6

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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P L A N C O NTE XT					In the last decade, Downtown Dallas has experienced a modern
renaissance as people, corporations, culture, the arts, and development –all once destined for the suburban fringes – have returned to the urban core.
Since 2011, Dallas’s City Center population has grown nearly 31 percent, toover 51,000 residents, while the increase of housing units constructed in thatsame time period matches the residential growth rate (30.5 percent). Since
2000, over $5 Billion has been invested in Downtown Dallas, drawing overfifteen corporate relocations and an employment growth rate of sixteen
percent between 2003 and 2013.

121

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The City Center within the Dallas-Fort Worth region

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KAUFMAN
COUNTYto promote collective success for the City Center. Many of the plan’s actions
result is a community-based collaborative planning effort that prioritizes
focus first steps within the freeway loop; however, others can be appliedneighborhood needs and desires.
HNSON
ELLIS
to the larger City Center,J Oaddressing
the universal needs and furthering
MIDLOTHIAN
The update process wasby a Steering Committee comprised
COUNTYC O U stewarded
NTY
the collective vision of the whole. The plan’s specific actions will supportof stakeholders, community leaders, and City of Dallas management who
and harness continued growth to ensure a dynamic urban environment
provided strategic direction and support for major themes and concepts.
within the global context. Its principles and recommendations should be
A Project Team, comprised of City of Dallas, DDI, and consultant staff,
applied when making both long- and short-term decisions, especially whenprovided day-to-day guidance and project management.
reviewing new public or private sector projects.
Since 2015, the Project Team hosted more than 150 stakeholder meetings
and focus groups to gather input on specific needs throughout the study
area. The more than 1,500 touchpoints received have influenced theU PDAT E PR OC E SS A ND C OMMU NI TY E NGA GE ME NT
update process, focusing on urban mobility and enhanced connections
Since its adoption in 2011, many of Downtown Dallas 360’s action items
between neighborhoods, while carrying forward strategic goals related
have been completed or substantially advanced. Therefore, in Juneto building complete neighborhoods and promoting great placemaking.
2015, an update process was initiated by Downtown Dallas, Inc. (DDI) andTechnical planning work, in continued collaboration with community
the City of Dallas to create The 360 Plan to further advance the original
stakeholders, progressed through 2017 to solidify the updated vision andvision and guide the future of the City Center for the next five years. Forty
strategic action items. A summary of public involvement is available inpartner organizations were engaged in the update process, providing
the Appendix for additional reference.
robust neighborhood, community, and stakeholder involvement. The

GIS data provid
Central Texas C

02.5

CHAPTER I|INTRODUCTION

EX IS T IN G ADOP TE D P LANSC ONC U R R E NT P R OJ E C TS

Prior to the creation of The 360 Plan, various area plans have been adopted within the City Center. These efforts were led byneighborhoods and local stakeholders and have helped establish zoning recommendations and neighborhood visioning formany of City Center’s districts. Relevant adopted area plans within the City Center since 2000 include:

In addition to stakeholder input, several projects that have impact to Downtown have been conducted concurrent to The
360 Plan. At the onset of the plan update, more than 180 concurrent projects and plans were identified and categorized
to determine their relevance to the overall plan process. These efforts have been approached collaboratively to ensurecohesive integration of each project’s initiatives within the best interests of Downtown. The projects below are examples of
those having the greatest magnitude of impact and cooperation. These include:

Downtown Dallas 360 Plan (2011): Established a vision, transformative strategies, and five-year actions for Downtown
Dallas in the context of its immediately adjacent neighborhoods. The Downtown Dallas 360 plan is intended to be updated andreplaced by The 360 Plan.

South Dallas / Fair Park Economic Corridor Plan (2001): Established a land use and economic development vision forcommercial corridors within the area generally bounded by I-30, South Haskell Avenue, Hatcher Street, and South Lamar Street.
This plan provided the context for rezoning the area to establish Planned Development District #595.

Stemmons / Design District Land Use Plan (2001): Established land use policy for the area generally known as the
Design District- between Stemmons Freeway, Levee Street, Wycliff Avenue, and Continental Avenue. It provided the basis forrezoning the area to create Planned Development District #621.

Cedars Area Plan (2002): Established a future land use, urban design, and circulation vision for the area bounded by R.L.
Thornton Freeway, Julius Schepps Freeway, the DART Railroad, and the Union Pacific Railroad. It provided the basis for rezoning
the area to amend Planned Development District #317.

Trinity River Corridor Comprehensive Land Use Plan (2005): Established a land use and urban design vision, policies,
and implementation strategies to transform the 44,000-acre Trinity River Corridor into the front yard of the City and reconnect
northern and southern Dallas. This plan was amended in 2009 to update the vision for the Oak Cliff Gateway area.

Bryan Area Study (2005): Established land use, urban design, streetscape policies, and recommendations for the area
generally bounded by Roseland Avenue, Fitzhugh Avenue, Gaston Avenue, and Good Latimer / Central Expressway. This study
provided the basis for rezoning the area to amend Planned Development District #298.

The Stemmons Corridor – Southwestern Medical District Area Plan (2010): Established a land use and urban
design policy direction for future land development in the six square-mile area along the Stemmons Corridor, generallybounded by the Trinity River, Mockingbird Lane, Downtown, and Uptown.

West Dallas Urban Structure & Guidelines Area Plan (2011): Established a future development vision, uniquecharacter, and urban design guidelines for the nine neighborhoods within the area bounded by the Trinity River Levee, Sylvan
Avenue, and I-30.

Martin Luther King Jr. Station Area Plan (2013): Established land use and circulation policy guidance to create a safe,
walkable, mixed-use, transit-oriented neighborhood within a half-mile radius of the MLK DART Station located in the South DallasFair Park area.

The Bottom Urban Structure & Guidelines Area Plan (2015): Established a vision for the 126-acre Bottoms
neighborhood between I-35E, Corinth Street, Eighth Street, and the Trinity River. It presents a path for growth that maintains andreinforces the neighborhood character, and provides design guidance for compatible homes and walkable streets.

Dallas CityMAP: The Texas Dept. of Transportation (TxDOT) completed the CityMAP study in 2016 to explore future
construction options for the freeways that comprise the Downtown loop, including I-30, I-345, Lower Stemmons (I-35), and the I-35
Southern Gateway. These options were evaluated on their economic development generation and their engineering feasibility.

Downtown Dallas Parks Master Plan Update: Adopted in 2004, the Downtown Dallas Parks Master Plan was updated
in 2013 to build upon the successful implementation of the plan’s original strategies and recommendations. The update
included four priority parks projects to be implemented throughout Downtown in the coming years, including Harwood Park,
Pacific Plaza, Carpenter Park, and West End Plaza.

DART Initiatives: DART currently has two expansion projects occurring simultaneously in the City Center: the Second
Downtown Light-Rail Alignment (D2) and Central Dallas Link of the Dallas Streetcar. D2 is a proposed subway that will connect
Victory Station and Deep Ellum through Downtown below Commerce Street. The proposed streetcar expansion will link the
Oak Cliff modern streetcar to the McKinney Avenue Trolley along a central alignment through Downtown.

High Speed Rail: Texas Central Partners, a private venture, is developing high speed passenger rail service that willconnect Dallas and Houston in under 90 minutes. The project, whose Dallas station is proposed to be in the Cedars, is currently
under federal environmental review, with construction proposed to begin by 2019.

Urban Transit Design Guidelines: Adopted by Dallas City Council in 2017, these guidelines establish a review process
and design criteria for all future DART projects that occur within the City Center, including but not limited to D2 and Central
Dallas Streetcar Link.
Arts District Plan: The Dallas Arts District Master Plan update aims to provide guidance for design and construction of
structures, landscapes, public art, and streets within the Dallas Arts District. The plan is intended to provide a vision as guidance
for urban design review of projects, specific intentions for each street within the Dallas Arts District, and suggestions andrecommendations for best practices, to which all projects in the Dallas Arts District are encouraged to adhere.

AT&T Discovery District Plan: In its commitment to keep its global headquarters in Downtown Dallas, AT&T has proposed
the creation of the AT&T Discovery District, a revitalization of its corporate campus, providing enhancements to pedestrian
activity throughout the area, including wide sidewalks and additional bicycle lanes. A public plaza, complete with retail,dining, and entertainment opportunities, will be the primary focus of the Discovery District.

Dallas Innovation District: The Dallas Innovation Alliance, a coalition of stakeholders invested in Dallas’s future as aninnovative and “smart” city, has chosen the West End to implement Phase One of its Dallas Innovation District. The District
will serve as a living laboratory to implement smart city infrastructure and ideas, including LED lighting, interactive kiosks, andintegrated transit solutions.

For additional information on these adopted area plans, visit http://dallascityhall.com/departments/pnv/Pages/Neighborhood-Area-Plans-_Adopted-Plans.aspx

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

7

II Vision andPlan Framework

CHAPTER II|VISION AND PLAN FRAMEWORKThe Vision
Downtown Dallas and its adjoining neighborhoods createa place for everyone at the heart of our city, a complete
and connected City Center offering an inclusive, robust,and unique combination of residential options, job
opportunities, great schools, refreshing open spaces,
bustling street activity, successful business and retail,connected by an accessible, balanced, multi-modaltransportation network with a variety of options to movefrom one destination to the next.

Dallas continues to be the economic, cultural, and entertainment
center for the Dallas-Fort Worth Metroplex. The City Center of Dallas, thegeography extending roughly 2.5 miles from Downtown, serves as thenucleus of activity and is the primary destination for conducting businessand experiencing an urban lifestyle, boasting great transportation
connections and a diverse, skilled workforce.
The City Center contains a strong collection of mutually-supportive districts,
each with unique character and opportunity to improve accessibility via
walking, bicycle, streetcar, light rail, bus, or automobile. The area’s tensof thousands of residents contribute to a diverse, inclusive place where
creativity, innovation, and social interaction are paramount.

Thomas Garza Photography

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

9CHAPTER II|VISION AND PLAN FRAMEWORKPlan Framework
Building on a strong vision, The 360 Plan is organized around the idea of acomplete and connected City Center. This overarching goal forms thePlan Framework (see figure at right) or “backbone” of The 360 Plan andframes the key themes for the plan to create a unifying “mission” for the
document.

10

T H E UR B AN FABR IC

T RA NSFORM ATI V E STR ATE GI E SC ATA LYTI C DE V E L OP ME NT A R E AS

The City Center has numerous districts that continue to evolve. A key

To focus and further articulate how the vision will be achieved, three

Six catalytic development areas apply policy support, vision, concepts,

part of the vision for the City Center is a collection of linked districts andTransformative Strategies present the critical path forward that will ensureand strategies on the ground. They leverage a combination of recent

neighborhoods, both within the loop and those immediately adjacent, thatthe type of community that residents, stakeholders, and city leaders desire.

major public and private investment to support additional opportunities

together comprise the city’s core urban fabric and create a complete

Despite tremendous resources, advantages, and successes of the City

for significant growth. The six areas have been identified through theurban experience. The 360 Plan vision acknowledges existing andCenter today, achieving the vision as described will take targeted efforts

planning process because of their ability to address multiple Transformative

emerging identities while providing guidance to ensure that, together, theto increase its regional, national, and international competitiveness andStrategies, capacity to accommodate significant new development, andvarious districts attract and serve a wide array of employees, residents, andattractiveness, as well as sense of place and livability for local residents,

ability to demonstrate “quick wins” for both public and private sectors.

visitors. Unlike the 2011 plan, responding to the “Know Your Neighborhood”

employees, and visitors. To this end, the strategies identified for The 360 Plan

Catalytic Development Area recommendations are outlined in greater

survey work done through the People Organizing Place (POP) initiative,

must be truly transformative – shifting the conventional wisdom in Dallas

detail in Chapter V. The vision and character of each area are described

districts have been grouped into larger geographies in order to capture

for how to get things done – resulting in a premier urban environment.

and illustrated along with recommended strategic actions. In addition,

similar themes and characteristics emphasized through public input. A

Each Transformative Strategy, including its overall concept, policies andthree Corridors of Interest illustrate design concepts for enhancement

broad vision, description of character, and connection opportunities for

guidelines, and an overview of implementation steps is described in detailof key streets that are critical for reconnecting districts and are further

each district are highlighted in Chapter III.

in Chapter IV.

discussed in Chapter VI.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER III M PL E M E N TATIONThe Transformative Strategies, Catalytic Development Areas, and Corridorsof Interest highlight concepts and strategies to generate success. In order tobe successful in achieving the desired outcomes outlined in this document,
there are strategic actions that will need to be accomplished. As with the2011 Plan, the Implementation section highlights a matrix of Action Items

Alternative Demographic Forecast|

VISION AND PLAN FRAMEWORK				The City of Dallas and DDI analyzed The 360 Plan study area to create arefined 2040 employment and population forecast to use in all plan-related
studies and analyses. Inputs for the updated forecast included actual
residential unit counts and evaluation of existing land uses and development
trends to create the alternative forecast.

				and policy changes to achieve for each of the Transformative Strategies.

The 360 Plan Transportation Analysis

These action items highlight a specified timeline, projected implementation

In 2016, Fehr & Peers conducted a detailed transportation analysis of all

cost, a lead party, and funding sources.

local roadway networks within the City Center to evaluate the effects a
potential vehicular capacity reduction has on traffic patterns, economic
development, and quality of life. The study included use of StreetLight
cellphone and GPS data to better capture travel patterns throughout the
study area, providing a micro-analysis of motorists’ behaviors.

CO N TR I B U T IN G STUDIE S
To further analyze the growth of the City Center since 2011, several studies
were also conducted to evaluate certain aspects of the study area. All
studies reviewed below are available in the Appendix.

District Analysis: Base Mapping and Granular Assessments 		
Through intensive touring, MIG, alongside City and DDI staff, assessed thephysical inventory of each neighborhood to capture the contextual aspects
and relevant issues affecting each area. The granular assessment maps
were reviewed by area residents and stakeholders in an effort to conduct acomplete and thorough analysis of each neighborhood.

Dallas 360 Market Analysis						Conducted by Economic and Planning Systems in 2015, this study
evaluated the economic health of all districts within the Downtown Dallas
360 geography. Through the study, each district was provided a “market
momentum score” that ranked the strength and balance of the district’s

Transit Metrics Analysis

						The City of Dallas analyzed transit mode share for the Downtown districts

Thomas Garza Photography

and Downtown as a whole. Ridership data was collected from area transit
agencies, and proportions were calculated using cellphone and GPS dataof automobile trips from Streetlight.

Downtown Dallas, Inc. Perception Survey				Downtown Dallas, Inc. conducted a perception survey in Fall 2016 to
capture and evaluate trends, desires, and behaviors of Downtown residents
and workers. The survey data has informed the creation of The 360 Plan
objectives and will be used for benchmarking purposes into the future.

Know Your Neighborhood							As a part of The 360 Plan’s public input phase, bcWorkshop utilized theirPeople Organizing Place tool to gather specific data about Downtown
neighborhoods through an interactive website and guided facilitation to
begin discussions of neighborhood boundaries throughout the study area.

retail, office, employment, and housing opportunities.
Thomas Garza Photography

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

11

III The Urban FabricCHAPTER III| T H E U R B A N FA B R I C

A Complex, Diverse City Center

Dallas’ City Center is a unique collection of diverse, vibrantneighborhoods that have shaped the rich history of the city. Eachneighborhood’s distinct, well-defined personality serves a purposefulfunction in creating a collective identity that differentiates the City
Center from the rest of the city - one that defines the most dense
mixed-use environment - a complete and connected community ofcommercial, cultural, entertainment, and residential amenities andopportunities.
Modern skyscrapers, residential neighborhoods, entertainment venues,
recreational facilities, historic buildings, and museums all comprisethe 19.5-square-mile study area of The 360 Plan. Although Downtown

Thomas Garza Photography

Dallas is commonly referred to as the area within the freeway loop,
this broader perspective of the entire City Center is necessary to focus
on the complementary role each neighborhood has in the overall
success and vibrancy of our center city. The following descriptions
capture the contextual elements of all of the neighborhoods within thescope of the plan, including their character, evolution, and connection
opportunities. Some neighborhoods have been grouped together, as
they share similar features; but, the overall focus is on those connections
between the neighborhoods that strengthen the urban fabric of theentire City Center.
Together, through the unified, cohesive vision of The 360 Plan, Dallas’
central neighborhoods can provide all residents, workers, and visitors apleasant, vibrant environment in which to live, do business, and enjoy thecity.
Thomas Garza Photography

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

13

CHAPTER III| T H E U R B A N FA B R I C

Downtown Dallaswy

As the birthplace of the city, the geography and identity of Downtown

ge

rs
F

Dallas has evolved in a multitude of ways over the last 150 years. In

ll R
od

its recent history, Downtown is typically indicated as the area within

W

oo

da

the freeway loop of Interstates 30, 35, 345, and the Woodall Rodgers
freeway. Today, the term “Downtown” means many things to many

Dallas Arts
District

people, depending on personal relevance, something to be celebrated
as the urban core of Dallas evolves and citizens take pride in what theheart of their city means to them. Therefore, for the purposes of clarity
within The 360 Plan, Downtown is referred to as the area that aligns with
the Downtown Improvement District, comprised of six districts within the

DOWNTOWNWest End
I-35E

Main Street
District

freeway loop that are surrounded by more than one dozen others that sit

45

Dallas Farmers
MarketCivic Center
Reunion
I-30

14

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

adjacent, all crucial to the overall economic and social well-being of the

I-3

City Center of Dallas.

CHAPTER III| T H E U R B A N FA B R I C

Thomas Garza Photography

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

15

CHAPTER III| T H E U R B A N FA B R I C

Dallas Arts District
District Character/Evolution

District Connection Opportunities

Created by city ordinance in 1983,[1] the Dallas Arts District has

Flora Street, once the cornerstone of the African American community

since become the nation’s largest contiguous urban cultural districtof North Dallas,[2] is now the cultural backbone for the City of Dallas.

dedicated to the visual and performing arts. In the late 1970s, theEnvisioned as a dense commercial and cultural thoroughfare,northeastern portion of Downtown – home to underutilized or industrial

Flora Street, while it allows for some vehicular traffic, is more of aproperties, including the former Borden Dairy – was recommended aspedestrian pathway connecting visitors to the various institutions andthe site to co-locate the city’s disparate arts and cultural institutions
in one neighborhood that could be conveniently accessed by thecity’s arts patrons, residents, and tourists. The Dallas Arts District now
contains a world-class collection of cultural venues housing world
famous art collections, music and theater companies, other arts-relatedorganizations, and a nationally-renowned magnet high school.
Parks and plazas throughout the Dallas Arts District also provide
visitors with the opportunity to congregate, interact, and recreate
together. Klyde Warren Park has become a hallmark development fordevelopments fronting the street. Outdoor dining patios, decorative
pavers, and pedestrian amenities, including lighting, shade trees,and benches, will line Flora Street, offering pedestrians an attractive
environment in which to explore Dallas’ arts scene.
Connecting Uptown to the Dallas Farmers Market via the Dallas Arts
District, Pearl Street has been envisioned to become the city’s “Avenue
to the Arts.” Primarily used by motorists as a Downtown pass-through,Pearl Street lacks the amenities, infrastructure, and multimodal options

The Dallas Museum of Art is one of Dallas’ most popular destinations and an anchor for the Dallas Arts
District.

the City of Dallas, connecting the Dallas Arts District with the Uptown
neighborhood, once separated by the Woodall Rodgers Freeway. The
2015 extension of the McKinney Avenue Trolley along St. Paul and Olive
Streets further enhanced connections between Downtown, the Dallas
Arts District, and Uptown.
The original, compact plan for the Dallas Arts District has evolved intoa mixed-use neighborhood. Spanning nearly 70 acres, the Dallas Arts
District is a cultural and innovative hub of commercial, leisure, andeducational activity. Upcoming housing developments meet a criticalneed in enhancing the Dallas Arts District’s residential offerings; theaddition of residents will solidify the Dallas Arts District’s character as atrue mixed-use community. With the implementation of specific urban
design guidelines – an effort underway in parallel with The 360 Plan – theDallas Arts District will continue its transformation into a unique, vibrantneighborhood in Downtown Dallas.

16

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Booker T. Washington High School for the Performing and Visual Arts is a magnet public highschool in the Arts District.

The Dallas Arts District is home to a variety of notable buildings, including several by Pritzker Prizewinning architects, such as the Wyly Theatre by Rem Koolhaas.

CHAPTER III

necessary to create a truly unique environment for Dallas Arts District
visitors. To become the “Avenue to the Arts,” innovative treatments must
be incorporated into the current infrastructure of Pearl Street to enhanceWest End
District Character/Evolution

pedestrian safety and to accommodate alternative transportation

Much of Dallas’s past is contained and preserved in the West End, a

options.

historically-significant area that contains many of the city’s cultural

Harwood Street contains the necessary infrastructure to become an
urban boulevard, connecting multiple districts in and around Downtown
with multimodal transportation options, including automobile, bicycle,

resources. This historic landmark district is vital to Downtown’s continued
success, as nearly seven million people visit the West End’s attractions
each year.

and pedestrian infrastructure. As it passes through the Dallas Arts District,

The city’s beginnings are rooted in the West End: in 1841, John Neely

Harwood Street could become a pedestrian promenade, linking many

Bryan founded the Dallas settlement with the establishment of his

Downtown parks and open spaces along its path: Uptown, Klyde Warren

homestead and a trading post in the vicinity of what is now the West End.

Park, the Dallas Arts District, the future Pacific Plaza, Main Street Garden,

As the settlement grew into the late 1800s, illicit businesses also emerged;

the future Harwood Park, the Dallas Farmers Market, Dallas Heritage

visitors would come to Frogtown, a quasi-legal red-light district locatedVillage, and extending into the Cedars.

in present-day West End, or nearby Boggy Bayou for entertainment

Elegant estates and homesteads once lined Ross Avenue, which, by

Downtown, manufacturers constructed brick warehouses to store goods

and other services. Soon thereafter, as the railroads converged upon

the late-nineteenth century, had become the most prestigious address

and merchandise to be shipped out of town. Those warehouses arein Dallas. By the 1920s, the elite neighborhood along Ross Avenue

now synonymous with the West End as many still stand today, housing

deteriorated as residents fled the City Center to nearby communities.

important destinations and tourist attractions. While in the West End,With Downtown’s resurgence, Ross Avenue is now home to prestigious

visitors can honor the life and legacy of John F. Kennedy at the Sixth Floor

commercial, cultural, and future residential developments, becoming

Museum and Dealey Plaza, study Dallas history at the Old Red Museum,a critical access point to Downtown from Old East Dallas via the Dallas

learn the history of the Holocaust and value of advancing human rights at

Arts District, extending into the West End. Its character is envisioned to

the Dallas Holocaust Museum and Center for Education and Tolerance,

be a complete street, respecting its significant cross-city role as a District

and take an underwater adventure at the Dallas World Aquarium.

Connector, while also balancing the varying land uses that stretch its
length, the intensity of current and future commercial development, andopportunities to become a multimodal, pedestrian friendly, and activatedcorridor.
[1] City of Dallas. The Dallas Plan (Draft). October 1994.
[2] https://dbdt.com/wp-content/uploads/2015/08/2700-Flora-Street.pdf[3] https://flashbackdallas.com/category/1920s/| T H E U R B A N FA B R I C

The West End contains some of Dallas’ most significant historic structures, including Old Red
Courthouse

In order to preserve the area’s history, many of the West End’s warehouses
were also converted into restaurants and shops in the 1980s, effectively
creating a new entertainment district for Dallas visitors. Though the area
suffered from decline in recent decades, the West End has experienced
a resurgence through new residential and commercial development
projects. National corporations have been attracted to the West End aslarge-scale redevelopment projects repurpose many of the area’s buildings
and warehouses into office space. The West End is also envisioned to

The DART West End Station provides great transit service to the district, but is currently viewed as
unsafe and detracts from surrounding development and positive momentum for the district.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

17

CHAPTER III| T H E U R B A N FA B R I C

become the Dallas Innovation District, in which the Dallas Innovationpedestrian route as it connects two of Downtown’s cultural andAlliance fosters a creative “living lab” of smart infrastructure, including

entertainment districts – West End and the Dallas Arts District – andLED lighting, digital kiosks, and public Wi-Fi, and the Dallas Entrepreneurial

the various institutions contained therein. Lamar Street is a significant

Center serves as a business incubator, attracting small business startups tonorth-south thoroughfare for Downtown, connecting the Cedars

the area.

(South Side) to Victory as it travels through the Civic Center and West

Outside of the core entertainment district, the West End is a large
employment and education center, serving as host to several Dallas
County government buildings and El Centro College, the flagshipThomas Garza PhotographyMarket Street in the West End provides a strong retail street and a core of historic buildings but
currently feels tired and is in need of updates.

students and employees at nearby Bank of America Plaza and Fountainfor bus services directly connect Downtown to local and regional

Place significantly increase the West End’s daytime population,

destinations. Future streetcar routes along Lamar Street and Ross

perpetuating the need for public gathering spaces which are lacking

Avenue will further enhance the connections to the West End fromin the district. Surface parking lots are abundant throughout the Westvarious points in and around Downtown.

End, providing opportunity for future development to further activate
the district. One such development, the proposed West End Plaza, willserve as a new park space for district visitors, residents, employees, andstudents.

well- connected to nearby districts and neighborhoods. Containing a
number of the city’s cultural attractions, walkability between venues iscritical to the safety and security of West End visitors. Wide sidewalks,

Woodall Rodgers Freeway and I-35 separate the West End from theVictory neighborhood and West Dallas, respectively, both areas thathave experienced concentrated growth and investment in recent
years. The I-35 corridor also further separates the West End (and all of
Downtown) from the Trinity River, a major asset for Dallas, especiallyas plans for the future Trinity River Park move forward. The proposed
200-acre park will be the focal point for the city of Dallas, reconnecting
communities to the Trinity River, encouraging economic developmentin, and accessibility to, underutilized parcels along the river.

visible crosswalks, and slower vehicular traffic are all necessary to

Existing bicycle infrastructure enhances the street and pedestriancreate an environment conducive to pedestrian movement and safety.

network throughout the West End. Planned bicycle infrastructure in theStreet-level activations should also be encouraged in new development

West End will provide further access to nearby neighborhoods, including

throughout the West End to improve the area’s pedestrian orientation

Victory Park, the Dallas Arts District, and the Cedars via connections

and walkability; restaurants and patios, storefronts, and additional

through Downtown; proposed bike lanes will also connect the West End

museum space could help enhance the pedestrian experience,

to the existing trail network along the Trinity River via Houston Street andmaking it safer and more efficient to move through the district.

Lamar Street/Continental Avenue.

Ross Avenue provides critical access to the West End, serving as

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

attractions of the West End.
The West End DART light rail station and the nearby West Transfer Center

Located in the northwestern portion of Downtown, the West End is18

Street as conventioneers and hotel guests use this corridor to reach thecampus of the Dallas County Community College District. El Centro

District Connection Opportunities

Dealey Plaza is one of the city’s most popular tourist destinations and provides a steady stream ofSource: Wikimedia Commonsactivity in the West End district. 				End. Much of Downtown’s visitor activity is centered along Lamaran important gateway between East Dallas and Downtown. Usedmainly as a vehicular thoroughfare, Ross Avenue is also an important

CHAPTER III| T H E U R B A N FA B R I C

ReunionDistrict Character/Evolution
Completing the western end of Downtown, connecting the historic WestEnd to the Civic Center, is the Reunion district. La Réunion, an experimentalsocialist commune founded by French settlers in 1855 near present-day

the former Reunion Arena has been transformed into a temporary green
space, proving that a large park could be viable – and successful – in the
Reunion district as it has played host to numerous public events, concerts,
and gatherings.

Downtown Dallas, is the namesake of the Reunion district and the city
skyline’s instantly-recognizable icon, Reunion Tower. Today, the Reunion
district now serves as a major transit hub, as Union Station accommodates
commuter, light, and interstate rail services.
Reunion contains the largest contiguous amount of vacant land in
Downtown, a result of the closure and subsequent demolition of Reunion

District Connection Opportunities
As the primary transit hub for Downtown Dallas, Reunion is already wellsituated and connected by transit to neighboring districts and nearby
neighborhoods.

Arena in 2009. A vast portion of the district consists of surface parking lots

Transit orientation of future development within Reunion should position

and garages, both of which serve the nearby Convention Center. With

the area as a key point of interest and investment in the coming years.

ample opportunity for development and its high visibility at the confluence

The area could become a high-profile destination as developers andof major thoroughfares, Reunion is poised to become a high-profile

companies seek proximity to transit options that facilitate Downtown’s

destination in Downtown Dallas; the creation of a new development patternregional and national connections. The planned high speed rail line nearbyon these vacant or underutilized lots would strengthen the district’s ties withwill further augment the light rail, Trinity Railway Express, and Amtrak services

the remainder of Downtown. Mixed-use developments, with a focus onresidential, office, and hotel uses, will activate this oft-neglected section of
Downtown. A planned high speed rail station nearby will further activate theReunion district.
Large-scale redevelopment projects could also spur activity within Reunion.
Renovations to 400 Record will reposition the high-rise office tower as apedestrian-oriented destination as retail and restaurants replace vacantor underutilized ground-floor spaces. The soon-to-be-vacated Dallas
Morning News facility and surrounding parking lots could become catalytic
redevelopment sites, bringing much-needed residential, retail, andcommercial uses to the Reunion district.

Thomas Garza Photography
The Omni Dallas Hotel has provided an exciting new tourist destination, with restaurants and constantactivity, in an area of Downtown that was previously home to parking lots.

already available at Union Station. Also terminating at Union Station, themodern streetcar provides access to Downtown from Oak Cliff. Connecting
two employment centers (Downtown and Methodist Hospital) and tourist
destinations (Downtown and the Bishop Dallas Arts District), the streetcar
serves as an asset for those seeking alternatives to the personal vehicle use
between the Reunion district and its neighbors.
Freeways serve as a hard edge for the Reunion district at its western (I-35)
and southern (I-30) borders, separating the district from the West Dallas andNorth Oak Cliff neighborhoods; both have experienced intense investment
and growth in recent years. Smaller freeway footprints and deck parks as
proposed in TxDOT’s CityMAP planning efforts will effectively connect theReunion district to West Dallas and the North Oak Cliff Gateway areas. The

The Reunion district provides several notable parks and open space areas.

freeways further separate Downtown from the Trinity River, a major asset

Ferris Plaza and its grand fountain greet passengers as they exit Union Station

for Dallas, emphasizing the need to reconnect communities – including

and Lubben Plaza provides respite and shade to district visitors. The site of

Downtown – to the Trinity River.

Thomas Garza Photography
Union Station is a multimodal transit hub, with DART light rail, Trinity Railway Express, streetcar, bus,
and Amtrak connections to neighborhood, local, and regional destinations.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

19

CHAPTER III| T H E U R B A N FA B R I C

Dallas Farmers Market
District Character/Evolution							District Connection Opportunities						Born out of improvised wholesale markets on Pearl Street in the late 1800s,

Since its inception, the Dallas Farmers Market has been a critical gateway

the Dallas Farmers Market has been reborn as a thriving public market. The

to Downtown: farmers from distant communities reached Dallas via Pearlmarket serves as an anchor for the Dallas Farmers Market in southeastern

Street to sell their produce to commercial wholesalers located Downtown.

Downtown and is an asset for the community-at-large, reflecting Dallas’s
historical commercial roots and supplying produce in support of healthy
lifestyles.

from the Cedars and Deep Ellum by I-30 on its south and I-345 on its

The current site of the Dallas Farmers Market was formally established indevelopment. Ongoing plans include the CityMAP efforts to reduce the1939 and was owned and operated by the City of Dallas until 2013. Now
a private venture (a recommendation from the 2011 plan), the Dallas
Farmers Market is poised to become a unique destination in Downtown
Dallas, and high-quality retail and residential development has occurred
immediately adjacent to the facility as a result. The remainder of theneighborhood presents a significant opportunity to advance a consistenteast, two vibrant neighborhoods also experiencing a resurgence of
freeway footprints and remove the confusing nexus of access ramps
intended to reconnect these neighborhoods and their assets. Proposed
deck parks over I-30, including a reconnection to the Dallas Heritage
Village (Old City Park), will provide necessary open space to a criticallyunderserved section of Downtown.

development pattern to establish a distinct identity and transform

Harwood Street features numerous historic landmarks, such as the Scottish

underutilized land. Much of the property in the area remains vacant or

Rite Cathedral, the Masonic Lodge, and the First Presbyterian Church,

underutilized, providing ample opportunity for future development orthat reflect the institutional prominence of the Dallas Farmers Market; asredevelopment projects.

it extends south and north, Harwood Street connects the Dallas Farmers

The success of recent residential development in the Dallas Farmers Market
will help spur development elsewhere in the neighborhood, fulfilling the2011 plan vision for a mixed-income community with entry-level workforce
and family-oriented housing, both of which are underserved markets within
Downtown. Compact, walkable, low- to mid-rise residential and mixed-

prominent destinations (Dallas Heritage Village, Main Street Garden, theDallas Arts District). Harwood Street must accommodate vehicular traffic,
including truck deliveries to the market, and pedestrian movement toand through the district. However, to enjoy the historical significance ofHarwood Street, pedestrians and cyclists must feel comfortable travelling

properties, further connecting the Dallas Farmers Market to other nearby

along the corridor and should be provided with ample amenities, including

neighborhoods in and around Downtown.

enhanced streetscaping (trees, benches, streetlights) and traffic-calming
features (wide sidewalks, crosswalks).

Market proper, Encore Park and the proposed Harwood Park have theCanton/Young Street, the epicenter of recent residential development

potential to bring much-needed open space and cultural amenities toin the Dallas Farmers Market, is an important connection to nearby Deepneighborhood visitors and residents. The adaptive re-use of buildings will

Ellum. However, multiple access ramps and confusing intersections create

also help solidify an identifiable character for the Dallas Farmers Market

dangerous conditions for pedestrians wishing to access Deep Ellum or thefocused on its historical and commercial context.

Dallas Farmers Market via Canton/Young Street. The removal of certain

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

The Dallas Farmers Market provides an active open market and a popular food hall.

Market to other historic structures (the Statler Hotel and Residences) anduse communities could bring life to the area’s vacant and underutilized

Lacking a formal public gathering space outside of the Dallas Farmers

20

Currently, the Dallas Farmers Market is a distinct neighborhood separated

Thomas Garza Photography
The Farmers Market contains some historic businesses such as Ruibal’s which are anchors in the district
and should be celebrated and preserved.

CHAPTER III| T H E U R B A N FA B R I C

freeway access points and the addition of clearly-demarcated pedestrian
pathways will provide safe access to both areas.
Proposed bicycle facilities on Marilla Street and Harwood Street will provide
greater access to and from the Dallas Farmers Market. The increase inpedestrian and bicycle facilities in and through the Dallas Farmers Market will
ultimately reduce the need for personal vehicles throughout Downtown. D-Link,
the free Downtown shuttle, and opportunities for streetcar expansion will also
serve as alternative transit modes, connecting the Dallas Farmers Market tonearby Downtown districts and neighborhoods.

Thomas Garza Photography
New restaurants and special events have helped make the Dallas Farmers Market a popular place on
the weekend.

New residential development is characterized by three-story brick townhomes and four- and five-story
apartment buildings with traditional and modern finishes.

In the Civic Center, City Hall Plaza often sits empty and unactivated. The hardscape design,
surrounding vacancy, and lack of shade make the plaza unattractive to pedestrians.

Due to heavy tourist traffic through Pioneer Plaza in the Civic Center, the paths around the iconic cattle
drive sculptures and cemetery are eroded and need repair.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

21

CHAPTER III| T H E U R B A N FA B R I C

Civic Center

District Connection Opportunities

District Character/Evolution

As with the Farmers Market, the Civic Center is bordered to its south by
I-30, separating the district from the Cedars, a resurgent neighborhood

Encompassing a large portion of southern Downtown, the Civic Centerof numerous residential, office, and entertainment developments. The

houses many of Dallas’ municipal and governmental destinations,

CityMAP plan to reduce the I-30 footprint and remove the tangled

including City Hall, J. Erik Jonsson Central Library, several federal offices,

network of access ramps near the Civic Center will reconnect theseand the Kay Bailey Hutchison Convention Center. The Civic Center alsoneighborhoods and their assets. A proposed deck park over I-30 willcontains many of the city’s social service organizations, providing services

provide additional open space and, together with the development plans

to the area’s homeless and other disadvantaged populations.

for the nearby high speed rail station, will further integrate and connect
the Civic Center with the Cedars.

Like the City of Dallas, the Civic Center’s history is tied to the railroad: theSanta Fe Railroad Freight Terminal was once located in the southwestern

Streets within the Civic Center are often wide, accommodating

portion of the Civic Center in an area now occupied by the city’svehicular travel to and through the district with little attention paid toConvention Center.[4] The Civic Center’s future could once again

the pedestrian. Marilla Street could become a pedestrian thoroughfare

depend on the railroad, as the planned high speed rail station will bethat connects the Reunion District (via Young Street), the Dallas Farmers

situated nearby. The station could serve as a catalytic project for Dallas,
encouraging steadfast growth and development in a part of Downtown
that has been slower to develop.

Market, Deep Ellum (via Canton Street), and various points of interest in
The underside of the Kay Bailey Hutchinson Convention Center provides a great opportunity forcreating an activated space that connects Downtown to the Cedars.

abundance of parking lots and underutilized property throughout the
Civic Center provide ample opportunity for development projects that
focus on bringing a mix of uses to this portion of Downtown. Many ofthe district’s underutilized buildings could be adaptively reused, creatingscheduled activities, including mobile food vendors, art shows, andmoveable tables and chairs, will help activate these spaces. City Hall
Plaza could become the Civic Center’s definable activity node and bringidentity and character to this portion of Downtown.

complement the convention and governmental functions of the Civic[4] http://digitalcollections.smu.edu/cdm/ref/collection/dmp/id/155

Center.

[5] McDonald, William. Dallas Rediscovered: A Photographic Chronicle of Urban Expansion 1870-1925. Dallas Historical
Society, 1978.

Civic Center: Pioneer Plaza and Cemetery offers a look into Dallas’ past as
a town on the western frontier, Lubben Plaza is a respite among sculptures,and City Hall Plaza provides ample space for large public events andgatherings. Activation of these spaces, especially City Hall Plaza, could
bring additional visitors to the Civic Center while further engaging thearea’s current employees and residents. Permanent programming and22

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Farmers Market and Deep Ellum. Lamar Street could also be a signaturestreet as it connects cultural and civic landmarks in Downtown, including
the West End, Convention Center, and the planned high speed rail
station, to the burgeoning entertainment district in the Cedars. Planned
bicycle infrastructure and pedestrian enhancements along Lamar
Street will encourage and improve walkability within and around the

additional space for hotel, residential, and office uses that support andThree plazas provide opportunities for recreation and reflection within the

Plaza. Proposed bicycle facilities on Marilla will further connect the Civic
Center to nearby districts and neighborhoods, specifically the Dallas

Large estate homes were once located in the area now occupied by
City Hall,[5] providing a residential component that is lacking today. An

between, including the Omni Dallas Hotel, Pioneer Plaza, and City Hall

Civic Center. Planned bicycle infrastructure and enhanced pedestrianamenities, including landscaping, along Ervay Street will also strengthen
the Civic Center’s connections to the Main Street District and the Cedars
neighborhood.

CHAPTER III| T H E U R B A N FA B R I C

Main Street District
District Character/Evolution
Marked by contemporary skyscrapers and historic structures, the Main
Street District serves as one of the most diverse and intensely mixed-use
areas in Dallas. Home to the city’s major retailers, hotels, and banks, Main
Street contains some of Dallas’ early buildings, including several landmark
skyscrapers. As new development moved north from Main Street, in orderto access nearby freeways, the modern image of Dallas as a center offinance and energy is now reflected in its iconic and growing skyline.
Commerce has always played a central role in Downtown Dallas. The
arrival of the railroad in the 1870s brought commercial establishments
to Main Street, including saloons and boarding houses, dry goods
stores and markets, and medical and law offices. As Dallas grew,
Downtown’s commercial offerings were also expanded. AnchoredThomas Garza Photography

Thomas Garza Photography

The Eye Ball has provided Main Street with a popular and distinct piece of public art.

Belo Garden has a diverse array of Texas-native plant species as well as play fountains that make thepark popular for all users.

Main Street Garden is popular with two- and four-legged visitors, and will be even more vibrant when
the renovated Statler Hotel project is complete.

Main Street has numerous retail and restaurant destinations, some of which provide pleasant outdoor
dining options.

by the Majestic Theatre, Elm Street became a “film and theater row,”
providing entertainment to both Dallasites and visitors. In 1907, NeimanMarcus brought luxury retail to Downtown Dallas alongside several
other department stores throughout what is now the Main Street District.
By the mid-twentieth century, though, most retail and entertainment
establishments left Downtown as patrons began to favor the suburbs; theMain Street District, once the hub of near-constant activity, had become
an office park, marking the initial decline of Downtown Dallas.
In recent years, the Main Street District has experienced expansive urban
revitalization; Downtown has once again become a destination forcommerce and entertainment. Older, dilapidated buildings have been
restored and others have been adaptively re-used as residential properties
to provide homes for Downtown’s ever-growing population. Higher
education services have also expanded into Downtown as the UNT Dallas
College of Law as well as the Universities Center at Dallas and its partner

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

23

CHAPTER III| T H E U R B A N FA B R I C

institutions, including University of North Texas System, Texas A&M University Commerce, and University of Texas Arlington, within the Main Street District.

District Connection Opportunities
The Main Street District, at the core of Downtown Dallas, is well-connected

Dallas. Proposed expansions of the light rail and streetcar systems will

With its dense collection of skyscrapers, retailers and hotels, residences,to nearby districts and neighborhoods via heavily-traveled corridors,

further enhance connections to and through the Main Street District andand open spaces – including Belo Garden, Main Street Garden, Pegasus

pedestrian thoroughfares, and transit access.

reduce the need for personal vehicles in Downtown.

Plaza, and Thanks-Giving Square – the Main Street District offers one of the

As the main east-west thoroughfares in the Main Street District, Commerce

Most structures in the Main Street District were built with internalized

most complete urban experiences in Downtown Dallas.

and Elm Streets are primary vehicular access points to and throughretail and services, often leaving the street frontages bare and inactive.

Downtown; both streets are wide, accommodating vehicle and bus

Skybridges and tunnels, built to link office towers and hotels to parking

traffic with little focus on the pedestrian experience. Numerous driveways

structures and other destinations, exacerbate the feeling of isolation atand valet access lanes disrupt thru traffic and impede pedestrian safety.

street level. Recently, however, office towers and corporate campuses

However, in recent years, several plans for streetscape improvements haveare embracing Downtown streets through activation of their ground floor

been discussed in order to enhance the pedestrian experience along

spaces. Additional patio dining, retail storefronts, and public gathering

Commerce and Elm Streets: traffic lane removal, curb cut reduction, andspaces will cultivate a lively, engaging, human-scale experience

the creation of dedicated parking and/or valet lanes can reduce traffic

throughout the Main Street District, encouraging pedestrians to walk andspeed and improve safety throughout the Main Street District.

enjoy Downtown and nearby neighborhoods.

Pearl and Harwood Streets are wide, unattractive thoroughfares, serving
north-south traffic through the Main Street District. Parking lots and inactive
storefronts create voids in the connection between the Main Street District
and the Dallas Arts District, providing opportunities for infill development,
activation strategies, and pedestrian enhancements, including mid-blockcrossings, landscaping, and improved crosswalks. These enhancements
will help achieve the vision of Pearl Street becoming the city’s “Avenue tothe Arts” as it proceeds through Downtown and the Main Street District tothe Dallas Farmers Market. Existing bike lanes throughout the Main Street
District, especially along Main, Jackson, and Wood Streets, are importantconnectors to the Deep Ellum neighborhood and the Civic Center,
respectively, and proposed bicycle infrastructure on Harwood Street willfurther strengthen the connection between the Main Street District andadditional neighborhoods.
Mass transit penetrates the Main Street District, as bus, light rail, and the
McKinney Avenue Trolley systems serve the core of Downtown Dallas.
D-Link, the free Downtown circulator, also connects visitors to hotels and
The University of Noth Texas System provides an educational amenity to the Main Street District
and further increases it vibrancy.

24

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

other destinations within the Main Street District and throughout Downtown

CHAPTER III| T H E U R B A N FA B R I C

DISTRICT 14

Ro

Ro

ss

ss

PD 708PD 145
I-345

I-345

I-345

Klyde Warren Park/
Arts District PID

Ro

ss

Downtown
Residents Council
La

La

m

ar

Downtown
Improvement District

rce
mme

Co

m

Harwood

ElmWest End

Elm

Historic

Historic
District

erce

ar

Elm

C

Com

PD 619Main

District

Main

Main
Lam

g

ar

Youn

g

Youn

e

merc

omm

CA-1

PD 357g

Youn

PD 715
I-30

Downtown
Dallas NA

I-30

I-30

DISTRICT 2
DISTRICT 1

Public Improvement Districts and Council Districts

Neighborhood Associations
Local Historic Districts

Planned Development Districts

Historically Protected Structures

Central Area-1 Zoning

Neighborhood Associations and Historic Overlays			Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

25

CHAPTER III| T H E U R B A N FA B R I C

CedarsTaking advantage of its proximity to Downtown, the Cedars is a burgeoning

neighborhood, among the remaining historic homes and commercial

neighborhood undergoing rapid transformation: industrial uses are being

structures that remain – creating a diverse, eclectic urban identity.

replaced by residences, restaurants, and office spaces to become a dense,

In recent years, affordable land values and proximity to Downtown

full-service community.

have attracted artists and other residents to the Cedars. Popular bars,

Dallas as northern development stalled near the Texas and Pacific rail line,

The railroad was central to the Cedars’ establishment and subsequent

along what is now Pacific Avenue; speculators were drawn to southern

development – and will remain an integral factor in its future success. As

Dallas and its forest of oak and red cedar trees, the latter of which gave thethe location of the proposed high speed rail terminal, the Cedars will be

new neighborhood its name, by way of new streetcar lines crisscrossing theonce again at the crossroads of robust growth and continued prosperity.

area

[6]

. Upon the opening of City Park (now Dallas Heritage Village), Dallas’

first public park, the Cedars quickly became a stately neighborhood, as
streets were lined with the Victorian homes of Dallas’ wealthy professionals,
including businessmen, doctors, and lawyers. Much of Dallas’ original Jewish
population also lived in the Cedars, building large Victorian mansions
throughout the neighborhood.
The elegance of the Cedars neighborhood faded in the early twentiethcentury; the wealthy enclave was replaced with industrial uses associatedwith the numerous railroads crossing the neighborhood into Downtown.
Factories, warehouses, and heavy industry followed the railroads into the
Cedars, destroying much of the neighborhood’s tree canopy. Substandard
housing conditions became prevalent throughout the neighborhood
affecting its exclusivity and value, forcing many of the Cedars’s founders
to move to wealthy enclaves elsewhere in Dallas. Construction of the I-30

CEDARSneighborhood.

South Side

I-45

Downtown area. Residential development progressed south of Downtown

alongside new residential development to become a vibrant, diverse

E

1870s coincided with speculative residential development around therestaurants, and music venues have been established in the Cedars

I-35

The emergence and subsequent growth of Dallas’ railroad network in the

I-30

Within the Cedars, the South Side neighborhood has experienced
explosive growth since its anchor development South Side on Lamar in
the former Sears, Roebuck and Company building (1910) opened in 2001.
Soon after, the Dallas Police Department Headquarters relocated to thearea, and with the improved perception of safety and activity soon came
the Nylo Hotel and several restaurants, bars, and entertainment venues
that catalyzed additional development throughout the Cedars.
The 360 Plan emphasizes several District Connectors in the Cedars andSouth Side that will improve multimodal access to Downtown, to andacross the Trinity to neighborhoods like The Bottom, and to the east/
southeast to Fair Park/South Dallas, including: Riverfront, Lamar, Cadiz,
Al Lipscomb Boulevard, Martin Luther King, Jr. Boulevard, Ervay, Akard,
Belleview, and Harwood.

corridor in the 1960s all but destroyed what few Victorian mansions remainedin the Cedars at that time.

[6] McDonald, William. Dallas Rediscovered: A Photographic Chronicle of Urban Expansion 1870-1925. Dallas Historical
Society, 1978.

Remnants of the Cedars’s industrial past remain today. Adaptive reuseprojects and live-work units preserve the creative and industrial spirit of
the neighborhood. Warehouses have been converted into lofts, while
new residential construction is interwoven within the historic fabric of the26

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Some historic structures, such as the Nylo Hotel on South Lamar Street, have been renovated andturned into key anchors for the neighborhood.

CHAPTER III| T H E U R B A N FA B R I C

DISTRICT 14

rw

m

d

oo

d

ar

DISTRICT 2Southside
Premium PID

Ha

La

d

oo

d

ar

ar

rw

m

Ak

Ha

La

d

oo

d

ar

ar

rw

ar

m

Ak

Ha

Ak

La

I-30

I-30

I-30

PD 513

PD 317

Sears Buildings

Cedars NA

Complex

Co

Co

rin

rin

th

th

erf

Riv

erf

erf

t

DISTRICT 7
DISTRICT 4
Public Improvement Districts and Council Districtst

PD 800PD 747
PD 595

Riv

ron

ron

rin

Riv

Co

Southside PID

thHistoric Districtront

PD 354

PD 784IM
Neighborhood Associations
Local Historic Districts

Planned Development Districts

Historically Protected Structures

Industrial Manufacturing Zoning

Neighborhood Associations and Historic Overlays			Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

27

CHAPTER III| T H E U R B A N FA B R I C

Deep Ellum
Deep Ellum, one of Downtown Dallas’s most eclectic neighborhoods, isscene, and lively entertainment activity is balanced with a stable anda popular destination for entertainment and nightlife. After long periods

active residential population. A range of future projects including low-, mid-of disinvestment, Deep Ellum has experienced a significant resurgence inand large-scale developments currently underway in Deep Ellum signify arecent years as an infusion of residential units, creative workspaces, andprosperous future ahead for the neighborhood.

retail storefronts have created a vibrant mixed-use neighborhood. The area,on the east end of Downtown Dallas, was originally settled as one of Dallas’
freedmantowns, and, at the convergence of several rail lines, Deep Ellum
served as a red-light district for those passing through Dallas. Established justafter the Civil War, areas along Commerce, Main, and Elm Streets were filledwith juke joints and establishments serving homemade beer and liquor. [7]BaylorConnecting Deep Ellum and Fair Park/South Dallas sits Exposition Park, aneclectic mix of restaurants, bars, galleries, services, and small residential
developments. Driven by a strong arts community, “Expo Park,” as it’s known
to many, is improving the connections between all of the southeastern
center city with infill development and vibrant experiences. The 360 Planemphasizes several District Connectors with strategies to improve multimodal

Deep Ellum was an early home to jazz and blues music, genres performed bytransportation options to and from Deep Ellum, Expo Park, Downtown, andmusicians that had experienced the hardships of the neighborhood and its

surrounding areas, including: Malcolm X Boulevard, Good Latimer, Hall,

roots in slavery. Prior to fame, Blind Lemon Jefferson performed in Deep Ellum

Main, Elm, and Commerce Streets.

I-3

45

DEEP ELLUM

Expo
Park
I-30

brothels before becoming a national recording star for Paramount Records.
Jefferson’s music, alongside other Dallas bluesmen, would shape andinform contemporary American music and recording artists. Deep Ellum’s[7], [8] McDonald, William. Dallas Rediscovered: A Photographic Chronicle of Urban Expansion 1870-1925. Dallas Historical
Society, 1978.

roots as an entertainment and nightlife district still remain today as bars andnightclubs continue to host live music performances.
By the 1920s, however, Deep Ellum became one of Dallas’s first commercial
districts to cater to African Americans; many businesses were owned andoperated by African American families, including hotels, retail shops, a movie
theater, and a vaudeville house.[8] Deep Ellum has the largest collection ofcommercial storefronts from the early twentieth century in Dallas. Maintaining
the historic facades, many of the buildings’ interiors have been renovated toaccommodate modern restaurants, art galleries, and entertainment venues.
Home to the Continental Gin Company and a Model T assembly plant, Deep
Ellum propelled Dallas into a newfound industrial age. Both large buildings
have been converted into residential lofts and apartments, bringing a
residential component to the neighborhood.
Nearly obliterated by the construction of Central Expressway in the 1970s,
Deep Ellum has experienced many lives since. Today, the density andThomas Garza Photography

diversity of uses in Deep Ellum offer a unique urban experience foundNew retail and restaurants have added to the already vibrant nightlife to help transform Deep Elluminto a bustling 24-hour district.

nowhere else in Dallas. Local retail and arts, an entrepreneurial culinary28

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Special events such as Reimagine Crowdus, which temporarily closed Crowdus Street for a month, have
Source: Another Face In The Crowd
given a new dimension to the neighborhood.			

CHAPTER III| T H E U R B A N FA B R I C

DISTRICT 14
Old East Dallas
Renaissance Coalition

ll

ll

ll

Ha

Ha

Ha

Elm

Elm
e

Com

e

Com

e

merc

merc

merc

Deep Ellum PID

Elm
Com

PD 269
I-34

on

Cant

Adam Hats
Building

I-34

5

DISTRICT 2

M

al

on

on

5

Cant

Cant

I-34

5

M

co

lm

al

X

co

lm

M

al

X

co

lm

X

DISTRICT 7
I-30

I-30

I-30

Neighborhood Associations
Historically Protected Structures

Public Improvement Districts and Council Districts

Planned Development Districts

Neighborhood Associations and Historic Overlays			Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

29

CHAPTER III| T H E U R B A N FA B R I C

Design Districtneighborhood as residential buildings and additional commercial services

Residual rail spurs are common throughout the Design District. These

have come online.

underutilized spaces can be transformed into small parks or green space

District were constructed in the 1950s on cheap, readily-available land

bicyclists and pedestrians to nearby trails along the Trinity River.

along the banks of the Trinity River. Dallas was, at one time, the third

The Design District has become one of the most successfully-branded

largest garment center in the United States

destinations in Dallas. As the Design District continues to grow and diversify,[9]

due to the concentrationof fashion designers, fabricators, and showrooms within the Design

it is necessary to retain its industrious, creative energy for its continued

District. The fashion industry continues to play a large role in the Design

success.

ity

DESIGN
DISTRICT

Riv

er

ret

rga

Ma

District as designers and other entrepreneurs move to the area in hopesof advancing their careers. The Design District has long been a premier

Trin

W

The showrooms and warehouses that comprise the majority of the Design– both of which are needed in the district – that can further connectFwyTrail, will further enhance connections to and through the neighborhood.

gers

years, however, the Design District has emerged as a vibrant, mixed-use

odexpansion of the bicycle infrastructure network, including the Trinity Strand

da
ll R

unique destination for art, home furnishings, and design goods. In recent

ooprovides ample opportunity for recreation and leisure activity, and the

I-35E

Located west and northwest of Downtown Dallas, the Design District is a

H

e

idg

ll Br

Hi
unt

[9] http://neighborhoods.dmagazine.com/dallas/central-dallas/design-district/destination for interior designers seeking unique home decor andfurnishings. Today, the district offers a variety of merchandise, including
art, antiques, and vintage goods, making it one of Dallas’ most attractive
shopping and retail areas.
In recent years, warehouses and showrooms throughout the Design
District have been repurposed as contemporary art galleries, breweries,
and restaurants, maintaining the area’s industrious, edgy appeal. Infill
development has occurred as apartment homes have been built among
the district’s industrial buildings, establishing a creative and energetic
mixed-use neighborhood; a boutique hotel and additional entertainment
venues continue to diversify this rapidly-expanding portion of Downtown.
Though the Design District is easily accessible via automobile, there isa need to improve multimodal access within the district, connecting it
to nearby neighborhoods and the Trinity River. Pedestrian and bicycle
connections to the DART Victory Station, underneath an I-35 overpass, must
be explored to provide critical access to various points around Downtown
and greater Dallas. The Design District’s adjacency to the Trinity River30

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Thomas Garza Photography
The Design District has seen a surge of new retail and restaurants that have changed this formerlyindustrial district into a bustling neighborhood.

Thomas Garza Photography
Recent gateway and street improvements have helped give the Design District a distinct identity thatembraces public art.

CHAPTER III| T H E U R B A N FA B R I C

DISTRICT 2
I-35

I-35

E

Turtle Creek

E

et

et

rk
Ma

rk
Ma

Pump House

r

r

nte

nte

Ce

Ce

kL

kL

Oa

Oa

DISTRICT 6

aw

aw

n

n

Oak Lawn/ Hi-Line
PID

PD 621
m

Riv

m

cu

cu

Slo

Slo
t

ron

ron

erf

erf

Riv
Le

t

Le

e

e

ve

ve

PD 339

ret

rga

Ma

Hu

ill
nt H

ge

Brid

ret

rga

Ma

Hu

ill
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PD 442ge

BridPublic Improvement Districts
Historically Protected Structures

Public Improvement Districts, Historic Overlays, Council Districts

Planned Development Districts

Zoning									More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

31

CHAPTER III| T H E U R B A N FA B R I C

East Dallas
East Dallas is anchored by the Baylor University Medical Center complex.

residential community just east of Downtown. Architecturally-significant

From its humble beginnings in 1903, the hospital has grown into one of thehomes and historic commercial structures from the late nineteenth andlargest patient care centers and medical research and training facilities inearly twentieth centuries sit among newly-constructed multi-family projects.

North Texas. As the complex has expanded throughout the years, Baylor’s

separate municipality and quickly grew after the arrival of the railroads.

city as the largest center of job growth in the City Center over the last
decade.
Also contributing to the overall district is the Bryan Place neighborhood,of manors and mansions that housed cattle barons, bankers, and othercharacterized by some of the few opportunities available today for single-

industrial leaders. The town’s elite status rivaled that found along Ross

family unit dwelling in the City Center. Bryan Place was developed in the

Avenue to the southwest, in what is now the Arts District. East Dallas

1980s, focused on pedestrian friendly streets and a close-knit community

was annexed by the City of Dallas in 1890, and the area’s rapid growthwithin a walk or bike ride to the center of Downtown Dallas.

continued thereafter. Residents were drawn to East Dallas as Downtown
became increasingly commercial and industrial; streetcar lines allowed
residents to commute to and from Downtown – a novel concept – before
the introduction of personal automobile use hastened suburbanization
throughout the area in the 1920s and 1930s.

especially around the Baylor complex, creates an eclectic environment,
it must also respect the historic significance found throughout East Dallas.
Within this context, additional development and redevelopment near

early twentieth century. Many East Dallas neighborhoods offered modern

by the medical center, including housing; increased commerce could

conveniences and amenities not found elsewhere in Dallas, including

create a vibrant district and strengthen its surrounding neighborhoods.

industrial workers from nearby factories; by the 1960s, many of the area’s
larger homes had been condemned or demolished. However, in the
1970s, residents began to take pride in several East Dallas neighborhoods

Baylorto salvage the area’s architectural integrity. While new development,

Baylor should support a range of services for those utilizing and employedarea’s mansions were converted into apartments and boarding houses for

Bryan
Place

Continued preservation efforts throughout East Dallas will be necessary

Residential development throughout East Dallas continued well into thesidewalks, paved streets, sewers, and electric street lights. By the 1940s, theI-345

Large homesteads throughout East Dallas were parceled into subdivisions

0

wild, overgrown frontier. In the 1870s, East Dallas was incorporated as aEAST
DALLAS

prominent position within East Dallas continues to be felt throughout the

I-3

East Dallas was originally settled by European pioneers attracted to the

US-75

The European roots of East Dallas are still prevalent throughout this thriving

The 360 Plan emphasizes several District Connectors with recommendations
for multi-modal improvements that will better connect East Dallas andBryan Place to Downtown and surrounding areas, including Ross Avenue,
Live Oak, Hall, and Washington.

and began to preserve and showcase the area’s architecture; extensive
renovations to the historic homes have made East Dallas a desirable place
to live once again.

Thomas Garza Photography
Numerous new multifamily developments have been built along Ross Avenue and Live Oak Street
within the district.

32

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER III| T H E U R B A N FA B R I C

PD 183

ak
Pe

ak
Pe

PD 305
ak
Liv

e

O

ak
Pe

CR

ya

n

ak
O
e
Liv

Old East Dallas
Renaissance Coalition

Peak’s Suburban Addition
Historic District

WR-5
PD 298
Ro

ss

Ro

ss

Br

Ro

ss

Liv

e

O

ak

n

n

to

to

ng

ng

hi

hi

as

as

W

W

MF-2

LO-3
n

ll

DISTRICT 2

ya

Ha

Br

ll

I-345

I-345

I-345

Ha

Br

ya

n

DISTRICT 14

Ha

ll

IM
MU-3
CA-2

Deep Ellum PID

Central Area-2 Zoning
Mixed-Use 3 Zoning
Industrial Manufactuing Zoning
Limited Office-3 Zoning
Walkable Residential-5 Zoning

DISTRICT 7
Public Improvement Districts and Council Districts

Neighborhood Associations

Multifamily-2 Zoning

Local Historic Districts

Community Retail Zoning

Historically Protected Structures

Planned Development Districts

Neighborhood Associations and Historic Overlays			Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

33

CHAPTER III| T H E U R B A N FA B R I C

North Oak Cliff
rebirth and revitalization, a proud identity that has attracted new residents

Soon thereafter, working- and middle-class families flocked to theand businesses to the established neighborhood. Oak Cliff and Downtown

neighborhood, brought by the construction of affordable housing

have historically been areas of great synergy, which can be improved

throughout Oak Cliff. Though Oak Cliff continued to experience residential

through projects like the modern streetcar, bike infrastructure, and infill

and commercial growth through the 1950s, the poorly-constructed houses

development. With projects like Sylvan Thirty and townhomes, condos, andof the working-class neighborhoods would quickly deteriorate, leading

apartments in between, the linkages are growing stronger. Opportunity

to the neighborhood’s depressed conditions throughout much of theexists to further bolster both areas, enhancing the cultural, economic, andsecond half of the twentieth century. Significant reinvestment in the lastsocial fabric of the entire center city.

20 years, however, has halted much of this decline. Renovations of the

Oak Cliff was originally settled in the 1840s as Hord’s Ridge on a high hillwith limitless views across the Trinity River to the new community of Dallas.
An independent city, Hord’s Ridge was a busy farming community withfertile soils along the river and its tributaries; the city’s grist mill, producing
over 100 bushels per day, also became a driving industry in the area. In
1850, Hord’s Ridge narrowly lost a vote to Dallas to become the seat ofDallas County; the town’s robust growth slowed in the wake of the loss as
Dallas became a more “popular” locale to conduct official business. In

historic housing stock and the revitalization of significant commercial
centers, including the Bishop Arts District, now attract young professionals
and families seeking a diverse, urban community. Restaurants, bars, and

Tri

ni

ty

Ri

ve

r

East Kessler

NORTH
OAK CLIFF

Lake Cliffboutiques now cater to the eclectic demographic found in Oak Cliff,
creating a unique neighborhood experience. The modern streetcar
has propelled Oak Cliff to the forefront of transit-oriented development,
and the neighborhood will experience continued economic and social
connectivity to Downtown.

1887, Oak Cliff came into being as developers transformed the fledgling

This rapid redevelopment, though, has raised concerns over gentrification

Hord’s Ridge into one of Dallas’s most desirable suburban communities.

and potential displacement of longtime residents, and new development

Named for the oaks lining the area’s chalk hills, Oak Cliff was once again ashould be sensitive to and respect Oak Cliff’s historic and cultural context

burgeoning community in which residents sought refuge from the bustle ofin which it is built. In doing so, Oak Cliff will retain the fierce identity and

Dallas.

independence instilled by its founders and will continue to play a vital role

The Trinity River was a prominent selling point of Oak Cliff’s settlers: it

I-30

5E

Oak Cliff was annexed in 1903, becoming a part of the City of Dallas.

I-3

As one of Dallas’s oldest neighborhoods, Oak Cliff serves as a beacon forin Downtown’s revitalization and prosperity.

served as an intentional physical barrier, separating the area’s exclusive

The 360 Plan emphasizes strategies to continue to improve connectivity,

neighborhoods from Downtown. However, major flood events regularly

identifying streets such as Houston, Zang, and Beckley as District

destroyed critical connections between the two cities for days or weeks at

Connectors and enhancing access, with particular focus on bike anda time. Construction of the Houston Street Viaduct was a critical venture inpedestrian connections, to and across the Trinity River.

1910 to allow permanent access over the Trinity River to Downtown Dallas,
a vital connection that continues to be used today.

34

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

The Bishop Arts District is a walkable district with a strong sense of character, making it a popular
destination for many Dallas residents.

CHAPTER III| T H E U R B A N FA B R I C

DISTRICT
2

DISTRICT 6

I-30

I-30

IR
R-7.5

East Kessler
Park NA

DISTRICT 1
PD 282

Code Keeper
Group NA

I-35

ng
Za

Za

PD 160Single-Family Residential Zoning

East Kessler
Park NA
BishopArts NA

PD 830Marsalis

Brentwood/
Trinity
Heights NA

Lake Cliff
Historic District

Colorado

PD 160Marsalis

Friends ofKidd Springs
Park NA

Colorado

J

n

rso

fe
ef

I-35E

ng

E

PD 468

DISTRICT
4Neighborhood Associations

CA-2
PD 830

MF-2

CR

Community Retail
Mixed-Use-1 Zoning

MU-1

Regional Retail

RR

Local Historic Districts
Historically Protected Structures

Central Area-2 Zoning

on

rs
ffe

Je

Multifamily-2 Zoning
Industrial Research Zoning
Planned Development Districts

Public Improvement Districts, Historic Overlays, Council Districts

Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

35

CHAPTER III| T H E U R B A N FA B R I CRiverfront

welcomes people. However, with proper planning efforts, Riverfront

Dallas’ greatest natural asset.
Since Dallas’ founding, the Trinity River and its tributaries have fueled thecity’s industries, from milling to manufacturing, playing a large role in thecity’s growth and prosperity. Though the type of industry has changed over
the years, Riverfront still contains a bulk of the city’s industrial uses, including

can preserve the natural environment and bring more human-scaled

ret

rga

Ma

development to the area. This work can lead to better policies andcarefully designed, livable, and accessible projects to produce a truly

e

ridg

ill B

tH
Hun

I-35E

bike trails, greenways, and pedestrian paths have been incorporated intoerarea for development with no guarantee it will evolve into a place that

Rivindustrial, the district has become an urban playground in recent years asynit

For these reasons, Riverfront will increasingly be seen as an attractive

Tri

The Trinity River and its oxbows form the core of Riverfront. Historically

RIVERFRONT

thriving destination and gateway to Downtown Dallas with the Trinity River
as its focal point.

car lots and repair shops, salvage yards, and small manufacturers; Dallas

The 360 Plan emphasizes District Connectors to improve multimodal

County justice facilities are also located in Riverfront. Industrial uses willconnections between the Design District, Riverfront, Downtown, andcontinue to locate in Riverfront so long as land remains cheap and readily-surrounding neighborhoods, including: Oak Lawn, Hi-line, Reunion,

available along the periphery of Downtown.

Riverfront, Continental/Lamar, Commerce, and Griffin.

I-30

The Trinity River has received much-needed attention in recent years
and is now seen as a major asset for Downtown and all of Dallas. The
construction of the Margaret Hunt Hill and Margaret McDermott Bridges
has brought panache and elegance to an area generally not known
for either. Access to Riverfront has been a challenge, having to crossinterwoven routes of rail, river, levees, and high-speed roads and freeways;
however, the Santa Fe Trail and Ronald Kirk Bridge have made the area
more accessible, improving connections to Downtown at the district’s
southern and northern ends, respectively. Recreational facilities andbicycle trails also provide some points of access to the Trinity River fromvarious points in and around Downtown; however, there is significant
opportunity to deliver more options to the Trinity’s current and futureamenities. Plans for the Trinity River Park will forever change the landscapeof Downtown Dallas. The proposed park will be one of the largest of its kindin the nation, reclaiming vacant lands and underutilized property for open
space and recreational facilities.
Although Downtown is roughly a half-mile away, Riverfront is isolated by the TxDOT Horseshoe Projectand other large infrastructure.

36

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

The Meanders serve as flood control today but could also be designed to serve as functional open
space connecting the district to the Trinity River.

CHAPTER III

Continental| T H E U R B A N FA B R I CContinental

IM

rga

Hu
ret

Ma

ill
nt H

ge

Brid

rga

Hu
ret

Ma

DISTRICT 6

ill
nt H

ge

PD 774

Brid

A(A)

e

merc

Com

e

merc

Com

IR

nt

nt

rfro

rfro

Rive

Rive

DISTRICT 2

0

I-3

0
I-3
I-30

PD 784

Ho

Ho

ust
o

n

ust
on

I-30

PD 468
E
I-35

DISTRICT 1A(A)Agricultural Zoning
Industrial Manufacturing Zoning

Council Districts

I-35E

DISTRICT 4

Industrial Research Zoning
Planned Development Districts

Zoning									More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

37

CHAPTER III| T H E U R B A N FA B R I CSouth Dallas/ Fair Park
South Dallas/Fair Park is a unique neighborhood situated primarily toThough culturally-rich, South Dallas/Fair Park remains physically isolated

the east of Downtown Dallas. This tight-knit community thrives on its richfrom much of Dallas, including Downtown, separating residents from key

cultural heritage, diverse architectural offerings, and key civic facilities,

services and jobs. However, numerous vacant parcels and the planned

including Fair Park.

revitalization efforts at Fair Park provide ample opportunity for continued

As industrial growth took hold of the Cedars in the early twentieth century,
prosperous residential enclave along South Boulevard and Park Row. The
neighborhood’s mansions, schools, and civic structures rivaled those ofother affluent enclaves of Dallas until the 1930s, when railroads – andinvestment and redevelopment in areas of South Dallas/Fair Park that haveexperienced years of neglect. Enhanced mobility options, including the
DART light rail and the extension of the Santa Fe Trail, will further connect
South Dallas/Fair Park residents to nearby neighborhoods and services thatare currently separated by highway infrastructure.

related industries – pushed further south, forcing residents to move

Revitalization efforts by the City of Dallas and partner organizations willelsewhere once again. As South Boulevard and Park Row were being

foster economic growth and residential development throughout Southvacated, lax zoning standards and subsequent commercialization further

Dallas/Fair Park. Coupled with the passionate cultural and civic pride ofcontributed to the decline of this once-affluent residential community.

area residents, South Dallas/Fair Park is bound to prosper once more in the

The Prairie, a thriving African American community established post-Civil

wake of renewed interest and investment.

War, expanded into South Dallas, establishing cultural and civic roots inthe area that remain strong today. However, decades-long disinvestment
coincided with the construction of I-45 that leveled many of South Dallas’s
prominent structures and bifurcated historic neighborhoods.
Fair Park, a vast urban park east of Downtown, contains many of Dallas’s

I-45

much of the area’s population resettled in South Dallas, creating a

I-30

SOUTH DALLAS/
FAIR PARK
Grand Park
South
Park Row/
South Blvd

The 360 Plan emphasizes improved connectivity between Downtown
and South Dallas/Fair Park as well as additional adjacent neighborhoods.
Improvements are recommended to District Connectors such as Martin
Luther King, Jr. Boulevard, Al Lipscomb Boulevard, and Malcolm X
Boulevard.

historic, cultural, and recreational facilities. The park opened in 1886,
hosting the Dallas State Fair, the precursor to the State Fair of Texas, which
is one of the largest events of its kind in the nation and is still hosted on-siteannually. In 1936, the Texas Centennial Exposition was held at Fair Park forwhich the fairgrounds were forever altered: Fair Park became a showcase
for Art Deco design and architecture, highlighting Texas history via art andmurals throughout various buildings that remain intact today. Current plansto revitalize Fair Park, making it a year-round destination with additional
green space and improved access, are meant to catalyze revitalizationof surrounding neighborhoods that have experienced continued
disinvestment in recent decades.

38

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

The cluster of vacant parcels in the center of South Dallas has the potential to be transformed into a
catalytic development.

CHAPTER III| T H E U R B A N FA B R I C

0I-3

DISTRICT 2

East Dallas Coalition
for Affordable Housing

Deep Ellum PID

PD 269I-30

I-30

Fair Park
Historic District

MU-1
IM
I-45

M

al

B

Cu

llu

Malcolm X/ Grand
Corridor Asociation

Ro

be

rt

B

be

B

Cu

llu

th

PD 660PD 871mtin

PD 892

PD 320

ar

m

M

M

rt

llu

Cu

Lu

Lu
tin
ar

Ro

I-45

M

al

tin
ar

co

PD 5955South Dallas/ Fair Park
Revitalization Initiative

-I7

US

5

-I7

Local Historic Districts

Fair Park
Estates NA

US

5

-I7
US

Neighborhood Associations

Bertrand NA
MWheatley PlaceHistoric Districtg

Cedars NA

Kin

I-45

South Blvd/ Park Row
Historic District

PD 363

Edgewood NA

th

er

Kin

m

X

th
er

X

g

lm

rt

lm

WMU-5

Lu

co

be

co

g

al

Ro

Kin

M

South Dallas/
Fair Park PID

er

DISTRICT 7

PD 597X

Mixed-Use-1 Zoning
Industrial Manufacturing Zoning
Walkable Mixed-Use-5 Zoning
Planned Development Districts

Historically Protected Structures

Public Improvement Districts, Historic Overlays, Council DistrictslmNeighborhood Associations						Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

39

CHAPTER III| T H E U R B A N FA B R I C

Uptownneighbors, with Freedmantown throughout its existence – an anomaly ina popular destination for employers and residents seeking a successful

post-Reconstruction years.[10] Several of the State Thomas’s homes havebalance of jobs, housing, and services. Since the 1980s, Uptown has

been preserved, maintaining the residential character of the original

experienced tremendous growth – rivaling that of Downtown – transforming

neighborhood.
High-rise office and residential buildings now populate the area of Uptown inand employment in nearby factories, rail yards, and farms. Little Mexico, as

to improve multimodal connectivity between Uptown and surrounding

the neighborhood came to be known, was the center for Mexican-Americanneighborhoods, including: Field, St. Paul, Harwood, Cedar Springs, McKinney,culture until the construction of the Dallas North Tollway and Woodall Rodgers

Cole, Pearl, Olive, and Maple-Routh.

ynightlife options. The 360 Plan emphasizes important District Connectors

Fw

by Mexican immigrants seeking both refuge from the Mexican Revolutionrs

leisure activity, including the Katy Trail, neighborhood parks, and abundantgeoriginally settled on the west side of present-day Uptown to later be replacedodenvironment popular to young professionals seeking proximity to jobs andWooserved as a refuge for those unwelcome in Dallas. Polish Jewish immigrants

I-345

Dallas’ most dense neighborhood, Uptown is now a walkable, urban

I-35E

Originally located outside the city limits, the area now known as Uptown

Freeway decimated the area in the 1970s; the historic Pike Park and a

UPTOWN

which orchards and vineyards were once prominent. In what has becomell R

urban district.

dafrom a low-rise, sleepy residential neighborhood into a vibrant, mixed-use

US-75

One of Dallas’ premier office and residential addresses, Uptown has become[10] State Thomas Tract 1 Landmark Designation Report.

handful of other structures are all that remain of Little Mexico. After the Civil
War, Freedmantown was established as freed slaves settled near an African
American cemetery – the only African American landmark in or around Dallasat the time – located on the east side of present-day Uptown, near what is
now the intersection of Lemmon Avenue and the North Central Expressway.
Geographically segregated from Dallas proper, but close enough to houseservants for nearby wealthy neighborhoods, Freedmantown was a tight-knit,
unified community, but was essentially obliterated during construction of theexpressway in the 1940s.
Among the modern high-rises and bustle of Uptown lies the State Thomasneighborhood and its collection of Victorian homes – the largest suchcollection in Dallas. A City Landmark Historic District, State Thomas was oneof Dallas’s first subdivisions, home to many of the city’s elite families andThomas Garza Photography

prominent businessmen. Ethnically and racially diverse, the State Thomasneighborhood coexisted in relative harmony, sharing both borders and40

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

New development has included mixed-use development, including a Whole Foods Market, that havegreatly enhanced the walkability and livability of the district.		
Source: Wikimedia Commons

The M-Line Trolley, which connects Downtown to Uptown, has become a popular means oftransportation for commuters and visitors alike.

CHAPTER III| T H E U R B A N FA B R I C

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General Retail Zoning
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Local Historic Districts

Planned Development District 193

Historically Protected Structures

Planned Development Districts

Neighborhood Associations and Historic Overlays				Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

41

CHAPTER III| T H E U R B A N FA B R I C

Victory Park and the Harwood District
Victory Park and the Harwood District are unique examples of new private
developments that have been solidified as neighborhoods in the last 20
years.

VICTORY
PARK

Hotel, and one of the most dense areas of multi-family in the City Center.
The Victory Park district’s plan for additional high-rise residential and offices
is anticipated to continue to fulfill a niche in the overall Downtown market.

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American Airlines Center. The development is also anchored by the W

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oriented sports and dining experiences that complement the nearbyWoo

the Downtown area’s most recognizable neighborhoods, including visitor-Fwy

HARWOOD
DISTRICT

Victory Park sits on a former industrial area, and is now home to one ofWithin Victory Park is the developing South Victory area, envisioned to drive
the resurgence of a shopping and entertainment experience.
Recent plans to reconnect Victory with Houston Street have been received
positively, better connecting the district with its neighbor, the Harwood

Improving the gateway and access point to the Katy Trail will help provide a stronger connection to theTrail and Uptown for Victory Park.

District.
In 1984, the Harwood District began with one building, the Rolex Building.
Since then, the single-developer district has added two million square feet of
office, residential, and unique restaurant and entertainment concepts with aluxurious but accessible theme and context. Harwood International’s vision is
to grow the district, situated between Uptown and Victory Park, to more thanseven million square feet of mixed-use development.
The 360 Plan emphasizes important District Connectors to improve multimodal
connectivity between Victory Park, Harwood, Downtown, and surrounding
neighborhoods, including: Houston, Lamar, Griffin, Olive, Harwood, andCedar Springs.

Nearby historic landmarks such as Pike Park should be celebrated so they can be utilized by thesurrounding, growing residential community.

42

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

New development in Victory Park and the Harwood District should be designed with activated groundlevel uses to improve the pedestrian experience of the districts.

CHAPTER III| T H E U R B A N FA B R I C

DISTRICT 14e

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DISTRICT 6

PD 582Neighborhood Associations
Local Historic Districts

Public Improvement Districts and Council Districts

Planned Development Districts

Neighborhood Associations and Historic Overlays			Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

43

CHAPTER III| T H E U R B A N FA B R I CWest Dallas
The single-family and industrial areas of West Dallas have experienced

As the West Dallas neighborhoods undergo rapid redevelopment, it is

rapid growth and investment in recent years as connections to Downtown

necessary to mitigate the growing pains within this diverse community.

have improved with projects such as the Margaret Hunt Hill Bridge andAccording to the West Dallas Urban Structure and Guidelines, adopted

the Ronald Kirk Bridge. New neighborhoods and developments such as

in 2011, new development should be sensitive to West Dallas history,

Trinity Groves will continue to emerge as investors capitalize on the area’s

preserving culturally-rich areas like La Bajada, supporting long-term

proximity to Downtown and other growing neighborhoods nearby.

residents through the preservation and enhancement of the historic,

Home to the Bonnie and Clyde gang, West Dallas’ history is tinged withity

diverse neighborhoods.

crime and poverty. Physically separated from the remainder of Dallas

The 360 Plan emphasizes connections between Downtown and Westby the Trinity River, West Dallas suffered from decades of oppression and

Dallas, recommending strategies for improved pedestrian and bikeracial segregation. Lax zoning standards throughout West Dallas allowed

connections to the Trinity River, as well as multimodal improvements toindustrial uses, including lead smelting plants, to be located adjacent toDistrict Connectors such as Singleton, Commerce, Sylvan, and Beckley.

residential neighborhoods. Lead contamination of the air and soil and theconstruction of the nation’s largest low-income housing project[11] further

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Trinity
Groves[11] http://www.servewestdallas.org/the-need/perpetuated the concentration of poverty and the poor living conditionsof those living in West Dallas. Residents and local institutions have cometogether in recent years to bring about change in West Dallas; single-family
homes and senior housing have replaced the low-income housing project
and lead contamination has been mitigated.
The opening of the Margaret Hunt Hill Bridge in 2012 has sparked renewedinterest in West Dallas. The reconnection of West Dallas and Downtown
has resulted in an influx of investment and development focusing on
multi-family housing, restaurants, and commercial services, especially in
Trinity Groves. Several other redevelopment opportunity sites are locatedthroughout West Dallas, including the Post Office site, river frontage
properties, and vacant parcels between Main and Commerce Streets, that
could support potential high-density infill development, cultural resources,and other neighborhood-serving uses. Development pressures haveaffected long-time West Dallas residents in recent years, and there is astrong community-wide desire to balance the protection of existing singlefamily neighborhoods with higher-density redevelopment over time.

Thomas Garza Photography
Trinity Groves has transformed a former industrial site into a popular restaurant destination,.

44

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

The Ronald Kirk Bridge crosses over the Trinity River, connecting the Design District to West Dallas.

SylvanCHAPTER III

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New development such as Sylvan Thirty have brought exciting mixed-use development to the West
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DISTRICT 1
New multifamily in the area has increased density in a historically single-family home neighborhood,subsequently raising fears of gentrification and displacement.

Industrial Research Zoning
Planned Development Districts

Council Districts and Neighborhood Associations			

Zoning									Neighborhood Association maps will be updated in accordance with ongoing revisions to the City of Dallas Neighborhood Association database

More specific zoning information can be found at https://gis.dallascityhall.com/zoningweb/							

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

45

IV Transformative
Strategies

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Creating a Complete and Connected
City Center
Downtown Dallas and the entire City Center have the tremendous
opportunity to continue to serve as the major economic center for North
Texas. The momentum of its recent success is due to the abundance ofexisting infrastructure, transit, and capital that serve the City Center, as
well as a rapidly-growing active, and engaged community. Maintaining
this momentum and making the area an even more vibrant place will
require targeted efforts to overcome key challenges that still limit the City
Center’s overall livability, competitiveness, and attractiveness.
The Transformative Strategies described in this chapter provide sharp
focus to the foundational elements of a successful urban core in acomprehensive approach that recognizes and encourages holisticplanning. They are the big picture ideas needed to serve as guiding
forces for public and private actions to create a truly dynamic urban
environment. Simply put, future projects, investments, and policy
decisions must advance these strategies in order to sustain the forward
momentum of the City Center.
While the Transformative Strategies present broad visionary concepts,
each outlines tangible, realistic, and necessary implementation steps
to achieve success. Some action ideas presented for each strategy areintended to be applied throughout the City Center, while others refer tospecific geographic areas where the strategy may be initially targetedor where more concerted action is needed. The determination ofarea action is the result of community, stakeholder, and neighborhood
collaboration, representing the desires, readiness, and uniquenessof each area, while integrating the symbiotic and connected goalsof the entire City Center. A specific examination of several Catalytic
Development Areas and sites is presented in Chapter V: Catalytic
Development Areas, where the plan provides detailed recommendations
based in large part on the concepts, strategies, and recommendations
discussed in this chapter.

Thomas Garza Photography

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

47

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

I. Build Complete Neighborhoods
Over the past decade, downtowns throughout the United States haveexperienced great resurgence in their relevance and vibrancy as people
and development, once destined for the suburban fringes, have returned
to urban centers and neighborhoods. Dallas’ urban core is no exception.
Between 2011 and 2016, the population of the City Center has increased
23.4 percent, to over 48,000 residents in search of economic, social, andcultural opportunities and amenities – all basic elements of a “complete
neighborhood.”
The City Center is envisioned as a collection of complete and connectedneighborhoods.
A complete neighborhood is one in which a variety of residents’economic, social, and personal needs are met via convenient accessHistoric neighborhoods such as La Bajada are facing serious pressures of gentrification. Mechanisms
should be put in place to ensure residents are able to continue to afford living in these areas.

to employment, affordable housing, recreation, goods and services, andeducation. A complete neighborhood also preserves the area’s history
and culture while simultaneously evolving and contributing to a “sense ofplace” or identity relatable to, and valued by, all residents, workers, andvisitors.
The provision of social services, including homeless-related services,
has historically centered in and around our nation’s urban centers,a phenomenon certainly true in Downtown Dallas and some of the

As the City Center grows and diversifies, its quality of life and continued
success is dependent upon a balanced mix of community amenities. The
360 Plan will advance building complete neighborhoods through:•the purposeful provision of affordable and family-friendly housing•

creating vibrant parks and neighborhood spaces•

growing a diverse mixture of commercial, retail, and entertainment
services•increasing opportunities for high-quality educational choices for all
learning levels.

•

providing access to and connections between these amenities andservicessurrounding neighborhoods. Therefore, social service providers must
be properly planned and managed in order to abate the chronic
concentration of loitering, panhandling, and other quality of life issues
related to homelessness. The result, then, will be better neighborhood
integration and better service for those experiencing homelessness.

Significant new multifamily development has been added to the City Center in the past several years.

48

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Furthermore, equitable dispersion of social services throughout the entire

As a collection of complete neighborhoods, the City Center will be acity – in lieu of the current concentration in the City Center – will provide a

community for all: an equitable, diverse, and sustainable place that

more balanced approach to the city’s homeless issues.

supports the continued growth and diversity of its population.

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

providing workforce housing for public servants, service industry employees,

Housing must be connected to nearby employment and retail centers,

or others earning low- to moderate-wages. Additionally, diverse

providing area residents with convenient access to jobs and necessary

neighborhoods are more economically sustainable, resilient, and equitable.

services. Transit-oriented developments (TODs) should include a variety ofearly 2000s; between 2004 and 2016, the area’s population has increased

Educational efforts reinforcing these and other benefits of mixed-income

housing units that meet the needs of a diverse population, leveraging the169.5 percent, with nearly 48,500 people living in the City Center. The area’s

housing should be offered to the development community to promote further

City Center’s vast and growing transit network. Building upon surplus land

housing stock must respond to and meet the needs of its growing, diverse

inclusion of affordable units in new housing development projects. However,owned by public agencies, including DART, TxDOT, and the City of Dallas, will

population.

in order to recoup initial development costs, financial incentives must be

also help alleviate costs associated with affordable TOD, or other high-density
development, allowing for a balanced mix of housing choices for residents,

Family-Friendly Housing

more readily accessible for developers to supply affordable units throughout
the City Center. Without incentives or subsidies, construction of new andincluding low- to moderate-income families.

DIVERSIFY AND GROW HOUSING
The City Center has experienced exponential population growth since theYoung adults and empty-nesters continue to move to the area, seeking anurban lifestyle close to work, a thriving entertainment and cultural scene, andnearby attractions. Construction of apartments has been robust throughout
the City Center in recent years, meeting the demands of this growing
population. However, family-friendly units – with two to three bedrooms
and at least two full bathrooms – are nearly absent in the City Center,
especially within Downtown. As the young adults mature and more families

affordable housing units becomes infeasible due to the high land andconstruction costs. In addition to civic leadership, a variety of tools including
using public land, Tax Increment Financing (TIF) incentives, housing vouchers,
the construction of housing units for low- to moderate-income households•

Defining housing goals and developing strategies to provide incentives
and remove barriers to implementing a city-wide mixed-income housing
policy within the City Center•

Conducting an infrastructure needs assessment to identify areas where
infrastructure is needed to enable housing development on vacantparcels•

Advancing the recommendations and initiatives of the Dallas
Commission on Homelessness and the Office of Homeless Solutions, andensure these initiatives align with each specific neighborhood’s goals
and objectives as outlined by residents and property owners.

•

Identifying publicly-owned property within the City Center that can beleveraged for mixed-income housing•

Amending Central Area (CA) zoning to reduce residential parking
requirements for affordable and mixed-income housing with access totransit, bike share, and enhanced bike storage

area median family income (AMFI), respectively. These subsidies can be

Furthermore, family-friendly amenities, such as playgrounds and day careincluding townhomes and low- to mid-rise apartment buildings, built inservices, will support the ability to attract and retain families. Urban areas

neighborhoods with lower land costs. Addressing development guidelines

are becoming attractive options for seniors, for reasons such as access tothat encourage smaller units and parking reductions can also help minimize

public transportation, services, entertainment, and a feeling of community.

overall construction costs.
Diversity in Product Type

Housing communities for seniors and elder care is an important component toApartment construction throughout the City Center has far surpassed

promoting diversity in Downtown Dallas.

that of other types of housing in recent years, limiting homeownership

Diversity in Price Point

Conducting a market analysis to quantify demand for diversified housing
in terms of product type, price, and tenure- those earning between 50 and 80 percent and 80 and 120 percent of theminimized if affordable units are included within a variety of housing types,

must be accessible to the elderly population wishing to remain Downtown.

•

and other funding solutions are needed to fill this market gap and support

move to the area, greater demand has been created for this product type.

In order to accommodate aging in place, housing opportunities and options

The 360 Plan calls for:opportunities in most neighborhoods. To mitigate the financial barriers
associated with homeownership, additional subsidies or incentives must

To bring about more socioeconomic diversity, housing must be madebe provided to potential homeowners, including mortgage assistanceavailable to low- and moderate-income earners. Development pressuresprograms and development fee reductions. Where appropriate, affordable

have affected long-time residents in some of the City Center’s mostsingle-family housing options, including small-lot single-family homes,

affordable neighborhoods, including West Dallas and the Cedars, where

duplexes, townhomes, condos, and cottage homes, may provide additional

concerns of potential displacement and gentrification continue to growhomeownership opportunities for low- or moderate-income residents inalongside rapid redevelopment. The inclusion of affordable units in newparticular City Center neighborhoods, including the Cedars, East Dallas, andhousing developments will foster a diverse, mixed-income neighborhood,

West Dallas.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

49

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

CREATE VIBRANT PARKS AND NEIGHBORHOOD SPACES
Parks and open spaces are the cornerstones of Downtown neighborhoods;
they foster a sense of community by offering the opportunity tocongregate, interact, and recreate, while providing a healthy and naturalrelief from surrounding built environments. Several parks, including Klyde
Warren Park, Belo Garden, and Main Street Garden, have been built inrecent years, providing much needed opportunity for recreation andenjoyment. However, the City Center’s growing population will generate
new demand for improved park and open space as development insize, generally one acre or less. Example: Belo Garden.
District or regional parks are large spaces that serve a wide audience
with a vast range of activities, including large events that attract users
from areas outside Downtown. District or regional parks are located insignificant places throughout Downtown, and have multiple programs andfunctions, and are most animated during special events. District or regionalparks are of substantial size, generally two acres or more. Examples: Klyde
Warren Park and Main Street Garden.

emerging neighborhoods, including the Cedars, Dallas Farmers Market,

Historic and cultural parks contain much of the city’s historical features

South Dallas/Fair Park, and Deep Ellum, continues. Plans for additionaland monuments and are a significant piece of the visitor experienceparks and open spaces should be prioritized in these high-opportunity

Downtown. These parks are “sacred places,” providing historical context

neighborhoods, in which parks are highly-desired amenities.

to which visitors pay respect in a contemplative setting with little animation

Parks and open spaces should be safe, functional, and accessible,
meeting the needs of potential users in specific, appropriate locations. In
doing so, City Center parks will become inviting, memorable places that

Main Street Garden in Downtown Dallas

to accommodate large-scale events. Neighborhood parks are of modest

or activation. Though not expected to change much, Downtown’s historicand cultural parks should be preserved and maintained. These parks range
in size. Examples: Dealey Plaza, Dallas Heritage Village, and Pike Park.

cultivate a sense of place and positive urban experiences for all. The City

The 360 Plan calls for:Center contains an extensive network of parks, urban plazas, and historic•

Investigating opportunities to create active and passive open spacein underutilized public and privately-owned properties within the City
Center, such as vacant parcels, building rooftops, and public rights-ofway, including deck park opportunities.

•

Adopting a park dedication ordinance with provisions to ensure thatin-lieu fees collected in the City Center are spent within the area.

•

Developing parks master plan(s) for underserved neighborhoods within
the City Center, starting with the Cedars, to address neighborhood-scalepark needs and operation and maintenance strategies.

•

Developing public-private partnerships for creating, maintaining, andpreserving parks within the City Center.

•

Exploring use of the old Trinity River meanders in the Cedars area aswater gardens, forebays, existing ponds, cleansing wetlands, and publicparks in addition to flood protection infrastructure.

•

Advancing ongoing efforts to create a neighborhood park spaceon the southern portion of Fair Park to serve the South Dallas-Fair Park
neighborhood.

and cultural sites throughout its various neighborhoods. The thoughtfulprovision of additional park and open space should support and enhance
this vital network, and can include:
Pocket parks or plazas which activate existing small lots and other “leftover” spaces to provide relief from buildings by creating intimate spaces
for a range of activities, including patio dining and sales of goods andservices. Pocket parks and plazas can make available small playgrounds
and passive recreational activities to residents and the area’s daytime
population. Pocket parks or plazas are generally 0.25 acres or less.
Example: Pegasus Plaza.
Neighborhood parks serve more a greater number of users, including
residents and daytime population. These parks emphasize the needsof daily users, supporting families, and pets with specific programmatic
Griggs Park in Uptown					

50Source: Wikimedia Commons

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

functions such as tot lots or dog runs. Neighborhood parks offer a highlevel of regular animation with kiosks, cafes, and vendors, but are too small

CHAPTER IV

G RO W A D IV ER S E M IX OF S E RV ICES A ND RETA IL

Non-Traditional Retail

Downtown has long been the commercial center of Dallas. Originally settled

Recent shifts in market trends and consumer demands have necessitatedas a frontier trading post, Dallas – and, especially, Downtown – has catered

the provision of an innovative, non-traditional environment in whichto the evolving needs of its citizens through commercial expansion. As thecommercial services are provided, including pop-up retail facilities andpopulation continues to grow and market trends shift, a diverse offering ofother short-term, small-scale activations, providing consumers with uniquecommercial, retail, and entertainment services will be necessary to meet theretail experiences. Barriers to entry for small, local start-up companies andgrowing needs in Downtown.

entrepreneurs should be minimized, and partnerships with organizations

Commercial RenaissanceSuburban expansion in the mid-twentieth century severely impacted the
Downtown Dallas retail scene as retailers and entertainment establishments
left the market, chasing after residents favoring a less urban lifestyle. Rapid
residential growth in recent years, however, has facilitated a commercial
renaissance throughout the City Center as several long-vacant storefronts
and buildings have been reactivated, providing new, updated commercial

within the Downtown market via networking, business development
assistance, and marketing. Startups are particularly good uses for vacant,difficult-to-lease spaces, as they demonstrate viability to long-term
tenants and improve the overall activation of neighborhoods. Other
incentive packages could be provided to make retail and other serviceoriented development more viable Downtown, including possible tax
abatements for development of vacant and underutilized property, sales
tax rebates, and infrastructure (street and sidewalk) improvements.

neighborhood is encouraged to develop its own unique tenant mix that reflects

The City’s current regulatory environment for business development mustretail to meet daily needs and other personal services to meet daily needs,
including, but not limited to, dry cleaners and tailors, small shops, or salons.
Tenant Recruitment

processes should be relaxed in order to facilitate a stronger businessclimate throughout Downtown. The 360 Plan calls for:•

Parking requirements for commercial uses should be minimized as
constructing the required amount of parking spaces is oftentimes

marketing or tenant recruitment plan can promote commercial viability andcost-prohibitive for many businesses wishing to locate Downtown.

bring business back into the area. Recruitment efforts must support a diverse

Though many businesses construct the required number of parking

mix of commercial offerings throughout all of the City Center, with potential

spaces, many of those spaces go unused, perpetuating the problem

targeted tenant recruitment for niche markets in specific neighborhoodsof underutilized property in Downtown.

also foster an inclusive commercial experience, balancing the importanceof creating unique destination experiences that will draw customers fromFood trucks have helped to activate spaces around the urban core of Dallas, including Klyde Warren
Park. Allowing food trucks in additional locations could further enhance those spaces.

also be analyzed and updated; certain ordinances and regulatory

In concert with the commercial brokerage community, the formulation of a(e.g., art galleries in the Cedars or Design District). Tenant recruitment must

T R A N S F O R M AT I V E S T R AT E G I E S

such as DDI can be leveraged to establish a more permanent presenceservices to residents, workers, and visitors. Throughout the City Center, eachthe area’s character and market in addition to a balance of service-based|•

The placement and use of temporary structures, such as modified
shipping containers, on public and private property should be allowed

throughout the region, like the luxury offerings of the flagship Neiman Marcus

in appropriate, specified areas in order to provide additional retailand Forty Five Ten, with the need to cater to a middle-income customer base,and commercial options, especially in areas lacking traditional retailproviding more affordable goods and services.

space, and street activation on vacant lots.

Temporary retail and pop-up retail, such as this container store in San Francisco, are possible ways toactivate underutilized sites around Downtown.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

51

CHAPTER IV•|

T R A N S F O R M AT I V E S T R AT E G I E S

In accordance with the City’s Complete Streets Design Manual, where
sidewalk space is limited, sidewalk cafés or outdoor seating should be
encouraged within an on-street parking space(s) directly in front of therestaurant with which the café is associated.

•

leadership, and community support – are the foundation of successful
neighborhoods. Today, there are more than 30 schools in the City Center,
offering education to all levels of students, from pre-kindergarten to post-

services within Downtown, but ordinances could be amended to allow

graduate studies; however, a significant lack of grade school (preK-12)

street vending in additional neighborhoods as desired throughout theresources exists in several neighborhoods in the City Center.

Expansion of the mobile food vending guidelines to appropriate,
specified areas of the City Center is encouraged.

•

High-quality schools – those with rigorous academic curricula, strong

Street vendors and kiosks are currently allowed to sell goods andCity Center.
•

INC REA SE OP P ORTU NI TI E S FOR QU A L I TY E DU C ATI ON

Shifting Demographics
Downtown’s young adult population grew 185.6 percent between 2000
and 2010, and is now aging in place, establishing familial roots throughout

Permitting and licensing processes, including the provision of temporary

the area. As families grow and stay Downtown, great schools will be

Certificates of Occupancy, should also be evaluated in order toneeded to educate their children; high-quality educational choices,

reduce the time and costs associated with both short- and long-term

especially public elementary and middle schools, will be an importantcommercial uses throughout the City Center.

factor in keeping these families in City Center neighborhoods. Through

DDI, the City of Dallas, and additional partners can help facilitate andmanage a diverse commercial environment through the creation of
specific manuals or guides outlining the various processes and regulations
associated with business development in Downtown Dallas. Through various
research methods, DDI and its partners can identify a variety of services
needed to create a vibrant and diverse commercial environment forresidents, employees, and visitors. Though the market will dictate the varietyof commercial and retail options throughout the City Center, these efforts
will further expand Downtown Dallas’s role as the city’s commercial center.

the planning process, an emergent need for quality education throughout

Thomas Garza Photography
The DISD CityLab High School has provided a new public school inside the Downtown freeway loop,
allowing students to engage more actively with the urban environment of Dallas.

in-demand neighborhoods, including Downtown, Deep Ellum, Uptown,
and the Cedars, was identified. An educational demand analysis, utilizing
population growth forecasts, can help determine the number and typesof schools required to meet the needs of Downtown’s growing families. A
study could also be conducted to identify the manners in which an urban
elementary school will operate and function within the central business
district, including overall accessibility and requirements for open space,parking, and loading zones.
School Siting
Various sites, including vacant lots, empty storefronts, or vacated office
tower floors, could support the development of new schools. Regulations
should be reviewed and amended to facilitate the constructionof schools, especially those offering childcare or pre-kindergarten
services, in existing Downtown buildings or in new mixed-use, highdensity developments. Schools must be woven into the fabric of the52

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Thomas Garza Photography
More playgrounds should be provided in and around the City Center in order to provide recreational
spaces for children, encouraging families to remain in the area.

CHAPTER IV

neighborhoods in which they serve and leverage partnerships with local

schools must also be accessible to their students and faculty.

organizations to formulate a multidisciplinary curriculum for students.

Neighborhood interactions from students walking and bicycling to school

Unique and innovative school sites may necessitate a cooperative

encourages students to experience their community actively, which

agreement with neighboring businesses or organizations to utilize off-

improves the learning environment and creates opportunities for bettersite facilities for various student functions and activities; for example, theeducational outcomes. Multimodal connections between neighborhoods

YMCA could be utilized for athletic classes where an on-site gym is not

and Downtown schools will ensure students, especially those from outsideavailable. The neighborhoods in which schools sit could also serve as

Downtown attendance zones, access to high-quality educational“living laboratories” for students, providing hands-on, location-based

opportunities focused on college and job readiness in preparation to join

educational experiences. The FAIR School in Downtown Minneapolis is an

the robust Downtown economy.

example of an innovative school that has leveraged its partnerships for agreater educational experience for its students. Though examples of suchprograms exist in Downtown Dallas, including the Uplift system, the Pegasus
School for the Liberal Arts and Sciences, Booker T. Washington High Schoolfor the Performing and Visual Arts, and CityLab High School, there is a
critical need for such programs serving the area’s elementary and middle
school students.

In addition to K-12 schools, adult education opportunities, often offeredknowledge for a sustainable career in a variety of in-demand, industrial
sectors.

Alternative education choices or opportunities will also strengthen the

A highly-educated workforce is a strong indicator for a robust, growing

Downtown community. Efforts to advance a Downtown Innovation Zone,

economy – like that of Downtown Dallas. Companies continue to relocate

approach to attract additional, unique urban assets such as corporate
headquarters, cultural institutions, public parks, and robust civic andcommunity organizations. Within the program, the current DISD attendancezone structure could be amended to allow children of Downtown
workers to attend Downtown schools, where easy access to their students
encourages stronger parental involvement; the increased student activity
can also breathe new life into once-struggling inner-city public schools,
while the flexibility of having their children in nearby schools could enhance
employee productivity.
Neighborhood schools can promote a sense of safety and security by

Conducting an education demand study to forecast potential demand
over a ten-year period.

•

Identifying potential sites for schools and addressing potential
development barriers.

•

Advocating with Dallas ISD for creation of neighborhood public schools
within the City Center.

•

Advancing the Downtown Innovative School Zone vision with animmediate opportunity to create a Downtown public elementary schoolin the 2018-19 Dallas ISD Innovation and Transformation school plan.

•

Creating internships and work programs with Downtown corporations forstudents the Opportunity Downtown Program.

Trade and vocational training can also assist low-income students with a

Alternative Educational Choicesa corridor of innovative Pre-K-12 schools within the City Center, is a creative•(ESL), and continuing education classes, will strengthen and empower

seamless transition into the workforce, offering them the necessary skills andT R A N S F O R M AT I V E S T R AT E G I E S

The 360 Plan calls for:at night or on weekends, including GED, English as a second language
Downtown’s working class, facilitating upward socioeconomic mobility.

|•

Identifying potential sites and partnerships for childcare/pre-K facilities
and identify and address regulatory barriers that prevent these facilities
from locating in urban areas.

Downtown due, in large part, to the sizeable talent pool and specializedskill sets of the area’s workforce; DDI and its partners must continue tosupport the Dallas Regional Chamber’s retention and recruitment efforts
of a highly-educated workforce, a desirable and valuable commodity
for companies seeking relocation to Dallas and, especially, Downtown.
All Downtown schools must also prepare students for college or theworkforce, reinforcing education’s role in preparing a diverse, experienced
employment base. Cultivating strategic partnerships with local universities,
including El Centro College, Texas A&M-Commerce, the UNT system, andPaul Quinn College, will assist in preparing and enabling students with asuccessful transition into the Downtown workforce.

being visible and active locations for children and families. Downtown

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

53

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T R A N S F O R M AT I V E S T R AT E G I E S

II. Advance Urban Mobility
The regional transportation hub, Downtown Dallas sits at the confluenceof freeways, rail lines, bus routes, bike lanes, and other pathways that

The 360 Plan will advance urban mobility by:•

Adopting urban mobility principles•

Comprehensively revising mobility policy for the City Center•

Integrating transit expansion opportunities•

Leveraging freeway reconstruction opportunities

TRE and Amtrak exist at Union Station, providing service regionally and•Advancing priority bicycle and pedestrian improvement projects

out-of-state. A planned high speed rail line to Houston, with a station•

Reforming the approach to parking

connect motorists, commuters, and pedestrians to the City Center and its
surrounding neighborhoods. The current transportation network includes
numerous diverse forms of transit. Currently, DART operates modern
streetcar, light rail, and bus, while the McKinney Avenue Transit Authority
also operates a historic streetcar. Additionally, inter-city rail services fornear I-30 in the Cedars, also has the potential to expand and improve
regional transportation access for the City Center. All of these modes of

Demographics atransportation can be enhanced and improved in the future by quality
bike and pedestrian infrastructure throughout the urban core.
New technologies have changed and will continue to change transit andother forms of transportation. New rideshare services such as Uber and Lyfthave significantly changed the ease and efficiency of taxi services, making
cheaper, convenient rides more readily available around the entire coreof the city. Additionally, new car sharing services such as Zipcar have thepotential to make owning a personal automobile less necessary, reducing
the demand for personal parking spaces. Furthermore, new technologies
such as high speed rail, hyperloop, Uber Elevate, and autonomous vehicles
have the potential to dramatically transform transportation infrastructure.
These provide exciting possibilities, with the potential to create great
economic development opportunities, while also creating unforeseenchallenges as well.
Continued growth and success of the City Center has put a strain on
the area’s transportation network, necessitating a long-term, balanced
vision for mobility. The dramatic increase in residential development overthe last decade is transforming the City Center into a thriving mixed-use
Thomas Garza Photography
Improving bus service will serve as a vital component of a multimodal transit network thoroughout
Downtown and City Center neighborhoods.

54

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

600,000

balanced, multimodal transportation system throughout the City Center.

Residents

500,000
400,000
300,000
200,000
100,000
0

center. This is already shifting travel behavior and trip patterns. The 360 Plan
hopes to guide the decision-making process to ensure the creation of aWorkers

2017

2040

The alternative demographic forecast projecting new residential and employment numbers used in The
360 Plan is helping shape policy decisions. More information can be found in the Appendix.

 Analysis of demographic forecasts
data reflected shifting land use and* See Appendix B

CHAPTER IVAD O P T UR BAN MOBILITY P R I NC IPLESAs Downtown and its surrounding neighborhoods have grown and evolved
as job and residential centers, travel behavior within this geography has
begun to change. The City of Dallas and DDI utilized cell phone and GPS
data to evaluate mobility patterns within the City Center and found that 19
percent of automobile trips are captured exclusively within that geography.
Conservatively, these short trips are expected to grow to 22 percent of
all trips by 2040 even as the total number of trips nearly doubles (seeAppendix). This represents a significant opportunity for alternative modes oftransportation.
Evolving trip mode choices.
A DDI perception survey revealed that only 62 percent of area residents
and workers commute by car, while over 28 percent commute by walking,reducing the friction in transfers from one transportation mode to another.
At the same time, technologies such as GPS-based routing are enabling

T R A N S F O R M AT I V E S T R AT E G I E S

The 360 Plan Urban Mobility Principles
1. Create a balanced multimodal system that supports
transit, bicycles, and pedestrians in addition toautomobiles, particularly for short trips.
2. Provide a safe, well-lit, comfortable, and accessible
system for a diversity of users.
3. Improve inter-district connectivity for all modes oftravel.
4. Encourage mixed-use, pedestrian-oriented design anddevelopment.
5. Ensure regional and local transportation systems
support City Center placemaking and livability goals.

Demographics and Mobility Analysis*

biking, or transit (see Appendix). New real-time information technologies are|

6. Deliver a system that responds proactively to trends intechnology, demographics, and user preferences.

Trails such as the Katy Trail help connect neighborhoods and provide safe biking and pedestrian
opportunities. Improving connections to and between these trails is important to maximize their use.

vehicular traffic to easily re-route based on congestion conditions, thusincreasing the efficiency of the roadway network. These efficiencies arelikely to dramaticallyWorkers
increase with the adventof automated vehicles
Residents
600,000

and offers an opportunity to use policies and infrastructure investments to

2017

2040

500,000
encourage more sustainable use of our limited street rights-of-way.
400,000
Design public streets for all users.

300,000
The 360 Plan promotes the mobility vision of the City of Dallas Complete
Streets Design Manual to balance the needs of walking, bicycling, transit,

200,000

19%

22%
81%

and auto use with the use of streets as public spaces for social interaction

and community life. It also promotes an approach to urban mobility that is
100,000

ultimately geared towards serving a “Complete and Connected City Center.”0

Adopting the following
urban mobility principles,2040
established by stakeholders
2017

78%
Trips within 360 area
Trips to/from 360 area

over a long community outreach period, is essential to guide future policy
and investment decisions that move us towards our mobility goals. These Analysis
ofasdemographic
forecasts
principles will serve
the foundation for an enhanced
transportationandsystem.cell phone / GPSdata reflected shifting land use and travel patterns.
* See Appendix B

Thomas Garza Photography

Using Streetlight cellphone and GPS data to better understand the growing demand for short trips
can help better inform policy data. More information can be found in the Appendix.

Cycling has become an increasingly demanded and used mobility option. New facilities are needed toprovide safe options for all users.

6

downtowndallas360.com T H E 3 6 0 P L A N – A C O M P L E T E A N D C O N N E C T E D C I T Y C E N T E R

55

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T R A N S F O R M AT I V E S T R AT E G I E S

CO M P R E HE NS IV E LY R E V IS E MOBILIT Y POLIC Y FOR
TH E CITY CE NTE R
Currently, the City of Dallas, like most American cities, evaluates street
projects such as road-diets and proposed bike lanes, through an
automobile level-of-service measurement lens. This practice has been thestandard for many decades. Recently, many cities have begun to moveaway from using this metric and have explored other ways to evaluate
street projects in order to design more multimodal, comprehensive streets.
Some cities have begun to evaluate streets by looking holistically at multiple
modes instead of just evaluating vehicular level-of-service. San Diego, Los
Angeles, and Fort Collins are among several cities that use Multimodal
Level of Service (MM-LOS) to evaluate transportation projects. This takes
into account all modes, including pedestrian, bicycling, and transit, tounderstand how a roadway is operating. Another option is to use different
level-of-service measurements on different types of streets, such as industrial
versus retail streets. Other cities and counties have begun to measure

Main Street is an example of a Pedestrian District Connector due to its wide sidewalks and thestrong retail presence along the corridor.

Zang Boulevard is a Bike District Connector due to the bike lanes that currently exist and the additionallanes that are planned for the corridor.

Commerce Street is a Transit District Connector. Prioritizing transit movement through the use oftransit-only lanes for bus and streetcar will improve the functionality of the corridor.

Griffin Street is an example of an Auto District Connector. On these streets it is important to prioritize
automobile movement while also considering safe movement for pedestrians.

vehicle miles traveled (VMT), such as Yolo County, California, which setsa maximum VMT threshold of 44 miles per household per day for any newtransportation project. Still further, some cities have explored using fuelconsumption models as the metric by which to evaluate projects. Lastly,some cities, such as Charlotte, North Carolina, have developed metrics
based on their Urban Street Design Guidelines to evaluate street projects.
By changing the metrics by which the City of Dallas evaluates street
projects, such as thoroughfare plan amendment changes, there will be
increasing opportunities for designing multimodal streets. This will, in turn,
reduce dependence on the automobile, giving increased mobility to allstreet users. City Center streets will be transformed into walkable vibrantplaces. Traffic analysis, survey data, and demographic forecasting throughThe 360 Plan update process supports such new metrics.

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THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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T R A N S F O R M AT I V E S T R AT E G I E S

Establish a Multimodal Street Framework
As the City Center’s population continues to grow, and trips between
destinations within the geography continue to increase, there will be anincreasing demand for multiple modes of travel within the geography,
including walking, biking, transit, and automobile. It is important toreenvision our streets within the City Center based on a new frameworkthat provides for the desired inter-district, multimodal connectivity to beaccommodated within existing right-of-ways. The 360 Plan distinguishes
four types of “District Connectors” for City Center streets (Bike, Pedestrian,Bike District Connector
Bike District Connectors are all of the roads within Downtown that operateas part of the bike network. These streets prioritize bike movement throughprotected bike facilities, improved signal timing, traffic calming devices,and multimodal intersection design. When complete, the bike network
should provide a comprehensive network that will ensure the safe
movement of cyclists across the City Center to all districts within it.

Transit, and Auto). District Connectors are roads or corridors that serve
an important role to facilitate the movement of multiple modes oftransportation between the City Center districts. On these corridors, carefulconsideration should be given to the design and functionality within
the right-of-way in order to ensure that preferred modes are prioritized.
All other streets within the geography are “Neighborhood Streets” that
Thomas Garza Photography

should be designed thoughtfully to accommodate all users safely but donot serve as major thoroughfares for cross-district trips the way the District
Connectors do.

Pedestrian District Connector
Pedestrian District Connectors are the roads and corridors that provide
safe and efficient movement of pedestrians throughout Downtown.
These corridors are defined by five criteria: corridors that connect districts,
corridors that connect across freeways, corridors that connect to the Trinity
River, streetcar corridors, and existing retail corridors. On these roads, it
is important to design a pedestrian realm with wide, comfortable, andChanging the framework by which the City classifies City Center streets

shaded sidewalks as well as safe intersections. Additionally, adjacent

will better allow for implementation of desired outcomes when streets

development should enhance the pedestrian experience by providing

are slated to be resurfaced or redesigned. This framework, in conjunction

active ground-level uses.

with the Dallas Complete Streets Design Manual, will ensure streets thatare designed to provide improved multimodal mobility for all users. See
Page 64 for a matrix that identifies preliminary priorities for various design
elements based on District Connector designation.

Auto District Connector
Auto District Connectors are those roads that help facilitate the efficient
movement of automobiles into, out of, and throughout the City Center.
These streets typically serve to move a high volume of vehicles. As

Thomas Garza Photography

Transit District Connector
Transit District Connectors are roads that are serviced by high-frequency
bus or streetcar service. On these roads, attention should be given to
the pedestrian realm to facilitate the safe movement of passengers tostations and stops. Additionally, attention should be given to traffic lanes
to provide priority or dedicated transit lanes when necessary. Intersections
should consider transit signal prioritization. Stations and stops should besuch, design considerations should include light signalization timing anddesigned to provide safe and comfortable waiting environments forintersection design while also being designed to safely accommodate

passengers.

pedestrians.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

57

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E SDistrict Connectors and Neighborhood Streets
District Connectors are roads or corridors that serve an
important role to facilitate the movement of multiple modesof transportation between the City Center districts. On these
corridors, careful consideration should be given to the design
and functionality within the right-of-way in order to ensure thatthe preferred modes are prioritized. The 360 Plans distinguishes
four types of district connectors: Auto, Bike, Pedestrian, andTransit.
Neighborhood Streets are roads that primarily serve local
destinations within districts for multiple modes of transportation.
These streets are not intended to serve a major role for crossdistrict trips the way District Connectors do.

District Connector
Neighborhood Street

58

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Auto District Connectors
Auto District Connectors are those roads that help facilitate theefficient movement of automobiles into, out of, and throughout
the City Center core. These streets typically serve to move a highvolume of vehicles. As such, design considerations should include
traffic signalization timing and intersection design while also being
designed to safely accommodate pedestrians.

Auto District Connector
Transit District Connector

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

59

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E SBike District Connectors
Bike District Connectors are all of the roads within Downtown that
operate as part of the bike network. These streets prioritize bikemovement through protected bike facilities, improved signal
timing, traffic calming devices, and multimodal intersection
design. When complete, the bike network should provide acomprehensive network that will ensure the safe movement ofcyclists across the City Center to all districts within it.

Note: Ross Avenue will be studied as a potential Bike District
Connector in lieu of San Jacinto St

Bike District Connector

60

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Pedestrian District Connectors
Pedestrian District Connectors are the roads and corridors thatprovide safe and efficient movement of pedestrians throughout
Downtown. These corridors are defined by five criteria: corridorsthat connect districts, corridors that connect across freeways,
corridors that connect to the Trinity River, streetcar corridors, andexisting retail corridors. On these roads, it is important to design apedestrian realm with wide, shaded, and comfortable sidewalks
as well as safe intersections. Additionally, adjacent development
should enhance the pedestrian experience by providing active
ground-level uses.

Pedestrian District Connector

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61

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E STransit District Connectors
Transit District Connectors are roads that are serviced by highfrequency bus or streetcar service. On these roads, attention
should be given to the pedestrian realm to facilitate the safe
movement of passengers to stations and stops. Additionally,
attention should be given to traffic lanes to provide priority or
dedicated transit lanes when necessary. Intersections should
consider transit signal prioritization. Stations and stops should bedesigned to provide safe and comfortable waiting environmentsfor passengers.

TransitDistrict Connector
Connector
TransitDistrict
Transit62

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Overlapping District Connectors
Some streets have more than one District Connector designation.
On these streets, right-of-way will likely be limited and, thus, itwill be important to balance modes in order to have streets thatmaximize movements for all users. On some streets with limited
right-of-ways, it may be difficult to provide all of the designatedmodal types. In these situations, other options on nearby streetsshould be considered.

* Note that Ross Avenue will be studied as a potential Bike District
Connector in addition to an Auto and Transit District Connector** Note that Main Street wll be explored as a potential Bike District
Connector between Carroll Avenue and Exposition Avenue
instead of Elm Street between Carroll Avenue and Exposition
AvenueTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

63

Bicycle Parking Faciliti
Special Pedestrian Signals

Bollards
Special Transit Treatments

Special Bicycle Treatments

Modern Roundabouts

Free Right/Left turns

Curb Extensions/Bulbouts

Multimodal Intersection Design

Slow Posted Speeds (Less that 25 mph)

Midblock Pedestrian CrossingsSpecial Pavement Treatment/
Speed Tables

Chicanes

Buffered Bicycle Lanes/Cycle Tracks

Bicycle Lanes

DISTRICT CONNECTORS
TRANSIT STREET TYPOLOGIES
55' ‐ 65'
70' ‐ 85'
100' ‐ 120'
BIKE STREET TYPOLOGIES
50' ‐ 55'
60' ‐ 70'
75' ‐ 90'
100' ‐130'
AUTO STREET TYPOLOGIES
50' ‐ 55'
60' ‐ 75'
80' ‐ 90'
90' ‐ 110'
175'

Street Lighting

INTERSECTION ZONE

Shared Bicycle Lane Markings

Shared Transit Lane

Priority Transit Lane

Road/Lane Diet

Loading Zone

Valet parking

On‐street Parking

Trees and Greenscape (Median)

Shared Streets (Woonerfs)

Couplets

Slip Streets

Bicycle Signage

Pedestrian Signage

Information Kiosks

Pedestrian Lighting

Sidewalk Cafes

Plazas/Parklets

Limited Curb Cuts and Driveways

Transit Stops

Recycling/Garbage Cans

Newspaper Racks

Bollards

Bicycle Parking Facilities

Seating

Landscaping/ street trees

Wide Sidewalks
DISTRICT CONNECTORS
TRANSIT STREET TYPOLOGIES
55' ‐ 65'
70' ‐ 85'
100' ‐ 120'
BIKE STREET TYPOLOGIES
50' ‐ 55'
60' ‐ 70'
75' ‐ 90'
100' ‐130'
AUTO STREET TYPOLOGIES
50' ‐ 55'
60' ‐ 75'
80' ‐ 90'
90' ‐ 110'175'

Dedicated Transit Lane

STREET ZONEPEDESTRIAN ZONE

For streets with one or more District Connector classification serving m
1. District Connectors: Bike are the highest priority district connector b
2. District Connectors: Transit can be combined effectively with auto‐oTransit District Connectors but should be designed to avoid conflict wit
3. District Connectors: Auto form the backbone of the district connecto

For streets with one or more District Connector classification serving multiple modes of travel, the following priorities apply:
For streets with one or more District Connector classification serving multiple modes of travel, the following priorities apply:
1. District Connectors: Bike are the highest priority district connector because they have the fewest connections and are the most susceptible to other factors such as vehicle speeds, user comfort, and overall safety of the cyclist.
1.2. District
DistrictConnectors:
Connectors:Transit
Bike arehighest priority
districtconnector
becausethey
thebe
fewestdedicatedconnections
andare the mostsusceptible
factorssuch
asofvehicle
speeds, user
canthebe combined
effectively
withauto‐orientedroutesbuthavewould
prioritizedover theAuto District
Connector
classification
due toto otherthe veryfocuseduse
this classification.
Bike District Connectors can be collocated withPrimary Consideration
comfort, and overall safety of the cyclist.
Transit District Connectors but should be designed to avoid conflict with each mode. This type of district connector can be designed as either a dedicated transit or a shared transit land with automobiles.
2.3. District
DistrictConnectors:
Connectors:Auto
Transitcandesigned
a dedicatedtransit oranda sharedtransit tolanewith automobiles.
someinstances
may need to be given special consideration relative to
Secondary Consideration
form
thebe
backboneof as
theeither
districtconnector network
are designed
connect
freeways and In
other
major
traffic theyroutes.
Auto District Connectors, to enable efficient transit routing. Bike District Connectors can be collocated with Transit District Connectors but should be designed to avoid conflict with each mode.
3.

Consideration
District Connectors: Auto form the Primary
backboneof the district connector network and are designed to ensure convenient connection to freeways and other major traffic routes, while ensuring bothSecondarysafety and convenience for other modes. Consideration
Optional Consideration
Not Desirable

District Connector Preliminary Design Priorities Matrix
This matrix identifies preliminary priorities for various design
elements based on the District Connector designation. It is
intended to be used as the basis for developing a future public
realm design manual.

64

Recycling/Garbage Ca

Seating

Crossing Islands (only for divided roads)
Special Pavement Treatment/Speed
TablesThis matrix is intended as a quick reference based on the City of Dallas Complete Streets Plan to guide choices of bike, transit and auto facility types within the right‐of‐way. Various context‐specific considerations including average daily traffic, vehicle
speeds , one‐way/two‐way streets, location and role of the particular street must be considered when designing street facilities types.

Newspaper Racks

Landscaping/ street t

T R A N S F O R M AT I V E S T R AT E G I E SCity of Dallas: Preliminary Draft District Connector Typology Matrix (11.07.2016)

Traffic Circles|

Wide Sidewalks

CHAPTER IV

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Optional Consideration
Not Desirable

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

INTEGRATE TRANSIT EXPANSION OPPORTUNITIESTR A N S IT E XPAN SION OP P O RT U NIT IES

Since the 2011 Downtown Dallas 360 plan, significant strides have been
made with public transit in the urban core. The D-Link bus service has been
implemented. The McKinney Avenue Trolley (MATA) has been expanded
to the St. Paul DART Station. The Oak Cliff Streetcar has been constructed,
linking Union Station to Oak Cliff. Now, new planned and proposed transit
projects are in the works to further enhance transit service. DART has
submitted Federal funding requests for the DART Second Light Rail Alignment
Subway (D2) (see map to left). DART has also submitted funding requests
for the Central Dallas Link streetcar expanson project, linking the Oak
Cliff Streetcar at Union Station to the MATA Streetcar at St. Paul Station.
Meanwhile, Texas Central is working on building a high speed rail line from
Dallas to Houston with a station in the Cedars.
These new transportation projects have the potential to dramaticallychange the transportation and urban landscape of the City Center in thenext decade. Through collaboration and coordination, the most optimal
outcomes can be achieved for Downtown and its adjoining neighborhoods.
The 360 Plan calls for:•

Design review of D2 and streetcar projects to ensure sensitive integration
into the urban fabric•Seamless mulimodal linkage with the proposed high speed rail station•

City incentives and investments to support transit-oriented development
and to increase the number of people within easy access of transit

Existing DART Line
Proposed DART LineDART Station
High Speed Rail Line/ Station
Existing/ Proposed Streetcar
Existing/ Proposed Trail

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E SLEVERAGE FREEWAY RECONSTRUCTION OPPORTUNITIESF R E E WAY R E CONS TR UCTION OPPORT U NIT IES

Several significant TxDOT projects are planned for the City Center, including
redesigns of Stemmons (I-35E), I-30 canyon freeway, and I-345. These
freeway projects present great opportunities to reconnect neighborhoods,
such as the Cedars, the Design District, and East Dallas, that have long
been isolated from Downtown. Using Klyde Warren Park as a model, there
are several opportunities for deck parks along the I-30 canyon corridor
that could be provided in conjunction with the high speed rail project. In
addition, designing all future freeway crossings as complete streets should
be prioritized in order to maximize connectivity between disconnecteddistricts.
The 360 Plan calls for:•Enhanced pedestrian amenities, including wide sdewalks, pedestrianfriendly intersection design, high bridge guardrails, improved lighting,and shade structures along and near all TxDOT infrastructure•

Design bridges, frontage roads, and future deck parks along the I-30
corridor to reconnect districts (see Wester Farmers Market and High
Speed Rail Station Areas in Chapter V)•

Advancing reconstruction of I-345 in an urban format to reconnect
Downtown with East Dallas and Deep Ellum and open up opportunities
for development of workforce housing on excess land•

Investigation of near-term removal of TxDOT ramps at Live Oak and Field
Streets in coordination with D2 implementation

Freeway Corridors
Improved Freeway Crossing
Preferred Freeway Ramp Removal
Existing/ Proposed Trail66

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T R A N S F O R M AT I V E S T R AT E G I E S

AD VA N C E P R IOR ITY BICY CLE A ND PEDEST RIA N
IM P R O V E ME N T P R OJ E CTS
The 360 Plan supports the implementation of a complete and connectedbicycle facility network throughout the City Center. This expanded network
will connect with the 5.4 miles of bike lanes and 12 miles of shared lane
markings existing within the City Center. The 360 Plan recommends over 30
miles of additional bike lanes, including dedicated and shared facilities, onvarious streets that provide access and connections to specific job centers,
activity nodes, residential areas, and parks and recreational spaces. The
plan also recommends the implementation of a pedestrian plan thatwill facilitate improvements to the current pedestrian network through a
combination of public and private projects. The built environment should
support a comfortable, inviting, and engaging walk through Dallas’ urban
districts. Pedestrian-friendly amenities, including wide sidewalks and street

Thomas Garza Photography

trees, safety elements such as safe intersections and crosswalks, and active
uses along a corridor, will encourage more pedestrian activity along thesePedestrian-oriented streets and plazas such as Pearl Street in Boulder play an important role inenhancing connectivity within and between neighborhoods.

Streets such as Main Street in Downtown should be designed with pedestrian movement as a highpriority due to the surrounding retail and destinations that exist along the corridor.

corridors. Certain corridors have been prioritized for improvements in the
short-term in order to quickly improve connections between neighborhoods
and destinations. These projects can have a transformative effect on these
districts and on adjacent development.

Thomas Garza Photography
New bikeshare companies have provided new mobility options throughout the City Center,increasing the need for enhanced on-street bike facilities.

Wide, shaded, and protected sidewalks, such as these in Uptown, should be provided on all PedestrianDistrict Connectors in order to facilitate walking as a safe and convenient mobility option.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Priority Bike Improvements
The proposed Priority Bike Improvements will create a bike
network and integrate with existing and funded local andregional bike systems across districts and to improve the safety,
use, and efficiency for cyclists. These improvements prioritize
bike movement with one- and two-way buffered and sharedlane facilities that include improved signal timing, traffic calming
devices, and multimodal intersection design. For efficiency,
implementation will be coordinated, where possible, with District
Connector reconstruction projects based on planned or ongoing
activity in the area.

One-Way Buffered Bike Lane
Two-Way Buffered Bike Lane
One-Way Shared Lane
Two-Way Shared Lane68

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Priority Pedestrian Improvements (Phase I)
The planned Priority Pedestrian Improvements are divided
into three phases focused on priority and their ability to be
implemented based on planned or ongoing activity in the area.
Phase I streets include Harwood, Ross, Field, Broom, Pearl,Commerce, McKinney, and Cole Streets. These streets meet the
specified selection criteria and have funding in place or havebeen prioritized on the 2017 Bond Package.
Harwood Street connects various districts Downtown from Dallas
Farmers Market to the Dallas Arts District linking four parks (Dallas
Heritage Village, Main Street Garden, and the planned Harwood
Park and Pacific Plaza) across a historic commercial district.
Ross Avenue connects the emerging neighborhood east of I-345
across the Dallas Arts District to the West End with the potential tocontinue onto the Trinity River Corridor in the future.
Field Street will attempt to connect Downtown north to the Perot
Museum and Victory across Woodall Rodgers Freeway along acorridor where the majority of its length has been given to prioritize
the movement of vehicles quickly out of Downtown and onto
freeways heading north.

Major City/ Private Improvements
Minor City/ Private Improvements
Focused Intersection Improvements

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Priority Pedestrian Improvements (Phase I + II)
Phase II streets have been chosen because their current designpresents a clear need or they have already gone through some
initial visioning that changes their capacity to connect to a new or
emerging concentration of development or an underutilized asset
such as the Trinity River Corridor.
Improving access to the Trinity River Corridor for Downtown
residents, workers, and visitors will be increasingly important in the
coming years. However, there are significant barriers to making
those connections safe and enjoyable, such as the wide rail
corridor, Lower Stemmons Freeway, and wide vehicle-oriented
street with sub-standard pedestrian accommodations. Pedestrian
improvements to portions of Oak Lawn, Continental, West
Commerce, Main, and Reunion will help make it possible to reach
the Trinity River Corridor safely.
For Phase II and III, some streets have been identified as “Major
Improvements,” which will involve a full redesign of the right-of-way,while other streets have been identified as “Minor Improvements,”
which involved less extensive sidewalk and public realm
enhancements to the corridor.

Major City/ Private Improvements
Minor City/ Private Improvements
Focused Intersection Improvements

70

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

Priority Pedestrian Improvements (Phase I + II + III)
Phase III street improvements focus on current barriers to safe andattractive pedestrian connectivity at highways that surround our
Downtown. Also, with the planned arrival of high speed rail andthe promise of new dense mixed-use development in the Civic
Center, Reunion, and the Cedars areas will require attention to
making this area highly pedestrian-friendly to facilitate a networkof convenient and sustainable transportation choices.
Streets such as Hotel, Lamar, Ervay, Akard, Canton, Cadiz, andthose yet to be constructed connect the proposed high speed rail
station area to adjacent districts’ current and future destinations
and will need to reflect the vision of a walkable and accessible
destination. Reconstruction of the I-30 canyon presents important
opportunities to correct some of the mistakes of the past by
ensuring that neighborhoods on either side of the freeway areconnected with wide, safe, and attractive pedestrian facilities that
follow as closely as possible the historic street grid patterns that incases have been erased.

Major City/ Private Improvements
Minor City/ Private Improvements
Focused Intersection Improvements

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E S

REFORM T H E A P P R OA C H TO PA R K I NG
Addressed in the 2011 plan, parking in Downtown Dallas remains a

The 360 Plan calls for:challenge as the City Center continues on its current trajectory. As•

Evaluating current on street-parking utilization and rates in coordination

Downtown’s employment, commercial, and residential sectors grow,with the NCTCOG / City of Dallas curb lane management study, todemand for parking also increases. This is compounded with theprovide the basis for better management of on-street parking.

development of surface parking lots, further limiting the supply of parking
throughout the study area. So long as Dallas remains auto-oriented,•

parking models to promote more efficient use of existing parking.

these parking pressures will persist through the near future. The 360 Plan
recommends “reforming the approach” to parking to look beyond supply

Encouraging private parking owners and operators to create shared•

Encouraging development of a comprehensive digital mobile platformand demand. Instead, a comprehensive approach of prioritizing highestthat provides seamless access to transportation options, including public

and best use of land, providing alternatives for vehicle use, leveraging

transit, ride share, bike share, and parking navigation.

technology and forecasting future tends and behaviors should guidedecision-making.
New technologies, including Uber and Lyft, have begun to rework the
The Oak Cliff Streetcar, when extended through Downtown as a part of the Dallas Streetcar Central
Link project, will provide a seamless connection between Oak Cliff and Uptown.

manner in which these spaces normally operate. Curbside passenger dropoff locations and dedicated delivery spaces could occupy or replace onstreet parking spaces where parking demand is low.
Shared parking models should also be supported, in which privately-owned
and -operated lots or garages offer parking to Downtown visitors during
non-contracted, or off-peak, hours, especially in areas where limited public
parking is available. Shared parking will offer nighttime and weekend
visitors ample parking opportunities while activating empty facilities andgenerating additional revenue for parking operators.
The 360 Plan also encourages the development of a comprehensive mobile
platform in which transportation information, including transit options andparking availability, is easily transmitted to Downtown residents, workers, andvisitors. If developed, users of the mobile platform will be able to navigate
the variety of parking options, pricing, and availability using real-time dataor other smart technologies to mitigate Downtown parking concerns.

Thomas Garza Photography
The D-Link bus, a free route that connects popular destinations Downtown, will continue to provide
critical transportation in the core of the city.

72

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Thomas Garza Photography
TRE, the DART light rail system, and the D2 subway project will continue to provide a critical connection
between Downtown and the rest of the region.

CHAPTER IV

There are still many challenges to great urban design in Downtown.
Despite a historical development pattern of walkable streets, pedestrianoriented ground floors, and a rich palette of architectural styles, much of
the Downtown’s existing urban fabric is discontinuous, leaving few areasof consistent building frontages and block coverage. Surface parking
lots, inactive plazas, empty storefronts, parking structures, overbuilt streets,
and other infrastructure barriers adversely impact pedestrian comfort andwalkability. To truly change the way pedestrians, bicyclists, and transit
users experience the City Center on a regular basis, buildings and property

encourages interaction, and supports diverse economic activity are alland experiences. A great deal of the historic fabric of the city had been
designed in such a way that naturally produced high quality of life andactive and vibrant streets, while more modern construction has often
been designed in ways that detract from these characteristics. In orderto improve walkability of the urban core, to produce great streets anddesigned to act as a catalyst for great, mixed-use activated places.

investments is imperative.

Evolution of design guidelines for public and private projects are a key

The following urban design principles were adopted in the 2011 plan, andpriority. Design guidelines provide direction on the treatment of groundare illustrated in greater depth in the Appendix. These principles should

floor uses, pedestrian interaction and access, building massing andserve as the basis for additional neighborhood-specific work:

design, helping to transform the design and development process to

The 360 Plan will promote great placemaking by:•

Ensuring excellent urban design to enhance quality of life andeconomic value

residents and businesses, it must continue to embrace great urban designand conduct their daily lives. The ways that the built form relates to streets,

historic buildings and street grid, has some of its most urban environments

neighborhoods, excellent urban design in both public and private

maximize public benefit and boost urban vitality.

in order to become a premier environment in which people can enjoy

The urban core of Dallas is the oldest part of the city, and, due to the

public projects, like parks, transit, and street improvements, should be

In 2011, the Downtown Dallas 360 plan established an urban design(see Appendix). As the City Center continues to revitalize and add new

E NSU R E E X C E L L E NT U R B A N D E S I G N T O E N H AN CE
QU A L I TY OF L I FE A ND E C ONO M I C VAL UE

experiences that people enjoy, and to create economically-vibrantarticulation, and integrating sustainability as a key component of building

not only because of its amenities and assets, but also because of its design

T R A N S F O R M AT I V E S T R AT E G I E S

edges must become more hospitable, especially at the ground level, andIII. Promote Great Placemaking
framework with the goal of making Downtown Dallas a place that is great,|•

Activating the public realm•

Advancing Smart City technologies and green infrastructure

critical to ensuring the long-term success of city centers. In order for Dallas
to further emerge as a city with a thriving urban core, future projects,
whether public or private, must continue to contribute to an exciting,attractive, and enjoyable urban form, resulting in an enhanced qualityof life. Evidence also suggests walkability equates to a premium on realestate, increasing economic value.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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T R A N S F O R M AT I V E S T R AT E G I E S

1. Reinforce the relationship between the street and building edge.

responsibility of public spaces and the adjacent streets on which they are

Buildings need to respect the way that people best interact with andlocated. Similarly, buildings must engage with and promote transit use,feel most at ease around them. Meaning, they should be designed forparticularly at or near rail transit stations. Furthermore, establishing urban

pedestrians – not for automobiles passing by – who should be able todesign standards for specific geographies should be explored according

experience an attractive and comfortable realm in which to walk, sit,to the desire and readiness of each area, in order to create standard

eat, or socialize. The design of this environment should pay particularand predictable outcomes that contribute positively to the outside ofattention to the pedestrian at the street level, but should also ensure thatbuildings while emphasizing the uniqueness and character of eachthe first several stories of the structure engage people with appropriate

neighborhood.		

massing and detail.

3. Contribute to a positive, memorable urban experience. Since buildings

2. Respect surroundings with context-sensitive designs. Developments
should reflect and contribute to individual neighborhood identity andcontribute to a memorable urban fabric. Dense urban environmentscharacter by respecting specific historic, cultural, and ecologicallike Downtown Dallas must include buildings that create an identifiable

contexts. It is also important to think about mechanisms to improve

skyline as well as an engaging pedestrian experience. Buildings should

historic preservation in these neighborhoods. Although new growth

also plan for future flexibility, allowing for adaptability to new trends ofand development is desired, preserving the past and understanding thestreet-level animation and upper-floor uses.

value that comes from maintaining some of the historic fabric of the city
New retail in Deep Ellum has repurposed old parking lots into large outdoor patios create inviting
spaces that better engage the street.

Allowing temporary street closings, such as Crowdus Street, and other permitting for special events
can create gathering spaces that benefit surrounding retail.
Source: Another Face In The Crowd

74

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

have a long life span, new developments have the opportunity tois also critical. Buildings should also respond to the function and role/

Small vendors and kiosks have the potential to activate sidewalks and underutilized parcels
throughout the City Center.

In order to achieve excellent urban design, several policy mechanisms must
be explored. The 360 Plan calls for:•

Conducting an economic impact analysis to demonstrate the value of
implementing good urban design principles in public infrastructure andprivate development projects•

Developing and adopting a comprehensive public realm design manual
for the Downtown PID to establish easy-to-use standards and guidelines
for design elements in the right-of-way•

Amending Central Area (CA) zoning to disallow certain uses as primaryuses, limit over-concentration of similar uses, institute advisory design
review for projects adjacent to rail stations, parks and trails, enhance
streetscape and parking screening requirements•

Amending the Downtown Pedestrian Overlay districts to include provision
for active ground floor uses and other pedestrian-friendly elements basedon the multimodal street framework described under the Advance Urban
Mobility transformative strategy•

Working with neighborhoods and stakeholders outside the Downtown PID
to explore potential zoning changes and adaptation of the public realm
design manual to ensure excellent urban design•

Completing a historic preservation survey of demolition delay properties
within the City Center

CHAPTER IV

ACTIVATE TH E P UBLIC R E ALM|

T R A N S F O R M AT I V E S T R AT E G I E S

A DVA NC E SMA RT C I TI E S TE C H N O L O G I E S AN D G RE E N
I NFR A STR U C TU R E

One crucial element to create a high-quality urban experience is anthat range in magnitude from street vending and busking to major

active and vibrant public realm, including parks, sidewalks, on-street

festivals and events, all deliver the feeling of serendipity and vibrancy to

The built form should strongly embrace sustainable design andparking spaces, streets, and other portions of the right-of-way. Activations

an urban center.

development by responding to Dallas’s climate conditions. New

repurpose underutilized public spaces for specific uses, including sidewalk
cafes, pop-up retail spaces, and parklets, to create a “sense of place”
or identity for a particular area. Parks, parking lots, and streets can also
be leveraged for large events, bringing life and a variety of activity to
the area’s open spaces. This active public realm then creates a sense ofurbanity that produces places in which people enjoy walking, shopping,and playing, making City Center life attractive and sustaining.
Activation and programming is critical to the experience and economic
value of the public realm. Successes like Klyde Warren Park and Main
Street Garden serve as evidence of the positive impact of active parkprograming, while DDI’s holiday Unbranded pop-up retail program is an
excellent demonstration of “lighting up” vacant retail space. Activities

The addition of public art within the public realm is also a proven activation
strategy that contributes to a sense of place and can further enhance a
space. The type of art can range from semi-permanent murals, light andsound installations, video projections on buildings, or visual and performing
artists (e.g. buskers or musicians). Leveraging visual and creative arts in the
public realm will also create an excellent tool for activation.
Eliminating obstacles to allow these proven strategies will further improve
the livability and desirability of the neighborhoods within the urban core.
Although there are neighborhoods within the City Center that have madesignificant strides in the activation of their public realm in recent years, there
are still numerous regulatory impediments that are limiting specific activities
on public right-of-way.

developments and renovations to existing built fabric must create public
and private environments that maximize all opportunities for people tolive, work, or visit Downtown via multiple transportation options. Buildings
should also plan for future flexibility, allowing for adaptability to new
trends, including street-level animation, as well as incorporate the latest
technologies to place less burden on existing infrastructure systems andreduce resource consumption.
Additionally, Smart City principles should be incorporated into every
aspect of the urban experience. Urban design that incorporates
technology and innovation can enhance visitor experiences throughout
Downtown, improving sustainability efforts, safety, and other criticalaspects of public and private projects.

The 360 Plan calls for:The 360 Plan calls for:•

Amending existing mobile vending regulations to allow food trucks inadditional appropriate locations within the Downtown PID•

Developing a strategic plan to position Downtown Dallas as a leader in
Smart City initiatives•

Evaluating special event permitting process to reduce barrier of entry
and ensure smooth operations•

Supporting the establishment of the West End as a “living lab” of Smart
City initiatives•

Exploring short-term permits for interim uses to activate undeveloped
sites

•

Conducting a study of the urban heat island effect within the City
Center to inform creation of a management plan•

Establishing a pilot grant program to activate underutilized private•

Identifying opportunities and impediments to increase the tree canopy
or other shading options•

Conducting a study of the current policy for the downtown recycling
program to expand participation

property in the Downtown PID

Allowing outdoor cafe seating as well as outdoor retail displays such as this florist in Portland helps tobring life to the sidewalk.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

75

V Catalytic
Development
AreasCHAPTER V
Downtown Dallas will only achieve its potential as a vibrant 21st-century urban center
through intensive collaboration between the public and private sectors. Oftentimes|

C A T A LY T I C D E V E L O P M E N T A R E A S

C ATA LYTI C DE V E L OP ME NT A R E A S A ND C OR R I DOR S OF I NTE R E ST

municipalities appropriate resources in a manner that does not fully track or ensureaccountability for the return on investment from publicly-financed improvements. The City ofDallas and its partners, however, are committed to realizing significant returns on investment
to ensure a critical mass of targeted, tangible transformations. Therefore, a primary chargeof The 360 Plan is to focus public investment – whether in streetscape improvements, newinfrastructure, housing subsidies, or other initiatives – in a manner that garners the mostsignificant and transformative impacts from private development. Building from the overall
vision, The 360 Plan presents six major Catalytic Development Areas and three Corridors ofInterest to prioritize physical, economic, and other improvements in order to synergize public
and private development opportunities and achieve coordinated success over time.

CRI T E R I A F O R SE LE CTION 								Due to the large size of the City Center and the limited resources available for public
investment, Catalytic Development Areas were selected based upon several criteria. These
criteria highlight the opportunities and important roles that the area have in advancing
the various Transformative Strategies mentioned in Chapter IV. In summary, Catalytic
Development Areas should:
1. Capitalize on proposed large infrastructure and transportation projects
2. Support many Transformative Strategies
3. Take advantage of recent and planned public and private investment
4. Maximize areas of great development potential, having a catalytic effect that willreach into adjacent nodes
Catalytic Development Area

CATA LY TIC D EV E LOP ME N T AR E AS
Using the aforementioned criteria, several areas emerged due to their catalytic nature andtheir adjacency and tangency to planned major infrastructure projects. While the selectedareas vary in size, the proposed scale of development, and their intended amount ofchange, each area has the potential to transform an underperforming part of Downtown.

Corridor of Interest
Existing DART Line
Proposed DART LineDART Station
High Speed Rail Line/ Station
Existing/ Proposed Streetcar
Existing/ Proposed Trail

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

77

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

Western Farmers Market
Thomas Garza Photography

The Dallas Farmers Market is a great asset to the neighborhood, providing both alarge market for produce and local vendors as well as a large food hall.

Marilla Street currently lacks adequate pedestrian facilities but should provide astrong connection between City Hall and the Dallas Farmers Market.

B ACK G R OUND AN D CONTE XTO PPORTU NI TY

Building on the recent transformation of the Dallas Farmers Market andExpand on the success of the Dallas Farmers Market

enhanced intersections. Infill development of townhomes anda growing residential and retail component, this focus area aims totransformation to create a mixed-use neighborhood with alarger multi-family residential developments should continue to focus

extend that renewed energy south across R.L. Thornton Freeway (I-30)

sustainable balance of uses.

on activating the street by providing individual stoops, patios, andnorth to Marilla Street. Vacant and underutilized land, various one-way

The revamped Dallas Farmers Market, historic structures, lower-

to this district, it will be important to encourage the development ofstreets that can contribute to a more walkable and vibrant district withcost of vacant land, advanced plans for a new Downtown park

small-scale office and neighborhood services throughout the district

a conversion to two-way operation, changing views and expectations(Harwood Park), impending improvements to R.L. Thornton Freeway

with mid-rise office concentrated along the edge of I-30.

for the reconstruction of I-30 favoring local livability and connectivity(I-30), and proximity to the core provide attractive ingredients forover regional needs, a burgeoning renaissance of Harwood Street,the growth of a true urban neighborhood if focused on balanced

and recent and anticipated growth in the Civic Center provide criticaldevelopment and great placemaking.

to the Dallas Heritage Village, west from Harwood Street to Ervay, andingredients for this area’s transformation.

78

Freeway crossings to the Cedars are dangerous and undesirable, disconnecting
the two neighborhoods.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

porches for ground floor units. To help bring a sustainable balance

The reconstruction of I-30 along this southern edge of Downtown
should continue to be a depressed freeway, its width compressed.
On-and off-ramp intrastructure at Cesar Chavez, serving I-45 andImprovements to the public realm and new construction should

I-345, should be simplified into urban interchanges, while othercontinue to incorporate a strong pedestrian focus with well-ramps should be considered for removal or reconstruction. Frontage

defined street walls, wide shaded sidewalks, extended curbs, androads should be narrowed and treated as slower-moving streets

CHAPTER V

Large parking lots, including behind City Hall, have the potential to be developed
and connect the area to the planned high speed rail station.

Wide streets, including on Cadiz and Canton Streets, are slated to have theirright-of-way repurposed with bike lanes connecting to the Cedars.

to include on-street parking, wide sidewalks, and pedestrian-friendly|

C A T A LY T I C D E V E L O P M E N T A R E A S

The area also contains several outstanding historic buildings that should bepreserved to maintain the history and character of the district.

Thomas Garza Photographyintersections that will encourage new development to address these as
local streets rather than turning their back to them and the freeway. A
deck park between Cesar Chavez and Harwood is one of the options
that received attention in the CityMAP study and would help link Dallas
Farmers Market to the Cedars and Dallas Heritage Village. This move
would reestablish a presence on the downtown side of Dallas Heritage
Village while also reclaiming greenspace that was lost when I-30 was
built in the 1960s.

Poor sidewalk conditions exist throughout the area, making access to nearby
amenities such as the Dallas Farmers Market difficult.

The Museum of Street Culture provides a great asset and anchor for the area.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER79

1

W E S T E R N FAR M E R S MAR KE T DEVELOPMENT SC ENA RIO A ND PRIOR I TY A C TI ONS

O

D

EZ
AV
CH

O

L
AR
PE

RW

R
SA
CE

HA

A

LL

I
AR

ST PA

M

Harwood Street has been identified as a Corridor of Interest and isanticipated to play a key role in connecting the Farmers Market area to
Main Street Garden and the Arts District. It is also a key component of
the City Center multimodal district connector framework that is in need of
improvement. Advance preliminary design concepts for this corridor tocreate stronger north-south bicycle, pedestrian and transit linkages.

UL

2

1

5

Dallas
Farmers Market

Encourage development on vacant/underutilized parcels

This area has a significant amount of vacant or underutilized land that
present an opportunity for new development that supports creation of
a complete neighborhood with a diverse housing and services. New
development will also play a key role in revitalizing and activating areasthat are currently perceived as unsafe.

3

DallasCity Hall

Advance complete street design concepts for Harwood Street

Work with homeless and social service providers

All stakeholders should work with homeless service providers on strategies
to improvement the neighborhood and to improve the integration ofthese services into the neighborhood in a manner that minimizes thenegative impacts.

2

Create a deck park over I-30

TO

N

4

CityMAP has identified scenarios for the reconstruction of I-30 that
present opportunities for creating deck parks that would greatly reducethe impact of this freeway as a barrier between Downtown and theCedars. A particular opportunity exists to reconnect the Farmers Market
to Dallas Heritage Village and the Cedars, and create much neededneighborhood green space.

C

A

D

IZ

C

A

N

3

4

5

Marilla Street provides the most direct pedestrian connection between
City Hall and Farmers Market.

0tate 3

IntersDallasHeritage Village

Y

VA

ER

*Plan is concetual and shows one potential
future development scenario for this geography.

80

Strengthen Marilla as an east-west pedestrian connector

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Proposed Bike District Connector
Proposed Pedestrian District Connector
Corridor of Interest

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

DallasHeritage
Village

I-30
public realm, with large, shaded sidewalks, helping

Dalla
Farm sMar ersket

to draw pedestrians from other Downtown districts to
the Dallas Farmers Market.

ay

Ha

rw

oo

d

illa
ar

M

Harwood Street should provide a well-designed

Erv

A new deck park could provide both the Dallas

Potential redevelopment scenario of underutilized parcels in the Western Farmers Market area

Farmers Market and the Cedars with muchneeded greenspace and help reconnect the twoneighborhoods.

Thomas Garza Photography

Typical bridge over I-30
Small paseos and alleys should be designed to not

I-30 Frontage Roads and Bridges

only increase connectivity within the district but also

With the reconstruction of Interstate 30, new frontage

to serve as gathering spaces for the neighborhood.

roads as well as reconstructed bridges should bedesigned as complete streets, providing wide sidewalks
with street trees, bike facilities where appropriate, andbuffers between pedestrians and the depressed freeway.

Typical frontage road along I-30

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

81

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A SHigh Speed Rail Station Area
Improve Connectivity. One of the most important strategies
for the area will be to improve connectivity from the Cedars to
Downtown as well as improve connectivity within the district. This will
include improving pedestrian facilities across Interstate 30. As I-30
is redesigned and improved in the future, all street bridges shouldbe equipped with substantial, safe, and comfortable pedestrian
facilities. This can, and should also be, achieved through strategic
deck parks located over the freeway. It also becomes important
to improve connectivity both to the existing DART stations and to
improve connectivity across the DART lines. This should include
providing vehicular and/or pedestrian connections across the
DART line at Griffin Street as well as at Powhattan Street. Lastly, it
becomes important to provide connectivity from the existing SouthNew development on Lamar Street and historic buildings, such as South Side on
Lamar, help to contribute to the urban feel of the neighborhood.

Redeveloped train stations such as Union Station in Denver can provide strong
examples for the high speed rail station to follow.

rail station and undeveloped land to the southwest of the rail line.
This should include an extension of Belleview Street south fromB ACK G R OUND AN D CONTE XTO PPORTU NI TY

Situated on the southern side of Downtown between the Convention

Utilize the proposed high speed rail station as a catalyst

extension of Griffin Street extending across the DART line, throughCenter and the Cedars neighborhood, the High Speed Rail Station

to realize substantial growth and change, transforming theLamar and Austin Streets, and over the Union Pacific Railroad. This

Catalytic Development Area occupies a sizable swath of land thatis bisected by large existing infrastructure, including Interstate 30 and
the Union Pacific Railroad. It is generally bounded to the north by theunderperforming area into a transit-oriented, high-density
neighborhood.

Convention Center, to the west by the TxDOT Horseshoe Project, to the82

Lamar Corridor across the Union Pacific Railroad to the high speed

east by Belleview Street, and to the north by Akard Street. The area

In order to maximize the benefit of such a neighborhood for the city

currently has a large number of vacant tracts of land. The exception

and in order to create a neighborhood that maximizes the livability

is along Lamar Street south of I-30, which currently has a vibrant andand transit-oriented nature desired, it is important to establish

growing corridor of mixed-use, multifamily, and entertainment options.

a development framework that can guide development in an

The area currently has several key assets, including the Dallas Police

appropriate way, regardless of the final outcome of high speed

Headquarters just outside the focus area at Belleview and Lamar, tworail. There are six key strategies that should be achieved that will be

DART stations on the east and west sides of the focus area, and an

important to dramatically improve the high speed rail station area

existing vibrant entertainment and retail core along Lamar.

and South Lamar Corridor.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Austin Street below the railroad corridor. This should also include an

will increase connectivity to the high speed rail station and allow
for better connectivity to the land around the station, increasing its
development potential.
Improve Pedestrian Experience Throughout District. Several
intersections along the Lamar corridor are currently dangerous andshould be improved. The Belleview-Lamar intersection serves as themain node of activity within the district, yet is dangerous due to hightravel speeds, heavy truck traffic along Lamar, and unsafe pedestrianamenities. Improvements should be made at this intersection toensure pedestrian and vehicle safety. Additionally, a stop light should
be considered at Powhattan and/or at the Griffin Street extension
in order to slow vehicle speeds along Lamar and increase safe

CHAPTER V

C A T A LY T I C D E V E L O P M E N T A R E A S

users. One of the best opportunities for open space within the area is towith ground-level retail uses. In order to connect the existing activity alongprovide a deck park over I-30. This deck park, which could extend as far

the South Lamar corridor south of I-30 to the Convention Center andnorth as Akard Street, will not only provide much needed open space,onwards, it will also become important to develop several strategic sites

but will also greatly improve connectivity between Downtown and theon the north side of the freeway. These lots would be ideal sites for a hotel

Cedars. Second, it also becomes important to find smaller parcels that

as well as high-density office or residential adjacent to the high speed rail

can be utilized for more neighborhood-oriented open space uses. One

station. Additionally, it will become important for the Convention Centersuch opportunity exists on the east side of Griffin Street between Wallto provide a prominent entrance to the facility along the south side in

and Peters Streets. Another open space opportunity to be explored isorder to engage the developed parcels and to transform the south sidedeveloping the old Trinity Meanders on the southwest side of the Unionof the facility from service uses to a front door.

Pacific Railroad into functional open space. This could serve adjacent
future development, providing a unique water feature. It could also link
into a larger trail network that could parallel the high speed rail line andconnect across Riverfront Boulevard to the Trinity River. Additionally, a trail
should be considered paralleling the high speed rail line, connecting theEuropean high speed rail stations such as Rotterdam Centraal Station provide strong
examples for how best to address surrounding development.
Source: Wikimedia Commons|neighborhood to the Santa Fe Trestle Trail and Trinity Forest.

Establish Great Placemaking Around High Speed Rail Station. One of themost important goals for facilitating successful growth around a potential
high speed rail station will be to establish the station area as a greatplace. This will first require the station to provide an entry on the north sideof the Union Pacific Railroad, near Austin Street and I-30. This ideally will
sit adjacent to a deck park that will connect the station north to Lamar

Improve Transit Connections. In order to create a highly effective

Street. This will allow for a large public plaza and gathering place in front

transit-oriented neighborhood, it will also become important to improveof the station entry. This will also encourage mixed-use development inconnections to existing transit stops, most importantly the Cedars andthis geography. As part of this, it will be imperative to provide a safe,

Convention Center DART Stations. Additionally, connecting the high speed

convenient, and accessible connection between the high speed rail

rail station to the existing streetcar line on Houston Street might serve as

station and the Convention Center DART Station. It will also be imperative

provide ground-level activity such as retail and residential development

an important connection. This will require improving and activating Hotelfor the station and the development sites on the north side of the Union

to activate the street. In addition to establishing development on vacantStreet to provide safe and convenient access. Extending the Orange DART

Pacific Railroad line to connect via pedestrian bridge to the City-owned

land on the south side of the Convention Center, it is also important toline or streetcar line along the existing freight lines should also be exploredproperty to the southwest of the Convention Center.

activate and improve the pedestrian experience along Lamar and Griffin

to provide a more convenient transfer from high speed rail to DART. With

Streets as they run beneath the Convention Center. This should be done

the possibility of higher densities around the station, and in order to create

through improved lighting and wayfinding as well as through small retaila multimodal terminal, Lamar may also be a strong candidate for a future

installations. This will help connect the South Lamar corridor safely andstreetcar connection linking to the Central Streetcar link in Downtown.

crossings for pedestrians. Austin Street should be developed as a morepedestrian-friendly street, with sidewalks for the entirety of the street.
Furthermore, future development on adjacent vacant parcels should

more comfortably to the Omni Dallas Hotel and the West End.

Provide Strategic Infill. In order to improve Lamar as a vibrant pedestrian

Provide Open Space. The focus area is currently lacking any open space.

corridor, it is important to infill existing gaps along the street withAs the area transforms into a mixed-use, dense neighborhood, providing

meaningful, pedestrian-oriented development. Several of these sites areopen space will be vital to ensuring livability and quality of life for all

large enough for multifamily development, and should be developed

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

83

1

H IG H S P EE D R AIL S TATION A REA DEVELOPMENT SC ENA RIO A ND P R I OR I TY A C TI ONS
IZ
D
A
C
N
A

L

TO
N

DallasConvention
Center

TE

C

HO

0

tate 3

Inters

IFF

3

IN

BE

LL

EV

IEW

4

1

LA

M

AU

ST

IN

AR

Southsideon Lamar

5
e3
at
Int
ers
t
THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Create an active open space along the Trinity River Meanders

The Trinity River Meanders currently serves as flood control for the Trinity
River. Steps should be taken to re-envision the meanders to function bothas flood control and open space amenity for the neighborhood. This
would provide an open space amenity to support new development
around the station and enable connections to the Trinity River via trails.
Create multimodal east-west connections across the freight line

Proposed Bike District Connector

6

Proposed Pedestrian District Connector

The freight line currently acts as a barrier limiting east-west accessibility
from the Cedars and southern Downtown to the proposed high speed rail
station site. In addition to enhancing automobile accessibility, it is criticalto create more convenient pedestrian and bicycle connections acrossthis barrier through bridges and underpasses where feasible.

Existing DART Line84

Design a station access point and civic space near Austin and Cadiz

Creation of a prominent pedestrian access point to the high speed rail
station on the east side of the freight line will go a long way to increasing
accessibility from the Cedars and southern Downtown. The opportunity
exists to integrate such an access point within a civic space setting near
the intersection of Cadiz and Austin Streets.

5

5Create a deck park over I-30

CityMAP has identified scenarios for the reconstruction of I-30 that present
opportunities for creating deck parks that would greatly reduce theimpact of this freeway as a barrier between Downtown and Cedars. A
particular opportunity exists to create a deck park between Canton andCadiz that would provide much needed open space for the Cedars
neighborhood and create a compelling link between Downtown and thehigh speed rail station.

4

6*Plan is concetual and shows one potential
future development scenario for this geography.

Leverage Lot E for transit-oriented development

Lot E is a 16-acre city-owned tract that is under-utilized. The
development of the high speed rail station presents an opportunity toleverage this site for transit-oriented development while ensuring thatits current functionality as a staging area for the convention center isaccommodated or addressed through an alternative solution.

GR

2

The high speed rail station should be designed with active ground-floor
uses at the street level to the maximum extent possible. This will play a
critical role in place making around the entry points to the station and in
knitting this large piece of infrastructure into the fabric of the surrounding
neighborhoods.

2

3

Design the station development with active ground-level uses

Proposed High Speed Rail LineCHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

Dall
a
Con s
veti
o
Cen
ter n

Hotel

I-30

UPRR
High Speed Rail Station Connectivity
The proposed high speed rail station should provide multiple
access points to the station as well as multiple pedestrian/ bikeand automobile connections across the Union Pacific rail tracks tolink the large tract of currently vacant land on the west side of the
tracks with the Cedars neighborhood.

iz

CadStation Access Point and Civic Plaza
The high speed rail station should
be designed in such a way as toenhance connectivity between the
Cedars and the large, currentlyvacant tract of land to the westof the Union Pacific tracks. Thiscan occur through pedestrianand vehicular bridges that can beincorporated into the design of thestationA view of a proposed new deck park over I-30 creating a linear park connecting the station to City Hall

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

85

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

Northern West End

The pedestrian crossing of Field Street at Woodall Rodgers is dangerous anddisconnects the West End from Victory Park and Uptown.

The Griffin/Field intersection is complicated, making it unsafe for pedestrians
and drivers.

B ACK G R OUND AN D CONTE XTO PPORT U NI TY

Stretching from Lamar Street east to Field Street and between Woodall

Grow the Northern West End with thoughtful infill

in the Downtown core. However, despite recent improvements

Rodgers Freeway and Ross Avenue, the Northern West End includes adevelopment, building a complete community, while also

and development announcements, today’s lack of contiguous

improving connections through it and to adjacent districts.

development, concentration of surface parking facilities, adjacency

The focus area has seen recent improvements with the West End

of vehicles contributes to an unattractive and disconnectedMarketplace completing extensive rehabilitation and adaptive

environment uninviting for walking and lingering for workers andre-use work, growing a residential and commercial tenant base,visitors. If infill development that invites visitors, residents, andand instituting an innovation district as a ground-zero living

workers is to succeed, a parking strategy must be employed tolab centered on infrastructure, mobility, and connected living.

accommodate and consolidate parking needs for the area’s

Recent announcements for adding open space in the form of

growing attractions and destinations. New and existing parking

Street, and the configuration of Field and Griffin Streets designed to move

the West End Plaza, building a new residential high-rise tower at

structures must contribute to an attractive and comfortabletraffic in and out of Downtown as quickly as possible are impediments toFountain Place, building a new light rail alignment through the

public realm by requiring active ground-floor uses. Additionally, as

safe and pleasant pedestrian connectivity to visitor and tourist destinations

site, and finalizing details for the development of the Shramanvehicle automation, technology, and sharing economy continue

within and outside this focus area.

South Asian Museum add to the growth and improved livability

to evolve, we must ensure new parking facilities are designed to

mix of existing housing, educational, and office uses. However, its mostpopular attraction is the Dallas World Aquarium which is surrounded byblocks of potential development, today comprised of surface parking lotson three sides. The opening of the Perot Museum of Nature and Science inDecember 2012, Klyde Warren Park in October 2012, the announcement of
a new DART light rail station in southern Victory, and the last of the adaptive
re-use projects of Downtown’s vacant buildings now in development all
point towards new infill development opportunities for areas such as theNorthern West End. Woodall Rodgers Freeway, on-and off-ramps at Field

86

A safer, better lit connection under Woodall Rodgers Freeway will create astronger connection between Victory Park and the West End.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

to Woodall Rodgers Freeway, and general over accommodation

CHAPTER V

The rear side of the Perot Museum and its proposed expansion has the great
opportunity to engage a planned DART Station.

Large vacant lots and parking lots provide ample room for new development.

accommodate any number of different uses other than for storing

Downtown Dallas has included plans to develop one of Downtown’s

vehicles in the future. The Northern West End development concept

newest parks, the West End Plaza, within walking distance of thislooks to infill development to fill gaps in the urban fabric, facilitate

Catalytic Development Area, the area could also benefit from aconnections to Victory, Uptown, and the Dallas Arts District, andneighborhood-focused playground, dog park, or open space forseamlessly incorporate the new D2 streetcar surface tracks andactive recreation. Finally, while the area transitions over the next

portal transition to underground subway into a vibrant extension offive to ten years into a more complete neighborhood, temporary,neighboring districts. Activation of the ground-level focuses on tourist

pop-up, and activation strategies should be explored to bring vitality,and visitor retail and entertainment uses to support existing andinterest, and a focus to this area immediately.

|

C A T A LY T I C D E V E L O P M E N T A R E A SIntersections such as Ross and Griffin are lacking adequate, safe pedestrian
facilities and should be updated to improve walkability of the area.

planned development especially along key linkages including Griffin,
Laws, Corbin, and Munger Streets. Enhanced connections under
Woodall Rodgers, improvements to many key intersections, removal of
the small off-ramp to Magnolia Street, and significant pedestrian zone
redesign work will facilitate inviting and attractive linkages throughthis Focus Area and to popular nearby destinations. Although Parks for

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER87

1

N O RTH E R N WE S T E ND DE V ELO PMENT SC ENA RIO A ND PRIORIT Y A C TI ONS

Field Street has been identified as a Corridor of Interest and isenvisioned to play a key role in reconnecting Downtown with theVictory / Harwood District across Woodall Rodgers Freeway. Advance
preliminary complete street design concepts for Field Street to spur
mixed-use, pedestrian friendly economic development along thecorridor and to create a safe environment for all users.

RD
KA
A

DallasMuseum of Art

FIE
LD
Perot
Museum

2

ER

G

UN

1

SS

RO

4

3

IN

5
Proposed Bike District Connector

AR

M
LA

88

West EndDART Station

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Create a multi-purpose trail connection along Old Griffin

Design the DART train portal to facilitate development over it

The DART train portal needs special attention to alignment and design
to ensure that it does not become a circulation barrier. Design the DART
train portal to enable creation of a civic space at the intersection of Old
Griffin and Corbin, as close to grade level as possible to help create astronger pedestrian-friendly connection along Corbin between Lamar
and Field Streets. The remainder of the train portal should be designed
to enable development of air rights over it in a way that activates the
Old Griffin frontage and minimizes the impact of the portal as a barrier.

GRIFF

KET
MAR

N

HOUSTO*Plan is conceptual and shows one potential
future development scenario for this geography.

3

Development of the DART D2 light rail alignment along the Old Griffin
corridor presents a unique opportunity to create a strong pedestrian
and bicycle pathway across Woodall Rodgers. This would fill in a missing
link in the City Center bicycle and pedestrian district connector network,
linking the West End and the Dallas World Aquarium to the Perot
Museum, the proposed DART station, and beyond to Victory Park to thenorth and Klyde Warren Park to the east.

2

4

Reconfigure and enhance the Field / Griffin intersection

The Field / Griffin intersection is currently confusing and unsafe for allusers, particularly for pedestrians. Redevelopment interest along the
Field street corridor presents an opportunity to redesign this intersection
to create a safe and attractive place for all users while enabling new
development to attract people to this location.

M

5

Advance complete street design concepts for Field Street

Proposed Pedestrian District Connector
Proposed DART Line
Corridor of Interest

Investigate near-term reconfiguration of the Field Street ramp

The Field Street ramp from Woodall Rodger is currently designed in a
suburban format, depositing fast moving vehicles on to local streets.
Investigate the potential to reconfigure this ramp in a more urban
format, to help create a safer intersection at Field and Griffin and toopen up potential opportunities for new development along the Field
Street frontage.

CHAPTER V

RodgersC A T A LY T I C D E V E L O P M E N T A R E A S

Fwy

techniques such as terraces and stairs, could beldFieused to screen the DART light rail portal.

nSource: Pixabay/Pamjpat

G

Dall
a
Wor s
ld
Aqu
arium

Bike/ Pedestrian Multi-Use Trail

Creative public space design, implementing

riffi

Woodall|

A multi-purpose trail should be provided paralleling

Bike/ pedestrian pathway linking West End to planned DART station and Victory Parkthe DART train alignment, connecting the West End

fin
rif

Woodall Rodg

Source: https://vimeo.com/68037407

G

ers Fwy

to bike lanes on Houston Street.		

The DART train portal should be designed to allow
for air rghts development above, allowing for theneighborhood to seamlessly flow around the tunnel

Bike/ Pedestrian Multi-Use Trail

World

Ross

Dallasentrance.		

Aquarium

Source: Moule & Polyzoides

Air rights development over planned D2 portal with a reconfigured Griffin/ Field intersection

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

89

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

Carpenter Park
Thomas Garza Photography

I-345 is a stark barrier between Downtown and East Dallas. Improvements aroundthe park should enhance the connections between these areas.

Large parking lots provide great opportunities for redevelopment in the area.

B ACK G R OUND AN D CONTE XT

The renovation of Old Dallas High School preserves an outstanding historicbuilding in the area and will provide a new anchor adjacent to the park.

OP P ORTU NI TY

The Carpenter Park Catalytic Development Area is nestled between

However, at the center is Carpenter Park, a proposed new 8.8-acreDevelop a vibrant node reconnecting Downtown Dallas to

the Dallas Arts District to the north, Bryan Place and Deep Ellum to thepark designed by Hargreaves Associates expected to break ground

Deep Ellum, Bryan Place, and East Dallas with Carpenter

east, Dallas Farmers Market and Main Street Districts to the south, andin 2018. Carpenter Park will help connect residents and visitors inThanks-Giving Square to the West. With the exception of a mid-riseBryan Place and Deep Ellum and workers in Baylor University Medical

Park and transit-oriented and infill development.

residential development, a few older low-density commercial and retailCenter to the Downtown core through an activated green space.

establishments, and DART’s East Transfer Station, this area is populated

Across Live Oak from Carpenter Park is the Old Dallas High Schoolby surface parking lots and a large public parking structure. With thesite currently undergoing adaptive re-use and expected to open its

construction and opening of I-345 in the 1970s, Deep Ellum and Bryan

first phase in 2018 with a mix of office and restaurant uses.

Place were cut off from the rest of Downtown and the divide between
the two continued to grow through disinvestment, gaps between

The Old Dallas High School building occupies a small quadrant ofa large development site which could include additional office,residential, and retail components around its perimeter in futurephases. Adjacency to an aging elevated highway (I-345) andshifting transportation attitudes and priorities by TxDOT, the City, andthe Dallas community have led to a strategic proposal to remove

development, prioritization of the vehicle, and an unsafe pedestrian

the off-ramp to Live Oak. This proposal represents a critical step

network.

in reversing the preference of accommodating ease, speed, andregional travel by private vehicle over pedestrian and other modesof transportation.

90

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CHAPTER V

Carpenter Park will provide much needed open space in the area and will help
connect the two sides of I-345 				Source: Hargreaves Associates|

C A T A LY T I C D E V E L O P M E N T A R E A S

Pacific Plaza, slated to begin construction in 2018, will enhance the connection
between Carpenter Park and the center of Downtown . Source: Hargreaves Associates

The DART train portal constructed as part of the D2 project should be minimally
intrusive and allow for air rights development. 		
Source: DARTAs documented in the Downtown Parks Master Plan, the planned

a comfortable, pedestrian-oriented Swiss Avenue that links near Eastof the many surface lots on Pacific, Elm, Main, and Commerce Streets

expansion and renovation of John Carpenter Plaza into Carpenter Park

Dallas to Carpenter Park and Downtown.

can provide key connections within and between neighboring districts

will introduce a host of features and amenities that will help connect
Downtown to near East Dallas neighborhoods with programmed andactive space. Perhaps the most important and influential change thatwill occur in this focus area is the construction of DART’s D2 light rail line
which will have a subway and above-ground component here. The
prefered alignment will surface at the eastern edge of the planned
Carpenter Park and will run parallel to Swiss Avenue before turning
north and south along Good Latimer. As the new light rail alignment
surfaces at Swiss Avenue, it will be critical that the portal integrates well

The significant evolution of DART’s service to Downtown presents

by filling in critical gaps in the fabric.

a unique opportunity for the underutilized East Transfer Station to

The 360 Plan supports these development efforts and their capacity toaccommodate a subway station and a revamped bus terminal withinlink various separate districts to one another while establishing a new

a new transit-oriented development that contributes to and extends

gateway into Downtown. We must also ensure seamless integration of

Downtown to Carpenter Park. Redevelopment of this block should bringtransit expansion projects into the urban fabric through careful planninga mix of uses to help activate this critical node with special attention

and design of transit infrastructure, the surrounding development

given to ground-floor uses that activate the sidewalks and public spaces

opportunities, and the details of the public realm.

facing Carpenter Park.

into a pedestrian-oriented streetscape. Air rights development over

Capitalizing on recent and planned private investment in Deep Ellumthe portal and rail tracks is a prefered alternative to provide the best

should be a key goal of the Carpenter Park Area. Redevelopment ofopportunity of creating an active and engaging edge that will support

existing buildings on Main and Commerce Streets and infill development

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

91

1

CAR P E N T E R PAR K DE V E LOPMENT SC ENA RIO A ND PRIORIT Y A C T IONS

LIV

E

O

A
K

Carpenter Park is currently surrounded by mostly vacant or underutilized
parcels. New development adjacent to the park should be designed toactively engage with the park and activate the streets on which they
front.

2

PE

A

4

O

3

G

A

ST

3

5
2

Create a multi-purpose trail connection along Swiss and PacificAvenues

In conjunction with the construction of the D2 light rail line, Carpenter
Park and redevelopment of the East Transfer Center site, create amulti-purpose bicycle and pedestrian connection from Good Latimer to
Carpenter Park and beyond along Pacific Avenue to Pacific Plaza. This
will facilitate access to these two new parks and fill in a missing link in theCity Center bike and pedestrian district connector network.

4

Investigate removal / reconfiguration of the Live Oak ramp

This ramp has been identified as under-utilized in all three scenarios
explored through CityMAP for the I-345 corridor. Removal of this ramp
would enable an improved connection between Downtown andEast Dallas and Deep Ellum. It would also facilitate pedestrian-friendly
development that would better engage Carpenter Park.

1
Future Site ofPacific Plaza

Redevelop the DART East Transfer Center site

The DART East Transfer Center presents an opportunity forredevelopment as a large, underutilized parcel that will have enhanced
transit access with the development of the DART D2 light rail line. DART
should explore transit-oriented, mixed use redevelopment of this site tocapitalize on its enhanced multi-modal accessibility.

SW

N

RL

ISS

G
O
O
D
-L
A
TIM
ER

Pearl/ Arts District
DART Station

New development should engage with Carpenter Park

I-34

5

5

Explore new workforce housing development opportunities

CityMAP has presented the opportunity to explore alternative scenarios
for the future reconstruction of the I-345 corridor. These scenarios
open up the possibility of excess public land being made available forredevelopment. This presents a unique opportunity to leverage the use

ELMof these public lands to facilitate workforce housing development to
Proposed Bike District Connector

CE

MAIN

R

SA

Proposed Pedestrian District Connector

EZ

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

AV

92

CH

*Plan is concetual and shows one potential
future development scenario for this geography.

Proposed DART Line
Corridor of Interest

increase the diversity of housing in the City Center

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

G

oo

d

DART Train Portal

La

tim

The proposed eastern portal for theer

DART D2 line should be designed
to minimize impact on surroundingLive

development parcels andccifistreetscape. Additionally, a strong

Pa

k
Oa

public realm should be provided

Carpenteralong Swiss Avenue to enhanceParkthe connection from East Dallasneighborhoods to Carpenter Park.

Pacific

Pe

East Transfer Centerarl

DART has expressed interest in
Pearlredeveloping the East Transfer
Cesar Chave

Elm

Center into a mixed-use, transitoriented development. This site
could continue to serve as a bus
transfer center while also providingzaccess to D2. Additionally, thedevelopment could engage
Carpenter Park across Pearl Street
through strategically designed
plazas, open space, and retail.

Pacific

A view along Pearl Street towards Carpenter Park showing a redeveloped DART East Transfer CenterTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

93

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

Arts District

The update to the Arts District Master Plan calls for transforming Pearl Street into
the “Avenue to the Arts”.		
				Source: NBBJThe Plan also calls for reinvigorating Flora Street and Ann Williams Way as thecultural core of the Arts District			Source: NBBJB ACK G R OUND AN D CONTE XTO PPORT U NI TY

In the early 1980s, Dallas city leaders came together to imagine andTo achieve a more urbane Dallas Arts District means forging

outdated. The Dallas Arts District Master Plan vision is driven by fivebuild a world-class cultural district. The plan, known as the Sasaki Plan,

even better connections to adjoining districts and other nearby

reinforcing strategies that will expand the impact of the District andbecame and has remained the roadmap for the Dallas Arts District. The

neighborhoods. It means finding a way to insert more of the mixture

improve connectivity to adjacent neighborhoods.

now-mature Dallas Arts District holds the distinction of being the largestof uses that were initially imagined, and it means facilitating acontiguous urban arts district in the nation and is also remarkable forbroader array of programming and activities when concerts or

its outstanding architecture, having had major facilities designed by

openings are taking place – but more importantly when no special

six Pritzker Prize winners. However, having reached institutional andevents are occurring in the cultural venues.

architectural excellence, the District must now reach and achieve an
equally exemplary urbanity to achieve the full city-making ambitions of
the original Sasaki Plan.

The Dallas Arts District Master Plan proposes a new set of principles
to guide it for the next three decades during which the Arts District
will rise to its own earliest goals, and to the City of Dallas’ current
civic ambitions. The master plan will update the guidelines from the
Sasaki Plan, preserving those standards that have served the district
well, while replacing those that have proven to be problematic or

94

Ross Avenue should be embraced as a mixed-use commercial corridor.
							Source: NBBJ

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

1. Transform Pearl Street into the “Avenue to the Arts”.
2. Reinvigorate Flora Street as the cultural core of the Arts District.
3. Embrace Ross Avenue as a mixed-use commercial corridor.
4. Expand and update wayfinding, signage, public art, andgateway experiences.
5. Enhance pedestrian connections in all directions, with a focus to
the west (Perot Museum, West End, and Victory Park).

CHAPTER V|

C A T A LY T I C D E V E L O P M E N T A R E A S

AT&T Discovery District

The AT&T Discovery District looks to revitalize AT&T Plaza at Jackson and Akard
Streets.

The AT&T Discovery District proposed site planB A C K G R OUN D AN D CONTE XTOPPORT U N I TY

In 2016, AT&T announced that they would not only keep, but grow their

Improvements to the headquarters will not only benefit the thousands

global headquarters in the heart of Downtown Dallas and invest overof AT&T employees, but they will also directly impact all of Downtown.

$100 million dollars in a massive exterior renovation project, creating

The vision for the AT&T Discovery District is to become a destination for

the AT&T Discovery District. AT&T’s importance to Downtown cannot be

Downtown workers, residents, and visitors where they will find dining,overstated, employing 5,800 today with the capacity to add more thanentertainment, public art, and an outdoor experience zone that will

1,000 more over the next several years.

feature public events like movie nights. Downtown Dallas, Inc. and

The redevelopment of the AT&T Discovery District will provide spacious,
pedestrian-only connections to this side of Downtown.

the City of Dallas worked with AT&T throughout 2017 on plans for theDistrict, which include traffic calming and pedestrian improvements
on Commerce Street, modification of Jackson and Wood Streets, andseveral public improvements throughout the campus. Over the next
two years, continued collaboration will be necessary to see the plans
through to full implementation.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER95

2

VI Corridors
visionand of
Interest
designinspiration

CHAPTER VI

CO R R ID O R S O F INTE R E S T
In addition to the Catalytic Development Areas, three corridors (Harwood, Ross, and Field)|

CORRIDORS OF INTERESTC ATA LYTI C DE V E L OP ME NT A R E A S A ND C OR R I DOR S OF I NTE R E ST

emerged as corridors that should be prioritized due to their adjacency to the Catalytic
Development Areas and the strong connection they form between important destinations.
These Corridors of Interest have also been identified as Phase I Priority Pedestrian projects
and should be studied for full right-of-way redesign.

CRI T E R I A F O R SE LE CTION 								Similar to the selection criteria laid out for the Catalytic Development Areas, due tothe large size of City Center geography, and the limited resources available for public
investment, Corridors of Interest were selected based on several criteria. These criteria
highlight opportunities and important roles in advancing the various Transformative
Strategies mentioned in Chapter IV. In summary, Corridors of Interest:
1. Capitalize on proposed large infrastructure and transportation projects
2. Support many Transformative Strategies
3. Take advantage of recent and planned public and private investment
4. Connect areas of great development potential as well as important parks anddestinations

Corridor of Interest
Catalytic Development Area
Existing DART Line
Proposed DART LineDART Station
High Speed Rail Line/ Station
Existing/ Proposed Streetcar
Existing/ Proposed Trail

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

97

CHAPTER VI|

CORRIDORS OF INTEREST

Field Street

Existing Conditions between Patterson St and San Jacinto St

Field Street- Existing

Option 1 between Patterson St and San Jacinto St

Existing Conditions and Design Concept Conditions at Field and Munger Streets98

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Field Street- Proposed

Option 2 between Patterson St and San Jacinto St

CHAPTER VI

Existing Conditions between San Jacinto St and Ross St

Concept Design between San Jacinto St and Ross St

Existing Conditions between Ross St and Munger Ave

Concept Design between Ross St and Munger Ave

Existing Conditions between Munger Ave and Woodall Rodgers Freeway

Concept Design between Munger Ave and Woodall Rodgers Freeway|

CORRIDORS OF INTEREST

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

99

CHAPTER VI|

CORRIDORS OF INTEREST

Harwood Street

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Existing Conditions between Main St and Elm St

100

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Harwood Street- Existing

Concept Design Conditions at Harwood and Main Streets

Concept Design between Main St and Elm St••

Harwood Street-Long term

CHAPTER VI

Existing Conditions between Pacific Ave and Live Oak St

Concept Design between Pacific Ave and Live Oak St

Existing Conditions between Live Oak St and Bryan St

Concept Design between Live Oak St and Bryan St

Existing Conditions between Commerce St and Main St

Concept Design between Commerce St and Main St|

CORRIDORS OF INTEREST

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

101

CHAPTER VI|

CORRIDORS OF INTEREST

Ross Avenue

Existing Conditions between Routh St and Arts Plaza St

Proposed Short-Term Concept Design between Routh St and Arts Plaza St

Existing Conditions and Proposed Design Concept Conditions at Routh St and Arts Plaza St

102

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Proposed Long-Term Concept Design between Routh St and Arts Plaza St

CHAPTER VI|

CORRIDORS OF INTEREST

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VII Implementation

Thomas Garza Photography

CHAPTER VII|

I M P L E M E N TAT I O N

Implementation Matrix
In order to establish a framework and roadmap for implementing the many
desired outcomes articulated throughout The 360 Plan, it is important to havea set of action items that will carry forth the plan’s overall vision into the near
future. The five-year horizon for The 360 Plan is a reasonable timeframe inwhich to achieve the plan’s strategies and recommended action items andwill establish a basis for more long-term planning efforts throughout Downtown,
including CityMAP and a comprehensive parks master plan.
The three Transformative Strategies form the foundation of the plan’s vision,and are the targeted efforts meant to enhance the success and vitality of
the City Center. Each Transformative Strategy contains a set of three to six
overarching goals, in which there are a set of Action Items. These Action
Items are definitive and achievable statements that have an establishedtimeframe for completion, an initial estimate cost, a list of agencies andgroups responsible for implementation (including a lead agency shown inbold), and the potential main source of funding. As many of the actions areThomas Garza Photography

Thomas Garza Photographyinterdisciplinary and have broad reaching impacts, cross-references to otheractions or plan sections will be provided in the Implementation Matrix forclarity.
The Implementation Matrix establishes a structured path for achieving
implementable and successful outcomes. Although the City of Dallas and DDI
are listed as responsible parties for most Action Items in the Implementation
Matrix, it will be necessary to work in concert with, and seek guidance from, theneighborhood and stakeholder groups for which a specific Action Item applies.
It will also be imperative for both the City and DDI to support these groups intheir efforts to implement these Action Items.
The Action Items listed on the following pages are the means by which
new development activity, economic investment, and urban vibrancy
support the future success of Downtown: the recommendations listed in the
Implementation Matrix are critical investments and improvements that the Cityof Dallas, DDI, and their partner organizations have identified to reinforce thecurrent momentum and progress throughout Downtown Dallas.

Thomas Garza Photography

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

105

CHAPTER VII|

I M P L E M E N TAT I O N

Build Complete Neighborhoods
ACTIONTIMEFRAME

ESTIMATEDCOST

LEAD AGENCY / SUPPORTFUNDING

1

Diversify and Grow Housing

1.1

Conduct a market analysis to quantify the demand for diversified housing in terms of product type, price, and tenure within the City Center.
Form a public-private cooperative workgroup for the City Center to:• Define diversified housing goals in terms of product type, tenure and price point, and family-friendly amenities and design standards• Develop strategies to provide incentives and remove barriers to implementing city-wide mixed-income housing policy
Advance the recommendations and initiatives of the Dallas Commission on Homelessness and the Office of Homeless Solutions, and ensure
these initiatives align with each neighborhood’s goals and objectives as outlined by residents and property owners.
Conduct an infrastructure needs assessment to identify areas within the Downtown PID where infrastructure improvements are needed toenable new housing development on vacant parcels and to identify potential public/private funding mechanisms to expedite provision of theneeded infrastructure.

0-1 Year$100,000

DDI + City of Dallas

DDI / City of Dallas

1-2 Years$50,000

DDI + City of Dallas

DDI

1-5 Years

TBD

City of Dallas + NeighborhoodPartners + DDI

TBD

1-2 Years

TBD

DDI + City of Dallas

TBD

1-2 Years$0City of Dallas + Private
Development Community

N/A

1-2 Years

TBD

City of Dallas + TXDOT + DDI

City of Dallas

See Carpenter Park in Chapter V

3-5 Years$0City of Dallas
+ DDI

N/A

See 1.6 in Promote Great
Placemaking

GOAL

1.2
1.3
1.4
1.5
1.6
1.7

Conduct a study in collaboration with Texas Department of Transportation (TxDOT) to evaluate the potential for new workforce housing on land
affected by the CityMAP I-345 Scenarios.
Amend CA zoning to reduce residential parking requirements for affordable and mixed-income housing with access to transit, car sharing, bikeshare, and enhanced bicycle storage.

2

Create Vibrant Parks and Neighborhood Spaces

2.1

Investigate opportunities to create active and passive open space in underutilized public and privately-owned properties within the City Center,such as vacant parcels, building rooftops, and public rights-of-way (including deck park opportunities).

Page 49

DDI + Trust for Public Land +City of Dallas

Trust for Public Land + DDI

City of Dallas + DDI

N/A$50,000

Adopt a park dedication ordinance that ensures that in-lieu fees collected in the City Center are spent within the area.
Develop parks master plan(s) for underserved neighborhoods within the City Center, starting with the Cedars neighborhood, to addressneighborhood-scale park needs and operation and maintenance strategies.

0-2 Years$0

3-5 Years

TBD

2.4

Develop public-private partnerships for creating, maintaining, and preserving parks within the City Center.

3-5 Years$0

2.5

Explore use of the old Trinity River meanders in the Cedars area as water gardens, forebays, existing ponds, cleansing wetlands, and public parksin addition to flood protection infrastructure.

3-5 Years

TBD

City of Dallas + US Army Corp +DDI + Partner Organizations

TBD

2.6

Advance ongoing efforts to create a neighborhood park space on the southern portion of Fair Park to serve the South Dallas-Fair Park
neighborhood.

1-5 Years

TBD

City of Dallas + Neighborhood
Organizations+ Private Sector

TBD

3

Grow a Diverse Mix of Services and Retail

3.1

Evaluate and make feasible amendments to existing regulations to remove barriers for short-term, pop-up retail in existing buildings as well as
temporary uses on vacant and underutilized land.

2.3

3.2
3.3

Create a manual for short-term, pop-up retail uses with guidelines to help applicants navigate through city processes.
Evaluate and make feasible amendments to existing regulations to require or encourage “white box” delivery of ground-level retail space toenable short-term pop-up uses until permanent tenants are secured.

3.4

Amplify marketing efforts to attract and retain commercial tenants to the City Center.

City of Dallas +NeighborhoodPartners
City of Dallas +Neighborhood Organizations+
Private Sector

N/A

1-2 Years$0

DDI + City of Dallas

N/A

1-2 Years$0City of Dallas + DDI

N/A

1-2 Years$0

DDI + City of Dallas

N/A

0-5

$0

DDI + City of Dallas + Dallas
Regional Chamber

N/A

DDI

DDI

Increase Opportunities for Quality Education
Complete an education demand study to forecast potential demand over a 10-year horizon.

0-1 Year$25,000

4.2

Identify potential sites for schools and address potential barriers.

0-1 Year$10,000

Advocate with Dallas ISD for the creation of neighborhood public schools within the City Center.

0-1 Year$0

0-1 Year

TBD

DDI + City of Dallas + Dallas ISD

Dallas ISD

0-1 Year

$0

DDI

N/A

1-2 Years$0

DDI + City of Dallas

N/A

4.4
4.5
4.6

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

November 6, 2017

See 2.5 in Advance Urban
Mobility and Catalytic Areas in
Chapter V

Page 51

4

Advance the Downtown Innovative School Zone vision with an immediate opportunity to create a Downtown public elementary school in the
2018-19 Dallas ISD Innovation and Transformation school plan.
Create internships and work programs with Downtown corporations for students (Opportunity Downtown Program.)
Identify potential sites and partnerships for childcare/pre-K facilities and identify and address regulatory barriers that prevent these facilities fromlocating in urban areas.

See 1.4 in Build Complete
Neighborhoods; and High Speed
Rail Station and Western Farmers
Market in Chapter V

TBD

4.1

4.3

See Western Farmers Market in
Chapter V

Page 50
1-2 Years

2.2

106

Identify publicly-owned property within the City Center that can potentially be used to leverage housing at diverse price points.

CROSS
REFERENCE

Page 52

1

DDI + City of Dallas + Private
Partners
DDI + City of Dallas +Neighborhood Organizations

DDI
N/A

CHAPTER VII|

I M P L E M E N TAT I O NAdvance Urban Mobility
GOAL

1

ACTION

Adopt new urban mobility principles to be used as a reference and guide for all transportation decisions impacting the City Center.

2

Integrate transit expansion opportunities

2.2
2.3
2.4
2.5

3
3.1
3.2
3.3
3.4

4
4.1
4.2
4.3

LEAD AGENCY / SUPPORT$0City of Dallas + DDI +DART+NCTCOG+TXDOT

0-1 Year$100,000

City of Dallas + DART + DDI +NCTCOG + Neighborhood
Organizations

TBD

0-5 Years$0City of Dallas + DART + DDI

N/A

0-5 Years$0City of Dallas + DDI

N/A

0-5 Years

TBD

DART + City of Dallas + DDI

DART

0-5 Years$0City of Dallas + DART

N/A

0-5 Years$0City of Dallas + TxDOT + DART
+ NCTCOG + DDI

N/A

0-5 Years$0City of Dallas + TxDOT + DDI

N/A

FUNDING

Adopt new urban mobility principles

1.1

2.1

ESTIMATEDCOST

TIMEFRAME

Create a working group to evaluate streetcar expansion opportunities alongside other emerging technologies throughout the City Center.
Coordinate with DART to ensure light rail and streetcar expansion projects are reviewed in a timely manner by the Urban Design Peer Review
Panel (UDPRP) and implemented in accordance with the Council-adopted Urban Transit Design Guidelines and The 360 Plan recommendations.
Coordinate public incentives and investments to support transit-oriented development projects and increase population and jobs within easy
access to transit.
Redevelop the DART East Transfer Center site
Coordinate with Texas Central to ensure seamless multimodal linkages with the proposed high-speed rail station and to maximize transitoriented development potential in accordance with the 360 Plan.

Page 55
0-1 Year

N/A

Page 65

Leverage freeway reconstruction opportunities
Investigate possibility for near-term removal of TxDOT ramps, including ramps at Live Oak and Field Street in coordination with D2
implementation, to improve connections between Downtown neighborhoods while enabling new development opportunities.
Coordinate with TxDOT on the design of bridges, frontage roads and future deck parks along the I-30 corridor to ensure implementation of the360 Plan and the Complete Streets Design Manual.
Coordinate with TxDOT and NCTCOG to reconstruct I-345 in an urban format to advance The 360 Plan and Complete Streets Design Manual
goals and principles.
Coordinate with TxDOT to enhance pedestrian amenities, including wide sidewalks, pedestrian-friendly intersection design, high bridge
guardrails, lighting, and shade structures, along and near all TxDOT infrastructure.

See Carpenter Park in Chapter V
See High Speed Rail Station Area
in Chapter V

Page 66

0-5 Years$0

0-5 Years

TBD

City of Dallas + TxDOT +NCTCOG + DDI
City of Dallas + TxDOT +NCTCOG + DDI

N/A

See 2.3 and Northern West End
and Carpenter Park in Chapter V
See 1.5 in Build Complete
Neighborhoods

TBD

Comprehensively revise mobility policy for the City Center
Establish an updated evaluation methodology for Thoroughfare Plan amendments based on revised growth forecasts, adjusted origindestination trip models, and multi-modal metrics.
Adopt a multimodal street framework of District Connectors and Neighborhood Streets in the City Center, and amend the Thoroughfare Plan toreference this framework as an overlay to guide street design.
Implement the NCTCOG / City of Dallas curb lane management study based on The 360 Plan multimodal street framework and incorporating
analysis of technology impacts such as ride sharing and autonomous vehicles.

CROSS
REFERENCE

Page 56
0-2 Years$0City of Dallas + NCTCOG + DDI

N/A

0-2 Years$0City of Dallas

NA

0-2 Years

TBD

City of Dallas + NCTCOG + DDI

City + NCTCOG

See District Connector Maps in
Chapter IV
See District Connector Maps in
Chapter IV
See 4.4 in Build Complete
Neighborhoods

4.4

Establish a proactive Safe Routes to School program for all schools within the City Center.

1-2 Years$0City of Dallas + DDI

N/A

4.5

Create a streamlined process to implement mid-block crossings at appropriate locations within the City Center.

1-2 Years$0City of Dallas + DDI

N/A

5

Advance priority bicycle and pedestrian improvement projects

5.1

0-1 Year$0

DDI + City of Dallas

N/A

0-3 Years$0City of Dallas + DDI

TBD

5.3

Identify opportunities to implement pedestrian, bike, and green infrastructure for all 2017 Bond Package street projects within the City Center.
Advance conceptual plans for redesign of Field Street, Harwood Street, and Ross Avenue and identify funding for implementation. Include
exploration of Ross Avenue as a potential Bike District Connector in lieu of San Jacinto Street. Include potential reconfiguration of the FieldGriffin intersection.
Implement The 360 Plan Priority Bicycle Projects using existing funding.

0-5 Years$1.7 M

City of Dallas

City

5.4

Coordinate with D2 light rail implementation to incorporate multi-purpose trail connections along Old Griffin Street and Swiss Avenue.

0-5 Years

TBD

City of Dallas + DART

DART

5.5

Identify funding to advance phased implementation of The 360 Plan Pedestrian District Connector projects.

1-5 Years

TBD

City of Dallas + DDI + Private
Partners + Neighborhood
Organizations

City

See Pedestrian Priority Maps in
Chapter IV

5.6

Establish The 360 Plan Bicycle and Pedestrian District Connector Maps as policy to incrementally advance bicycle and pedestrian improvements
through public and private development projects.

0-15 Years$0

City of DallasCity

See District Connector Maps in
Chapter IV

6

Reform the approach to parking
City of Dallas

City of Dallas

See also 4.3 in Advance Urban
Mobility

5.2

6.1
6.2
6.3

Evaluate current on street-parking utilization and rates in coordination with the NCTCOG / City of Dallas curb lane management study to provide
the basis for better management.
Encourage private parking owners and operators to create shared parking models to promote more efficient use of parking.
Encourage development of a comprehensive digital mobile platform that provides seamless access to transportation options, including public
transit, ride share, bike share, and parking navigation.

Page 67
See 4.2 and Corridors of Interestin Chapter VI
See Bike Priority Maps Chapter IV
See Northern West End andCarpenter Park in Chapter V

Page 72
0-1 Year

TBD

0-2 Year

$0

DDI

N/A

TBD

City of Dallas + Private Service
Providers

TBD

2-5 Years

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

November 6, 2017

2107

CHAPTER VII|

I M P L E M E N TAT I O N

Promote Great Placemaking
GOAL

1
1.1
1.2
1.3
1.4
1.5

1.6

1.7

TIMEFRAME

ESTIMATEDCOST

LEAD AGENCY / SUPPORTFUNDING

Ensure excellent urban design to enhance quality of life and economic value
Conduct an economic impact analysis to demonstrate the value of implementing good urban design principles in public infrastructure andprivate development projects.
Develop and adopt a comprehensive Public Realm Design Manual for the Downtown PID that establishes standards and design guidelines
for pavement, lighting, landscape, curb cuts, parklets, street furniture, street signage, transit stops, on-street parking, bulb-outs, bike corrals,
patio dining, valet operations, ride share drops, delivery areas, and other elements within the ROW, based on The 360 Plan multimodal
street framework and findings of the curb lane management study.
Amend the Downtown pedestrian overlay districts to include provisions for active ground floor uses, street trees, and other pedestrianfriendly design elements based on the multi-modal street framework and Public Realm Design Manual.
Identify opportunities within the City Center for incorporating the CBD Public Realm Design Manual design standards and guidelines into
2017 Bond Program projects.
Amend the City code to simplify and streamline permitting for use of public right-of-way for parklets, bike corrals, off-street
loading/unloading, valet operations, and patio dining, based on the CBD Public Realm Design Manual.
Amend Central Area (CA) zoning to address issues such as:• Disallowing as primary uses surface parking, drive-throughs, mini-warehouse and storage uses, and gas stations.
• Limiting the over concentration of similar uses.
• Requiring advisory review by the Urban Design Peer Review Panel for all projects that impact the public realm adjacent to rail transit
stations, parks, and trails.
• Reducing parking requirements for mixed-income residential projects with access to transit, car sharing, bike share, and enhanced
bicycle storage.
• Enhancing streetscape and parking garage screening requirements for new development projects.
• Requiring an acceptable range of albedo levels or reflectivity on roofs of all new construction.
Work with neighborhoods and stakeholders outside the Downtown PID to explore adaptation of the CBD Public Realm Design Manual andpotential zoning changes for other areas as appropriate and desired within the City Center.

1-2 Years

TBD

DDI + City of Dallas

DDI + City of Dallas

1-2 Years

TBD

DDI + City of Dallas + Consultant

TBD

1-2 Years$0City of Dallas + DDI

N/A

1-2 Years

TBD

DDI + City of Dallas

TBD

1-2 Years$0City of Dallas + DDI

N/A

3-5 Years$0

DDI + City of Dallas

N/A

3-5 Years

TBD

Ongoing$0City of Dallas + Consultant +Neighborhood Organizations
DDI + Preservation Dallas + Cityof Dallas

TBD

Support City's effort to complete a Historic Preservation Survey of Demolition Delay Properties within the City Center.

2

Activate the Public Realm

2.1

Amend existing mobile vending regulations to allow food trucks in additional appropriate locations within the Downtown PID.
Create a special event working group to evaluate special event permitting processes to reduce barriers to entry and ensure smooth
operations for proposed events.

1-2 Years$0City of Dallas + DDI

N/A

1-2 Years$0

DDI + City of Dallas

N/A

2.3

Explore short-term development permits to allow for interim land-uses that activate underdeveloped sites.

1-2 Years$0

DDI + City of Dallas

N/A

2.4

Establish a grant or pilot program for activation of underutilized public and private property within the Downtown PID.

3-5 Years

TBD

DDI

DDI

3

Advance Smart Cities technologies and green infrastructure

3.1

Develop a strategic plan to position Downtown Dallas as a leader in Smart City initiatives.

1-2 Years

TBD

3.2

Support the Dallas Innovation Alliance’s efforts to establish the West End as a "living lab" of Smart City initiatives.

Ongoing$0

3.3

Conduct a study of the urban heat island effect within the City Center to inform development of an urban heat management plan.

1-2 Years

TBD

3.4

Identify impediments and solutions to increasing tree canopy or alterative shading options on all City Center streets.

3-5 Years

TBD

3-5 Years

TBD

DDI + City of Dallas + Consultant

TBD

1-2 Years

TBD

DDI + City

TBD

3.5
3.6

Conduct a study to evaluate creek daylighting opportunities within the City Center to reduce storm water management volumes, provide
neighborhood open space, and enhance biological corridors.
Conduct a study of the current policy for the downtown recycling program to expand participation throughout the City CenterTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTERCROSSREFERENCE
Page 73

1. 8

2.2

108

ACTIONSee Advance Urban Mobility 4.2
and 4. 3

See Promote Great Placemaking
3.4

See Advance Urban Mobility 4.2

N/A

Page 75

See Build Complete
Neighborhoods 3.1
See Build Complete
Neighborhoods 3.1

Page 75
Dallas Innovation Alliance+
DDI + City
Dallas Innovation Alliance +DDI + City
DDI + City
DDI + Texas Trees +Neighborhood Partners + City

TBD
N/A
TBD
TBD

See Advance Urban Mobility 5.1

VIII Appendix

Thomas Garza Photography

Contents
DDI Phase I Recap Presentation				112

MIG Granular Assessments					129EPS Downtown Dallas 360 Economic Study		

148

City of Dallas Alternative Demographic Forecast

155

Fehr & Peers Transportation Analysis Study		

158

City of Dallas Transit Metrics and Analysis		

176

Catalytic Development Area Opportunity Maps

181

Downtown Dallas 360 Urban Design Guidelines

187

Downtown Dallas, Inc. Perception Survey		199

bcWorkshop Know Your Neighborhood

209

Phase I Recap Presentation
The Phase I Recap Presentation contains a summary of the public input
received in 2015, during the initial phase of engagement and outreachefforts of the Downtown Dallas 360 plan update. The data represents
emergent themes from various Downtown neighborhoods, providing afoundation for the vision, transformative strategies, and action items of The
360 Plan.

112

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Emerging Themes

Emerging Themes
Summary of Public Involvement
Short and Long-Term Plans and Strategies

Housing And Education

Open Space And Recreation

Public Engagement Outcomes:

Public Engagement Outcomes:•

Provide diverse housing options and product types•

Create public spaces that support neighborhoods•

Provide good schools Downtown to attract/keep families•

Link new parks to existing parks•

Link mobility, education and housing••

Maintain the character of the existing neighborhoods

Build off of successes (Katy Trail, Klyde Warren Park, Main Street
Garden, Ron Kirk Bridge, etc.)

Potential Strategies Moving Forward:•

Identify funding and incentive mechanisms to provide for multiple
housing needs•

Identify locations and willing partners to house schools•

Identify strategies to reduce potential gentrification/displacement insome neighborhoods

Potential Strategies Moving Forward:•

Create useable, functional spaces for new and existing residents byacquiring vacant land•

Program park space based on nearby residents’ needs•

Link parks and open space with expanded bicycle and pedestrian
facilities•

Redesign existing underutilized spaces like Fair Park to make themmore useable on a daily basis

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

113

Urban Design And Placemaking

Mobility

Public Engagement Outcomes:

Public Engagement Outcomes:•

Leverage TOD opportunities and support local businesses•

Improve connections between the districts•

Promote development that activates the street•

Enhance Downtown’s connection to the Trinity River•

Protect and support neighborhood character•

Link Downtown to districts west of the Trinity River•

Consider “catalytic streets” to activate and connect districts•

Address access across and under freeways•

Create a functional, safe and inviting bicycle and pedestrian system

Potential Strategies Moving Forward:•

Focus urban design to support walkability, pedestrian interest anddistrict-specific goals•

Identify areas where additional resources/funding/programs may beneeded to catalyze development and infill opportunities•

Identify design tools that can be implemented quickly with little cost

Potential Strategies Moving Forward:•

Create a pedestrian plan that complements transit and bike corridors•

Create a prioritized list of bicycle connections•

Focus on projects that address barriers (freeways, fast traffic)•

Fill in the gaps in the sidewall system

Questions Asked
District Meeting Summaries

114

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER•

What are your favorite places and neighborhood strengths?

•

What do you consider the major challenges within your neighborhoodand 360 planning area?

•

What do you want more of? What qualities make your neighborhood
special?

•What is the best measure of success?

Top Priorities
Deep Ellum Neighborhood
Meeting•

Address multimodal connections to other districts (short/ long term)•

Focus on gateways at freeways (I-345/I-30)•

Reimagine what it could be like under I-345 (consider linear parks
and popups)•

Address parks/open space, zoning and urban form standards•

Be a pedestrian oriented district•

Preserve the vibe of “Deep Ellum”•

Address security & homelessness

September 8, 2015
LIFE IN DEEP ELLUM

What are the Area’s Assets?
Deep Ellum Community Input
Cedars, Deep Ellum, Farmers
Market, South Side Public Meeting•

History, character and scale of buildings/architecture supports culture•

Deep Ellum is organic, not master planned•

Culture of creativity. Art and music creates a unique, authentic vibe•

Strong identity, gritty, diverse, walkable•

Streetscapes that allow democratic access to all users•

The dog park is a great gathering place•

Spontaneous and lively with multiple entertainment destinations•

Good bones and improved sidewalks•

Community-focused activities

September 3, 2015
SPARK!

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

115

What are the Specific Issues?
Deep Ellum Community Input

What are the Specific Issues?
Deep Ellum Community Input

SafetyPublic Realm and Access•

Address crime and safety•

I-345 is a barrier for movement•

Manage panhandling and homeless through neighborhood policing•

Need more parks and open space•

Need to update zoning and design standards

Development and Infrastructure•

Infrastructure is outdated, particularly for bikes and pedestrians•

Need more transit access between neighborhoods•

Pressures of gentrification could change the district•

Need better wayfinding signage to move between districts•

Deep Ellum must maintain its character as it changes

Branding•

Need for additional housing and residential density•

Balance day/night life. The district should be more than a destination•

Parking can be a challenge•

Branding and marketing for a community, not just a destination forbars and entertainment

Where Are The Opportunities?
Deep Ellum Community Input

Where Are The Opportunities?
Deep Ellum Community Input

Urban Realm and Parks

Mobility and Access•

Reclaim alley space to support the District’s “gritty” environment•

Improve visual cues to strengthen the area’s identity•

Enhance streetscape, trees and sidewalks to improve walkability•

Increase the amount of green space and street art

Development

116•

Continue adaptive re-use of existing and under-utilized buildings•

Encourage mixed-use that incorporates parking and increases thenumber of residents•

Support venues that provide live music and art•

Replace parking with more attractive uses

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER•

Link Deep Ellum to other districts with transit, bicycle and pedestrian
connections to increase walkability and connectivity•

Identify areas where traffic calming and road diets should occur•

Bury or remove I-345 and turn space into a park•

Bring streetcar, D-Link, or trolley to the District and connect it to the
DART station

What Defines Success?
Deep Ellum Community Input•

Deep Ellum continues to grow and evolve while keeping its character•

The district is walkable, bikeable and connected to its surroundings•

There is a streetcar or trolley connecting to other transit•

Engaged relationships inside and outside of Deep Ellum•

There are more opportunities for active movement and exercise•“Keep Deep Ellum weird” while making it more livable, walkable &safe•

Supporting and encouraging local businesses•

Improved housing choices•

Increased public safety

What are the Area’s Assets?
Cedars/South Side Community Input
∙
∙
∙
∙
∙
∙
∙
∙

The District is economically and racially diverse
Active neighborhood watch in the central area
Dallas Heritage Village, its historic buildings, track and dog park
attract people from all over
Arts Crawl, South Side Studios, and open studios support local artists
and attract visitors
Lee Harvey’s, McKinney Avenue Contemporary, NYLO South Side
attract many people
The Police Department’s presence has helped change perceptions
The District has good public transportation but poor bicycle andpedestrian connections
There is some, but limited Trinity River Trail accessCedars/South Side

What are the Specific Issues?
Cedars/South Side Community Input
Safety∙Homeless and transients come from the shelter in Farmer’s Market

Infrastructure and Development∙
Bureaucracy and permitting issues make it hard to get things done∙
Need a redevelopment plan for the area∙
Industrial uses along riverfront are tough for residents∙
Infrastructure is deteriorating∙
Absentee landowners limit development of vacant lots∙
Lot sizes are small and property values not easily regulated∙
Few services because of limited population∙
No grocery store

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

117

What are the Specific Issues?
Cedars/South Side Community Input
Urban Realm, Bicycles and Pedestrians∙
There is little or no access to the Trinity River∙
Sidewalks are missing or broken. It’s dangerous to walk∙Streetlights that are on! Safety and visibility at night is an issue∙
There are few public spaces. People are using vacant lots for parks
Mobility∙
Corinth underpass is dangerous for pedestrians and cyclists∙
I-30 is a barrier that limits access into area∙
Del Monte plant and industrial uses increase traffic on Lamar

Where Are The Opportunities?
Cedars/South Side Community Input•

Build upon the great transit access to downtown•

Advertise the attractive price points and amount of vacant land•

Build a new school on the DISD property•

Add public parks using agreements with private landowners•

Add bike lanes and reduce the number of vehicle travel lanes•

Remove parking restrictions to allow businesses to come in•Connect Cedars to Fair Park•

Provide better connections to the Trinity River•

Add a bike connection to link Santa Fe Trail to Cedars•

Add a new DART stop at the Trinity Trail

What Defines Success?
Cedars/South Side Community Input

118•

Constructing a new school(s) and recreation center•

The plan is equitable and focused on the neighborhood•

Increased local ownership-no chains in Cedars•

Increased bicycle and pedestrian connections to all districts•

Traffic is slow, streets are safe and pedestrian safety improves•

Southside and Cedars are one neighborhood•

Building another bridge linking Cedars to Downtown•

More homeless resources to reduce issues in the neighborhood•

I-30 is capped with a Klyde Warren style parkTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Fair Park/South Dallas

What are the Area’s Assets?

Fair Park/South Dallas Community
Input

What are the Specific Issues?

Fair Park/South Dallas Community Input•

Long-term residents and historic culture•

Negative perception and undesirable land uses in the area•

Lots of undeveloped land•

Figurative/ literal walls section off District from other areas•

It’s an affordable place to live•

Lack of green space•

Many local businesses and neighborhood hangouts (Green Door, Off
the Bone, Cedar’s Union)•

Long term planning needs to integrate affordability

The Public Library•

Affordability and diversity in long term planning are keys to success•

Fair Park, both now and as a potentially revitalized location•

Lack of transportation options•

Wildlife•

Food and amenities desert•

Where Are The Opportunities?

Fair Park/South Dallas Community Input•

This table did not identify opportunities

What Defines Success?

Fair Park/South Dallas Community Input•

Making the area more walkable•

Providing quality educational options in the District•

The area continues to remain affordable•

Fair Park becomes a self sustaining economy•

Fair park is an engine, not an island•

The District embraces and supports independent businesses
through a strong merchant association

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

119

What are the Area’s Assets?
Deep Ellum Community Input
Urban Form

Farmers Market

Lots of great architecture and it’s still developing with new activities•

Varied streets and the curvy road is nice (Young- Canton)•

Old and new buildings work well together•

The District has a mixture of destinations like the market and varied
housing options that are walkable

What are the Specific Issues?
Deep Ellum Community Input

What are the Specific Issues?
Deep Ellum Community Input

SafetyMobility•

Homelessness and safety for residents is an issue•

Tear down I-345•

Homeless on homeless crime is a problem•

Streets are not safe or inviting for pedestrians•

Roads have been under construction for a long time

Development and Amenities

120

•

•

Loss of vacant land means loss of green space•

Parking and traffic is a problem in the District•

Neighborhood places like the Green Door need to be maintained•

Sidewalks are often broken, missing, or inadequate•

There are still voids in the neighborhood•

The road network is not bicycle friendly•

Too much development may ruin the area•

Need better schools

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Where Are The Opportunities?
Deep Ellum Community Input

What Defines Success?
Deep Ellum Community Input•

Expand locally-owned businesses•

More green space for existing and future residents•

Still need services like a grocery store and other businesses thatmake the neighborhood livable•

Better roads and sidewalks for all modes of travel•

A lot more people living here•

Lots of activities and services you can walk to•

Sustainable development is the norm•

More community gardens and gathering places•

The area is safe to walk around in at all times of the day•

Businesses are “mom & pop” establishments•

Provide more educational opportunities for families with kids•

Build upon urban crafts and artists living and working in the area•

Tear down I-345•

Provide more upscale options and a greater variety of goods in the“Farmer’s” market•

More rooftop anything!

South Dallas/Fair Park
Public Meeting“Those who live here should share the future of the neighborhood!”

November 10, 2015
MLK Recreation CenterTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

121

What are the Area’s Assets?

Fair Park/South Dallas Community Input
Culture and People

Fair Park/South Dallas Community
Input
Location•Long standing, African American-owned businesses on 2nd Avenueand MLK Jr. Blvd.

•

Long term residents•

Strong sense and community, history and culture•

African American Museum at Fair Park•

City Square is a major asset to neighborhood•

It’s the melting pot of the City•

Dallas Black Chamber of Commerce is a hub on MLK Jr. Blvd.

•

Residents. Rich history for African American and Jewish
communities•

Strong neighborhood with diverse and historic housing stock•

Lots of locally-owned businesses

What are the Area’s Assets?

Fair Park/South Dallas Community Input
Civic and Parks•

Close to Downtown and Fair Park. Easy transit/freeway access•

Near the Trinity River, green spaces and Fair Park•

Lots of vacant land and old buildings to take advantage of (e.g.
Frazier Elementary)

History

What are the Specific Issues?

Fair Park/South Dallas Community Input
Safety and Perceptions of the District•

Schools are community centers but need repair•

South Dallas has a negative perception•

South Dallas Cultural Center and its training programs are an asset
and need to be expanded•

Unemployment, underemployment, crime and mental health

Fair Park is an asset but needs help•

Homelessness and concentrations of homeless (e.g. tent city)•

The mosque and churches are gathering points for the community•

Regional discussion doesn’t include south Dallas/Fair Park•

Mobility

122

What are the Area’s Assets?

•

Good sidewalks and street grid•

2nd Avenue and MLK Jr. Blvd. are active commercial streetsTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Streets, Parks and Open Space•

Kids don’t go outside•

Poor landscaping and street lighting•

Lack of useable open space•

Fair Park is a mobility barrier, rarely open, and no local vendors•

Walkability and connectivity to other districts is a challengeWhat are the Specific Issues?

Fair Park/South Dallas Community Input
Development, Amenities and the Community

What Defines Success?

Fair Park/South Dallas Community Input•

The District is inclusive and diverse•

Engagement and communication not happening•

There are adequate parks and recreation areas•

Difficult to do business with city•

Traffic is slower and the streetscapes are safe and inviting•

Lots of vacant lots and gentrification is a concern•

Businesses and good restaurants create active corridors•

Lack of a hub with services and housing•

Quality development preserves culture and character•

Lack of middle income housing or services•

South Dallas has many professional jobs, including larger employers•

Limited healthy food options (grocery or restaurant)•

Fair Park is a social economic engine and provides recreation options
for the community•

You don’t have to leave the community to access amenities•

Education is effective and prepares kids for the future•

There are short- and long-term strategies and initiatives

Mobility (economic)•

Few jobs, educational options or infrastructure to attract businesses•

Lack of training options to increase skills

Where Are The Opportunities?

Fair Park/South Dallas Community Input
Perceptions and Marketing•

Capitalize on the history of the District•

Keep residents in the loop and engaged in any changes•

Make the area attractive to Millennials•

Rebrand the area to change perceptions and get people engaged

Streets and Parks•

Improve existing parks, including Fair Park. Take advantage ofexisting vacant lots•

Address landscape and lighting to improve safety•

Improve connections that link Downtown to South Dallas

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

123

Central Business District
Public Meeting

What are the Area’s Assets?
Downtown Resident Input
Access•Transit and walkable connections•

The Trinity River and its trails•

The Continental Bridge and pedestrian/bicycle connections

Public Realm and Urban Form•

“Casual interactions” on the street•

Public spaces (Klyde Warren Park, Pioneer Park, Main Street and Belo
Gardens)•

Unique architecture and historic buildings

Amenities

August 6, 2015
Tower Club•The Joule Hotel and retail on Main Street•

Bars, entertainment and gathering places•

Museums and public art (Perot Museum, “The Eye”)

Hosted by DRC

What are the Specific Issues?
Downtown Resident Input

What are the Specific Issues?
Downtown Resident Input

AccessSafety•Unreliable public transit•

Homelessness and panhandling•

Cracked/missing sidewalks and pedestrian safety•

Street lighting•

Lack of connectivity and poor signage

Urban Form

Housing Availability and Amenities

124•“Dead zones and single-use areas (e.g. Civic Center)”•

Housing affordability•

Lack of street trees and parks•

Lack of services (retail, grocery etc.) for residents and businesses•

Traffic moves too quickly on one-way streets•Few gathering places for residents•

Highways•

Lack of active spaces for recreation

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Where Are The Opportunities?
Downtown Resident Input

Where Are The Opportunities?
Downtown Resident Input

Technology•

Improve connections to surrounding districts•

Simplify DLink and expand streetcar/transit service•

Connect transit/high speed rail•

Make Main Street pedestrian only•

Add connections to the Katy Trail, Trinity Strand, and Sante Fe Trail•

Implement systems to find public parking spaces•

Support tech start ups

Development and Services•

Develop surface parking lots•

Convert single-use buildings to mixed-use•

Increased retail and support local businesses•

Diversify housing and include options for families•

Reuse old buildings•

Preserve the unique character of neighborhoods

Mobility

Public Realm•

Refine urban design, add parks and trails•

Add deck parks•

Add public, self cleaning public restrooms

What Defines Success?
Downtown Resident Input•

A diversity of voices in plan development•

Attractive streets (trees and pedestrian amenities)•

Reduced auto use and increased walkability•“Human scale” development pattern•

Great schools for downtown residents•

Affordable housing options and more downtown residents•

More socioeconomic diversity•

Addressing connectivity at all levels•

Reimagining I-345•

Finding a “niche experience” in each of the districts

Victory Park and
Design District Public Meeting

November 9, 2015
Altitude (W Hotel/Residences)

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

125

What are the Area’s Assets?
Design District Community Input
Design District

What are the Specific Issues?
Design District Community Input

126•

Pedestrians need better connections and options. Many sidewalks
are in bad shape•

Safety is an issue because there are few streetlights••

Dallas Contemporary Center•

Streetscape and trees near highline•

Proximity to the Trinity River•Show rooms, galleries and artisan shops•

The area is walkable because it has sidewalks•

The Continental Pedestrian Bridge•

Many local owners and artisans•

The artistic quality of the area is an attraction

Where Are The Opportunities?
Design District Community Input•

There are areas with historic significance that can be improved•

Transformed/repurposing warehouses to house anchors and multiuse tenants

The lack of police means crime and homelessness is high•Opportunities to increase both pedestrian and auto mobility•

There are no connections to public transportation or amenities like theKaty Trail•

The existing bike connections in the area means that you don’t needa car to eat, live and work•

Transit service (bus) is infrequent•

The District is great because it’s quiet, has lots of art and local owners•

The Continental Bridge bridgehead lacks parking•

Make the wayfinding/signage multi-lingual to attract more people•

No toll road!

•

Add a streetcar along Riverfront•

The Design District needs more anchors•

Provide more DART stops

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

What Defines Success?
Design District Community Input•

There are more people living, working and visiting the District•

Property taxes generate more revenue•

Sales increases•

The number of businesses increase

What are the Area’s Assets?
Victory Park Community Input

Victory Park

What are the Specific Issues?
Victory Park Community Input•

The Trinity, Strand and Katy Trails are all assets for the area

Mobility, Events and Entertainment•

Entertainment options (American Airlines Center and House of Blues)•

Connections to other districts are challenging•

The Ron Kirk (Continental Pedestrian) Bridge•

Events at the American Airlines Center worsen traffic and parking•

Nearby destinations like Klyde Warren Park and park with waterfalls•

Concerns with changing some streets to two-way•

Options to walk your dog•

Negative perceptions about parking for events and restaurants•

It’s a very walkable area and close to many of the other districts•

For Downtown, connectivity between neighborhoods is a challenge•

Transportation options, including transit, trails, freeways and DART•

D-LINK doesn’t work. It doesn’t stop and is never on schedule•

Easy to get to work, other neighborhood and entertainment options

Safety•Development opportunities•

Safety issues, including panhandling and trail robberies•

New restaurants, retail and residential•

Lack of police patrol or neighborhood crime watch•

Move the County Jail somewhere else

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

127

What are the Specific Issues?
Victory Park Community Input

Where Are The Opportunities?
Victory Park Community Input

Connectivity, Amenities and Adjacent Districts•

Need new connections to the Ron Kirk (Continental Pedestrian)
Bridge and the Design District•

Use empty retail spaces to attract more diverse retail opportunities•

Fill in the sidewalk gaps, build the planned bike lanes and add street
lighting•

Add new green space and a dog park•

Desire for more restaurants, a grocery store and local beer/wine•

Use the District as a hub for the trail system and tie it to existing arts
facilities•

Connect bike paths and trails to Klyde Warren Park•

There’s no grocery store or retail diversity•

Development in the West End will remove parking•

Street lighting is poor on some streets, including along the Katy Trail•

Service roads often gets clogged•

Sidewalk issues (poor condition/ missing portions)•

Vacant retail spaces (need more restaurants)•

Concerned about pedestrian safety and two-way streets (Houston &Victory)

What Defines Success?
Victory Park Community Input

128•

The District has a diverse retail mix and strong neighborhood identity•

Inter-district connections are safe and integrated•

The District has more community events that generates interest andfoot traffic on non-event nights•

Infill development continues (with parking) and property values rise•Transit, including a trolley, seamlessly connects all of the districts•

Streets and trails are safe for pedestrians because they are well lit
and maintained•

Victory Park has adequate public and green spaces and connects to
the Trinity River Trail system•

The jail is relocated and replaced with a better use•

Each district communicates with one anotherTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTERMIG Granular Assessments
Through intensive touring, MIG, alongside City and DDI staff, assessed
the physical inventory of each neighborhood to capture the contextual
aspects and relevant issues affecting each area. The granularassessment maps were reviewed by area residents and stakeholders
in an effort to conduct a complete and thorough analysis of eachneighborhood.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

129

BA
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Improve bike andpedestrian connections
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both along Frontage
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Enhance underpass andredesign as gateway toVictory Park and West End

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Preserve connections
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Parks/Open Space

District
istrict S
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Streetcar/Trolley
D-LinkContinue to develop Floraas the district spine andincrease the intimacy of thestreetscape in northern end

Bike Route
Trail
Barrier
Active/Attractive Street or Building Edge

Ensure that the Spiredevelopment is tied into therest of the district andimproves the pedestrianexperience along Ross
Calm traffic at and along
Ross and Pearl to promotepedestrian activity anddevelopment

Art Installation
Plaza
Surface Parking Lot
Vacant Parcel

Opportunities and Pipeline Projects(in progress)

Proposed DART D2 (B4 Extension)!

Proposed DART D2 (B4 Extension/Phase 2)
DART Recommended Streetcar/Trolley!

!

Planned Bike RouteP

Build connections tobring vibrancy to thisisolated part of the
district between the
Dallas Arts Museum
and highway

Additional Proposed Bike RoutePlanned Trail
Intersection Improvement

JA
CI
N
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ul Statio
Station !

Enhanced Connectivity

TH
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N
TER
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SA
N

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WE T END
WES
ND
D
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DISTRIC
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RI
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IIC
CT
DISTRICT!

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

!

130

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

300

600 FeetGranular Assessment and Opportunities
BAYLOR

EL
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O

N

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PI
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L

CityPlace/
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tion
W

CityPlaceMarketTargetTa
Target

N

O

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DA
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AS
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CI
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CH

Parking Garage

P

Passenger and Freight Rail
Freeways
DART Rail/Station

!

SA
N

CO

Pilgrim Rest Missionary
Baptist Church

Guide development in thisneighborhood to maintain theexisting character whileconnecting to Uptown and the
Exall Park area

Water

Prioritize intra and inter-district
connections for bikes andpedestrians like this proposedroute along Ross

RO
SE
LA
N
D

RA
N

JW RayPark

Buildings
Parks/Open Space

M
UN
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M
LE

Existing Conditions

TE
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FA
LA

Streetcar/Trolley
D-LinkBike Route
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tationa ioon

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PA

Activate existing DARTPark and Ride facility

Improve pedestrian
connectivity at intersections
across the DART line

Enhanced Connectivity

BE
NS

O

Planned Trail
Intersection Improvement

!

O

M

Additional Proposed Bike Route
M

P

EL

N
O
PS

LatinoCulturalCenterPlanned Bike Route

M

P

G

DART Recommended Streetcar/Trolley

SI

85

Proposed DART D2 (B4 Extension/Phase 2)

HALL

!

THANKSGITH ANK
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Baylor University
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at Dallas

LI
VE

32

N
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D A LLAS
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DA
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Proposed DART D2 (B4 Extension)FLS(in progress)

CR

XA

Opportunities and Pipeline Projects

O
YD

BR
YA
N

TE

BAYLOR

W

HA
LL

P

Vacant Parcel
JU

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Surface Parking Lot

N

LI
B

SW

TO

G

IN

IS

H

Exall
Park

Plaza

S

AS
W

RO

SS

Art Installation

Improve pedestrian and bikefacilities particularly on Main

DEEP
DEEP
ELLUM
ELLUM

Fair Park#
StationPotential Signature Street
Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG), DDI, and Dallas Morning News.
N

0

500

1000 FeetP!

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

131

Fair Park
Station

St Paul !
Station

!
!

DEEP
ELLUM
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MA
AIN
N
MAIN
STREE
TREET
T
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ET
STREET
DIST
ST
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CT
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30

Granular Assessment and Opportunities
CEDARS DISTRICTDALLAS
DALLA
DA
D
A
AL
LLAS
LLA
LL
S
FARME
FA
F
ARM
AR
ARM
RM
ME
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E
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R
S
FARMERSMA
MARKET
M
ARKET
KET
KE
ET
T

Ensure that proposed bikelanes serve compatible uses andinterested populations

SE
UI

Existing Conditions
Buildings
Parks/Open Space
Water

LO
!

BR
O
W
D
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Freeways

CH

O
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EW

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Trail

G

45

Barrier
Active/Attractive Street or Building Edge

TH
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CO

Art Installation
Plaza

N

AH

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BE
AU
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N
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CE

C

H

Del Monte
Foods
Company

Surface Parking Lot

Evaluate potential for park toserve American B. Mill Lofts andnearby residential with a focus
on programming relevant to the
district

N

RE
LA

PA
R

AR
W

Vacant Parcel

Opportunities and Pipeline Projects(in progress)

Proposed DART D2 (B4 Extension)
Proposed DART D2 (B4 Extension/Phase 2)OODDART Recommended Streetcar/Trolley

CO

CO

Y
VA
ER

M

B

LO

G

UL

D

L

Additional Proposed Bike RoutePlanned Trail

EL

Intersection Improvement

EV

O

IA

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CL

Planned Bike Route

N

LM
HO

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SA
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Bike Route

M
TI
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D-Link

D
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SU

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EV
I

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BE

CMC
Recycling

E
AV

W

R

Promote neighborhoodappropriate
development aroundthe intersection of
Akard and Beaumont tobuild additional
neighborhood vitality
and a neighborhood
node around existing
businesses

Streetcar/Trolley

CO

R

O

DART Rail/Station

!

N
RI

SA

T

BR

Passenger and Freight Rail

TH

CE

AN

UR

D

UL

!

140

O

Ced
Ce
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dars
CedarsStatiotion
onStation

CEDARS
C

D

51

G

35E

RR

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TH
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Evaluate potential fora T
small park at thisneighborhood node

115

D
AR
AK

Potential
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High
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Dallas
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HeritageHeriHeritageerita
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N
FI

F

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Continue to promote
Akard and Beaumont asneighborhood spine
streets, along or nearwhich most recent
development is clustered

S
RI

R

D
AR
AK

!

SOUTH
SOU
SO
OUT
UT
TH
H DALLAS/
DALLA
DA
D
ALL
AL
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LA
AS
AS/
S/
FAIR
FAIR PARK
F
FA
P
PA
AR
A
RK
K

Parking GarageP
MLK Jr.
StationAN

D

Enhanced Connectivity
Key Activity Node

Extend district boundary to MLK

Development Opportunity/Catalytic Site
Potential Signature Street

4
5
45

\
^
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#

45

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

132

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

300

1000 Feet

P

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366

W E ST
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WEST
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!

MAIN
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TR
T
TREET
R
REET
REE
ET
T
STREET
DI
D
DIS
DIST
ISTRICT
ISTR CTT
DISTRICT!

Granular Assessment and Opportunities
DALLAS CIVIC CENTER
P

SON
JACK

152

36

78

SSA

Alofft
Aloft

LubbenPlaza

DallasDallasPublicLibrary
rar

Y

ER
VA
Y

Convention
CenterImprove connections
to Convention Center
Station, both inside andoutside the facility

GR

N
TO
CA

DALLASCIVIC
CIVIC
V CENTER
VIC
CENTE
CE
CENT
CEN
C
TER

N

D
AR

AK

NIAL
CEREMO

35

Buildings
Parks/Open Space
Water

BR

Parking Garage

P

Update andmodernize the library

Passenger and Freight Rail
Freeways
DART Rail/Station!

Streetcar/Trolley

Transform the blankwall along Ervay with
mural

City Hall

101

Omni
Dallass

DA
ALLAS
LLA
AS
DALLASFA
ARMERSRMEMEERRSFARMERS
MA
M
A
ARKET
ARKE
AR
KET
KET
MARKET

ILLA
MAR

Pioneer
Pion
neer
Plaza
Pla
aza

!

Improve connections
between Civic Centerand Farmers Market

151

G
OUN

!

EEN
RGR
EVE

D
WOO

MA
RIL
LA

44

Minimize disruption ofpedestrian environment
by DART line and tunnel

P

P

R
WDE
BRO

129

Existing Conditions

Barrier

\
^
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W

D
ER

Bike Route
Trail

DallasHomeless
Services

O

D-Link30

Develop existing
parking lots with newdevelopment

Active/Attractive Street or Building Edge
Art Installation
Plaza

39

IFF

IN

Surface Parking Lot
Vacant Parcel

153

Opportunities and Pipeline Projects(in progress)

REUN
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Proposed DART D2 (B4 Extension)

CenterC
StationS

Proposed DART D2 (B4 Extension/Phase 2)
DART Recommended Streetcar/Trolley

Create high intensity
mixed-use development
at High Speed Rail
Station

RIVERFRONTRIVERF
VERF
F RO
FR
R ONT
DISTRICT
DIST
ST
TR
T
RICT
R
RI
IICT

Planned Bike RouteCEDAC
E D A RS
RS

Additional Proposed Bike RoutePlanned Trail
Intersection Improvement
Enhanced Connectivity

Potential
Poten
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nti
tial
High Spe
Speed
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p
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Sites
te
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SOUT
SO
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UTH
T
TH
H SID
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SIDE
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SOUTH

Key Activity Node!

Development Opportunity/Catalytic Site
Potential Signature Street#

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG),(NCTCOG) and
DDI,DDI.
and Dallas Morning News.
N

0

300

600 FeetTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

133

Capitalize on new DART
extension with office andoffice-serving retail

Redevelop high visibility
corner with mixed-use
or office uses

Redevelop high visibility
corner with dining and/or
retail uses

Leverage Case Building(Westlake) mixed-use
development toimprove Hall Street
crosswalks and attract
additional investment

Add district branding
elements to blank walls

BAYLOR
BAYLO
BAY
AY
YLOR
LOR
OR
R

Build a pocket park at
Crowdus and Indiana

Bay
BaylorBayloyloror University
ersitysity
MedM
Medicaledicaldi all Cen
Center
Sta
StationSt

Buildings
Parks/Open Space
Water
Parking Garage

P

Passenger and Freight RailUN

K

Freeways

HALL

!
Deep
Deep
ep
p EllumE

Existing Conditions

TR
ON
WALT

!

Add signage, striping, branding,pedestrian and bicycle refuges,
lighting, and planting enhancements
to all DART crossing locations

Granular Assessment and Opportunities
DEEP ELLUMDART Rail/Station

!

Stat
St
atiionation
Station

NA

INDIA

ELM

IC

CIF
PA

Undermain
Unde
U
derm
erm
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main
ain
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tre
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MAIN
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ME
COM

345

DUS

Leverage planned 2017
Commerce streetscape
improvements to attract
additional investment

ON

Dallas Sanitation
ServicesCANT

VIRGIL

BA
YL

CE

ES

Trail
EXP 132
OSI
TIO
N
1S
T

Barrier
Active/Attractive Street or Building Edge
Art Installation

2N

Plaza

D

Surface Parking Lot
Vacant Parcel

R

TN

UT

Bike Route

131

O

CH

R
TAYLO

D-LinkMER

DEEP ELLUM

ER
CLOV

LL

MX

The Bomb
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CROW

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COL

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Deep
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Ellu
llum
lum
um
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Do
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Dog
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Y
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MAIN
S
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STR
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RE
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RICTT

JuliusS
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Do
og Park
Par
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ark
rk
Dog

HA

Carpenter

Streetcar/Trolley

48

Opportunities and Pipeline Projects(in progress)

Dallas City
Marshal’s Office

Proposed DART D2 (B4 Extension)
Proposed DART D2 (B4 Extension/Phase 2)
DART Recommended Streetcar/Trolley

Anticipate modifications toI-345 and the role of the area
as a major catalytic site forseveral districts

Planned Bike Route
GO
OD
ER
TIM
LA

DAL
DALLAS
ALLA
LAS
LA
S
FARME
MER
MERS
ERS
FARMERS
MAR
ARKET
KET
MARKET

Additional Proposed Bike Route

Redevelop corner with old
gas service station into an
open space, restaurant, or
entertainment venue

Planned Trail
Intersection Improvement
Enhanced Connectivity
Key Activity Node

\
^
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30

SOUT
SOUTH
SO
OUT DALLAS/
FA
FAIR
AIR
R PARK

Development Opportunity/Catalytic Site
Potential Signature Street#

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.

CEDARS
CEDARS
CED
RS
S

134

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

N

0

300

600 Feet

!

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UP
UPTOW
UPTOWN
PTO
PT
OWN
WN

35E

Granular Assessment and Opportunities
DALLAS DESIGN DISTRICT

139

l
Tr
ai

an

HI

TU
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Decorative
89
Center

IN

G

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line

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W

HO

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Trinity
River
Greenway
Ri

L

EL

B
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122

D-LinkBike RouteBarrier

Establish new access toVictory DART station atunderpass

Active/Attractive Street or Building Edge
Art Installation

Subdivide superblock andredevelop internally-oriented
Dallas Design Center as amixed-use development withconnections to DART

Plaza

DA
DALLAS
DALL
DAL
ALL
LLA
LL
LLA
LAS
LAS
S
ARTS
AR
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S
DISTRICT
D
DIST
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T
RICT
T!

Surface Parking Lot
Vacant Parcel!
! and Pipeline Projects
Opportunities

Maintenance
tena
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e

RE

CO

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138

AL E
NT IDGE
IN BR
NT IAN
O
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DE
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!

(in progress)

Proposed DART D2 (B4 Extension)IC
W Greyhound

Trinity Lakes
Concept

TRINITY
TR
T
RIN
R
IN TY
TY
GROVES
GRO
G
GR
RO
R
O E
OVES
OVE
OV
ES
S

Streetcar/Trolley

TA
HI

Substation

Provide access topedestrian bridge fromthe east Levee Trail

DallasDlll
DesignCenterON

Acknowledge future
potential Trinity Lakes
that will provide flood
protection and recreation
areas as part of the Trinity
River Corridor ProjectCO

DART Rail/Station

!

Trail
Victoryictoryy!V
StationStationation
onnTexas Alee
IE Project
SL

Sky

35E

Beer Company

T
ON

ity

LE

FR

Trin

Passenger and Freight Rail

Redevelop lot into a park,
playing fields, community
garden or similar amenity forresidents and workers\^[
Community
S

IN

AG

l

ER

eT
rai

A
GL

E

Parking Garage

P

!
N
O
TI
A
R
PI

COLE

SS

VE

ve

M

LE

RIV

Create pedestrian routes
along rail spurs
throughout the district
and provide rail crossingsto Levee Trail

Le

Water

FreewaysDR

ity

Parks/Open SpaceEDISDALLASDESIGN
DISTRICT

CU
SLO

Tri
n

Buildings

VICTORY
VICTO
V
CTO
ORY
Y
PARK
PA
P
ARK
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57

R

EX

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TE

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LIN

N
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S

ET
RK
MA

OA
K

LA
WN

d

tr
Trinity S

Existing Conditions

Capitalize on amenities of
Hi Line to enhance Oak Lawn
as a gateway

136

Transform unused space atcloverleaf interchange withintervention such as anurban tree nursery or
dramatic art
!

WEST
WEST
WES
ST EN
END
END
HISTORICHISTOSTORICORIC
C
DISTRICT
DISTR
DIST
DI
DIS
ISTR
IST
RIC
R
RI
IC
CT

RIVERFRONT!

Proposed DART D2 (B4 Extension/Phase 2)
DART Recommended Streetcar/Trolley
Planned Bike Route
Additional Proposed Bike Route!

Planned Trail
Intersection Improvement

MAIN
N
STREET
S
STRE
ST
STR
TRE
EET
ET
T
DISTRICT
D
ISTR
RICT
RIC
C
CT

Enhanced Connectivity
Key Activity Node
Development Opportunity/Catalytic Site
Potential Signature Street

#

REU
R
EUNION/ONN/N/REUNION/
UNI
UN
IIO
ON
NS
STATIO
STAT
AT
TIO
TI
TIO
ON
O
N
UNION
STATIONDISDISSTRICTST
TRICT
T
DISTRICT

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

!

0

500

1000 Feet

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

135

B
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!

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Existing Conditions

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EZ
AV
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D

76

Improve Young and Marillastreetcape corridors to create!
a better connection
to Civic
Center

ILLA

N

CA

Leverage planned Bowtie
Park to attract developmentof restaurants and residentserving retail

PA
U

L

D-LinkBike RouteBarrier
Active/Attractive Street or Building Edge
Art Installation
Plaza

Ensure pedestrian connectivity toin-progress construction of townhome,apartment, and futsal court project

95

Open closed-off pedestrian/bikeoverpasses and connect through newdevelopment

D

ST

Streetcar/Trolley

Design planned park to serve needsof adjacent residents for exercise,gathering, gardening, and play

P

CA

N
TO

DART Rail/Station

!

Trail

IZ

MAR

Fa
Farmers
Farm
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30

ER

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Passenger and Freight Rail

T IM
LA

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Parking Garage

P

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RW

HA

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105

Water

Expand community garden to
adjacent vacant parcels

P

T
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AR

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Scottishh
Rite
Library

L

D
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AR

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50

C

M

87 P

N

O

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AN

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FA

AR

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!

130

!

Parks/Open Space

Enhance gateway experience atunderpass between Deep Ellum and
Dallas Farmers Market with dynamic
lighting and expanded muralprogram

CE
MER
COM

345

Retain historic fabric aroundplanned Harwood Park where
possible
Construct
SON quiet “woonerf” type
JACK
pedestrian street along Cadiz

Granular Assessment and Opportunities
DALLAS FARMERS MARKET
Buildings

MAIN
M
MAI
AIN
AI
IN
STREET
S
TREET
TR
RE
EE
ET
T
DISTRICT
T

Leverage potential DART B4
extension and stations to
attract
investment for office,!
mixed-use, residential andretail projects on nearby
vacant parcels

DEEP
D
EEP
ELLUM
ELLUM

Encourage townhome
construction to provide
public easement throughparking alleys and corner
ground floor market/retail

Redevelop uniquearcaded building at
corner into an
entertainment venue
or art exhibit space

DallasHomeless PA
Services
Services RK
Se

Surface Parking Lot
Vacant Parcel

Opportunities and Pipeline Projects(in progress)

Proposed DART D2 (B4 Extension)
Proposed DART D2 (B4 Extension/Phase 2)

Design ground floor units of
mixed-use project to provide façade
transparency and flexible size options
to fit local retail tenants’ needs

DART Recommended Streetcar/Trolley
Planned Bike Route
Additional Proposed Bike Route\^[Planned Trail

30

DALLAS
LA
AS
S
CIV
CIVIC
VIC CENTER
CENTERER

Intersection Improvement

CEDACE D A RSRS\^[

Enhanced Connectivity

45

Key Activity Node
Development Opportunity/Catalytic Site
Potential Signature Street

#

SOUTH
S
UTH SIDE
IDE
DE
E

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG), DDI, and Dallas Morning News.
N

0

136

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

300

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LLAS
DA
R TS
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DIST
STRICTSTRIC
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Ensure that theredevelopment of building
into hotel use includes
streetscape improvementsthat foster Main Street
identity

93

96

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S

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!

DA
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F
ARMERSFARMERS
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128

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!

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142 G

126

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Passenger and Freight Rail

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Parking Garage

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P
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L

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AR
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eett
UL
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124

97

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Akard
Station

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18

Majestic
M
Theatre

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61

HARW

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65 !

Improve bike andpedestrian connection to
Deep Ellum along Main

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C
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Buildings
Parks/Open Space

144

!

94

Existing Conditions

!

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Develop a phased strategy fordesign improvements throughout
the district, including making
Pacific more active at street level

Support redevelopment of office
tower with streetscape
improvements and an orientation
toward the DART station

Baylor University
Granular
Assessment and Opportunities
Medical Center
MAIN
STREET
Station! DISTRICTSurface Parking Lot
Vacant Parcel

Opportunities and Pipeline Projects(in progress)

SON

JACK

Proposed DART D2 (B4 Extension)!

Proposed DART D2 (B4 Extension/Phase 2)
DART Recommended Streetcar/Trolley!
Establish stronger
activation andconnections throughthe AT&T block!

Continue to focus
development and designinterventions on Main toconcentrate street-level vitalityand development momentum

Maximize benefit to
Downtown and the Statler
renovation by emphasizing
connections to nearby
amenities and districts

Planned Bike Route

Focus on Main Street as the key
link under the highway to Deep
Ellum and calm traffic in theeastern part of the district

Additional Proposed Bike RoutePlanned Trail
Intersection Improvement
Enhanced Connectivity
Key Activity NodeREU
REUNION/U N I O N/N/UNUNNION STATIONSTATIO
STAT
IO
ON
O
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DIST
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CI VI C CENTERR

Development Opportunity/Catalytic Site\^[

Potential Signature Street

30#

CEDA RSRS

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

300

600 Feet!
THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

137

!

!

Foster infill development
to strengthen thecommunity

REUNION/P
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DISTRICTCIVIC
CENTER

S
T

\
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30

354

RIVERFRONTDISTRICT!
Granular Assessment and Opportunities!
OAK CLIFF DISTRICTExisting Conditions

Kessler
Parkway

Buildings

SOUTH
Enhance connectionsSIDE\^[

Parks/Open Space
Water

between Oak Cliff andRiverfront

30

S
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BECKLEY

Parking Garage

P

Passenger and Freight Rail

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354

Freeways

35E

Z

DART Rail/Station!

Create a more prominent
gateway to Downtown

G
AN

Streetcar/Trolley\^[

OAK CLIFF

D-Link

35E

Methodist Dallas
Medical Center

Bike Route
Trail

Redevelop former siteof baseball stadium(Burnett Field)

G
AN
ZOak
Cliff

Founders

P

Barrier
Active/Attractive Street or Building Edge
Art Installation

COLORADO

Plaza
Surface Parking Lot

FER

Vacant Parcel

SON

Lake
Cliff

MARSALIS

JEF

COLORADO

Opportunities and Pipeline Projects(in progress)

Proposed DART D2 (B4 Extension)
Proposed DART D2 (B4 Extension/Phase 2)

Kidd
Springs

DART Recommended Streetcar/Trolley
Planned Bike Route

ZANG

\
^
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Additional Proposed Bike Route

35E

Planned Trail
Intersection Improvement

8TH

S
T

TYLER

354

Enhanced Connectivity
DAVIS

S
T
180

Key Activity NodeIntegrate gateway
elements into the Bishop
Arts Street Car terminus

Development Opportunity/Catalytic Site
Potential Signature Street!

BishopArts District138

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Continue to develop
Bishop Arts District as avibrant, authentic anddiverse community

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

500

1000 Feet

29

!

M IN
MAIN
N
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Community Involvement Meeting Results
REUNION/UNION STATION

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on
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Station
S
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Reunion
T
ower
Tower

N
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DART Rail/Station!

Streetcar/TrolleyFeerrrriss
Ferris

D-Link

Plaz
za
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Plaza
23 40 P

Bike RouteActivate blank walls withart and lights

Dallas
Dal
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Trail
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NTER
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Vacant Parcel

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N

Activate and improveconnections to Reunion
Park

Freeways

HOU

Improve pedestrian
connections between
Reunion and Riverfront

Hyatt U
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nion
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on
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Regency Station
Regency
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io
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Passenger and Freight Rail

Incorporate
placemaking elementsin small, green spaces

SON
JACK

Add placemaking
elements such as lights,
art and programming to
the interior and exteriorof Union Station

Parking Garage

PHO(in progress)

L

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Proposed DART D2 (B4 Extension)
Proposed DART D2 (B4 Extension/Phase 2)!

DART Recommended Streetcar/Trolley

RT
O
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Develop vacant parcels
with new development

Planned Bike RouteP

Additional Proposed Bike RoutePlanned Trail

Community Engagement Meeting Results
Favorite Places
Opportunities and Assets

RI VERFRONTVERFRONTDI
D I STRIS T R I CT
CT

Issues and Concerns

SOUTH
S
SOU
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Barrier!

inTr

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GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG), DDI, and Dallas Morning News.
N

0

300

600 FeetTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

139

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45

Provide access topedestrian bridge fromthe east Levee Trail

RIVE
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MA
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DIST
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RICT
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Granular Assessment and Opportunities
RIVERFRONT DISTRICTExisting Conditions
Buildings
Parks/Open Space

Frank Crowley
Courts Building

RCE

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!

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rail
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Add interpretive andwayfinding elements
along Levee and Skyline
trails to make Riverfront
more navigable andengaging for trail users

L
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Schools Universities

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Water

ALLAS
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Parking Garage

P

Passenger and Freight Rail
Freeways
DART Rail/Station!

Streetcar/Trolley
D-LinkER

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Surface Parking Lot

!

N
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OAK
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140

Create bicycle connectivity
through the evolving“maker community” ofRock Island Street

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

AN

Tr
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35E

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(in progress)

Proposed DART D2 (B4 Extension)
Proposed DART D2 (B4 Extension/Phase 2)
DART Recommended Streetcar/Trolley
Planned Bike Route

FR

ON

Additional Proposed Bike RoutePlanned Trail
Intersection Improvement
Enhanced Connectivity

T

Le

Tr
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D

Opportunities and Pipeline Projects

Develop vacant lot withwater access as launchlocation for non-motorizedwatercraft, cafe, beer
garden, and parking

RO

ISL

Vacant Parcel

Develop proposed
Dallas Maritime
Museum or similar
project with an outward
orientation to Riverfront

Potential
Pote
Pottentiatentiaalal
Speed
High Speepepeed Raeed
RailR
aStation Sites
S s

CK

Active/Attractive Street or Building Edge
Plaza

JE
FF

Restore Oxbow Lake andoverlook area to provide
location for wildlife
observation, picnicking, andsocial gathering

CEDARS
C
ED
DAR
DA
AR
RS
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S

Art Installation

Adapt existing overhead shadestructure to create an amenitythat provides shade andrefreshment for pedestrians andcyclistsT

HOU
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Trail

30

SOUTH
S
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Trinity
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!

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Key Activity Node

Tr
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Trinity River
Oxbow

Development Opportunity/Catalytic Site

RO

CK

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room
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AN

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Bike Route

CO
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RIVERFRONTDISTRICT
Add interpretive elements, art, andsignage to educate public about
need for stormwater pumps along
the levee and proposed lakes project

REUNION/EUNION/UNION/
U
UN
NION
UNION
STAT
STATION
ATION
TIO
O

RO

Acknowledge future potential
Trinity Lakes that provides flood
protection and recreation areas aspart of the Trinity River Corridor
Project

Trinity Lakes
Concept

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

500

1000 Feet

33

BAYLOR!

!
!

Granular Assessment and Opportunities
SOUTH DALLAS/FAIR PARK

MAIN
Enhance Expo Park and
STREET create connections
DISTRICT between Deep Ellum andDEEP ELLUM

CE

MER

COM

EXPO

Activate spaces under
freeways through urban
play design interventions

SITIO

N

Existing Conditions
Buildings
Parks/Open Space
Water

OAK
2ND

K

OA

Parking Garage

P

PAPA
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Passenger and Freight Rail

ASH

South Dallas/Fair Park

DUS
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CAN

Freeways

3RD

AustinStreet Shelter
ES

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Bike Route

K

GR
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SA

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SO

LIN

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Trail
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Barrier

CK

SO

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LM

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Art Installation
Plaza

MLK
StationSurface Parking Lot

!

M

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M

M

K

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Active/Attractive Street or Building Edge

UN

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H

AN

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M

JR

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SOUTH DALLAS/
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ISO

RR

HA

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Vacant ParcelN

US Social
Security
Administration

AN

Foster infill development
to maintain and strengthena mixed-income
Citycommunity
proximal toPark
the Downtown core

D-Link

UN

E
LM

W
DA

RY
KO

Streetcar/Trolley

TR

CO

C
HI

4TH

RI

RY

FF

DART Rail/Station

!

Fair
Park
PA
R

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LIFT - Literacy
Instruction for
Texas MALNTAF

DALLASFARMERS
MARKET

Explore opportunities tocreate a neighborhood
gathering space

RI

ES

M

YR

M

O

CO

BS

JE
FF

TL

Opportunities and Pipeline Projects(in progress)

Proposed DART D2 (B4 Extension)

E

Proposed DART D2 (B4 Extension/Phase 2)

M

YR

SO

Planned Bike Route

RO
W

PC

O

M

B

PA
RK

ER

Create pedestrian andbicycle connections
to Cedars

LI

TIM
LA

CL

Al

D

!

UT

E

NC

E
AR

DART Recommended Streetcar/Trolley

E

H

O
GO

BS

M

O

CO

TL

Additional Proposed Bike RouteEnhance Park Ave andSouth Boulevard to
showcase the historic
districtPlanned Trail
Intersection Improvement
Enhanced Connectivity
Key Activity Node
Development Opportunity/Catalytic Site
Potential Signature Street

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

500

1000 Feet

35
THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

141

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!
!

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DALLAS
D
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LAS
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ARM
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M
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M
MA
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P
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ON ST
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Granular Assessment and Opportunities
SOUTH SIDE!
!
!

Existing Conditions

DALLASCIVIC CENTER
TER
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Buildings

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153
79

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FF

Passenger and Freight Rail
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P

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DA
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54

AR

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M
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Plaza
Vacant Parcel

TG

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Opportunities and Pipeline Projects

CK

LL

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M

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N

35E

Active/Attractive Street or Building Edge

Surface Parking Lot

SO
SOUTH
S
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SIDE

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Barrier

ER
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113

BU
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Trail

Art Installation

O
M

RO

PIT
T

P

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108

31

!

Bike RouteConsider small, highly
programmed park to reinforce
vitality at this intersection

EX
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Potential
ntia
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High Speed
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AR
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D-Link

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Streetcar/Trolley

CedarsStationAU

Use the development of the354
High
Speed Rail corridor to promotetransit oriented development and
RIVERFRONTRIVVEVERFRONT
create a vibrant transportationhubContinue to focus development
along Lamar and build
connections to Cedars andDowntown

M

DART Rail/Station

!

AL

CA
DI
Z

S
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354

LA

D
AR
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Integrate gateway elements/
murals into Cadiz underpass
improvements

5

Parking Garage

IN

PE

I
GR

Water

P

30

!
!

Parks/Open Space45(in progress)

Proposed DART D2 (B4 Extension)

G

ON

T

IN

Proposed DART D2 (B4 Extension/Phase 2)

N

EN

H

DART Recommended Streetcar/Trolley
Planned Bike Route
Additional Proposed Bike RoutePlanned Trail
Intersection Improvement
Enhanced Connectivity
Key Activity Node
Development Opportunity/Catalytic Site

Extend district boundary to MLK

Potential Signature Street#

Establish open space trail network142

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG), DDI, and Dallas Morning News.
N

0

500

1000 Feet

!

UPTO
OWN
UPTOWN
Granular Assessment and Opportunities
THANKSGIVING COMMERCIAL CENTER
Existing Conditions
Buildings

Create mid-blockcrossing at Marriott
entrance

Parks/Open Space
Water
RO

Parking Garage

P

UT

H

Spire

DA
DALLAS
DAL
ALLAS
A
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ARTS
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TR
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DI

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Aston
Aston
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147

Thanks-Giving
T
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Squaree

Encourage owners to develop
property with permeable frontages
and active ground floor uses along
DART and San Jacinto

D-LinkEnsure Dallas High School!
redevelopment establishes
connection to Carpenter Park
(currently under renovation)

Active/Attractive Street or Building Edge

Take advantage of East Transfer
Center’s visibility and use forlighted holiday tree location androtating art exhibits

Vacant Parcel

Bike Route
Trail
Barrier

Plaza
Surface Parking Lot

Opportunities and Pipeline Projects(in progress)

Proposed DART D2 (B4 Extension)
Proposed DART D2 (B4 Extension/Phase 2)
DART Recommended Streetcar/Trolley

IC

PACIF

Planned Bike Route
Additional Proposed Bike Route!

Planned Trail

Akard
Aka
ard
d
StationStat
tion

Renovate historic Philip
Johnson-designed plazaand modernize fountains torecycle water!

Art Installation

L
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N
SA

FIELD

N
CI

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Sheraton
SheratonO

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DallasDall HighhSchool
Scho
Sch
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BR
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N

AKAR

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FF
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We EndWest
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Station
Sta
t on
tatio

P

BU

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Improve streetscape along San
Jacinto to better connect to West
Transfer Center and West End
Historic District

First Baptist
DallasSanctuary

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345

92

AR
L

HA
RW

H

P

!
PE

!

4

Activate street level with retail anddining uses that take advantage ofshade and ambience from mature
oak tree canopy
Encourage owner to develop property
with permeable frontages and active
ground floor uses

Streetcar/Trolley

AR

Pearl/Arts
Pearl/A/Arts
tss
District Station
Sta
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tationati nation

Cancer
Canc
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cer
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Survivors
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DART Rail/Station!

N

Dallas Marriott
City Center
P

FreewaysB
AY L O R
BAYLORD

Add district
branding to small
plaza at corner

V I C TORYVICTORYPA RK
PARK

Passenger and Freight Rail

MA
MAIN
AN
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STREET
STREET
EEET
D STRICTST CT
DISTRICTDALLADALLAS
LLAS
LAS
A
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CIV
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Provide active uses, shade,moveable seating, food vendors,
and programming at plannedpark site to attract consistentlunchtime/after work users

Intersection Improvement
Enhanced Connectivity
Key Activity Node
Development Opportunity/Catalytic Site

DA
DA
AL
L
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LAS
LA
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DALLAS
FARM
FAR
FA
F
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MERS
M
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RS
FARMERS
MAR
MA
AR
RK
K
KE
KET
ET
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MARKET

Potential Signature Street#

Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

300

600 FeetTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

143

N
UR
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Continue to enhanceWest Village as a walkable,
attractive and accessibleneighborhood

Enhance access to Katy TrailLE

Granular Assessment and Opportunities
UPTOWN
Existing Conditions
Buildings

M

M

O

M

LE
!

WE

!

Parks/Open Space

Bolster connections
between Uptown and
BaylorWater

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Parking Garage

P

Passenger and Freight Rail
Freeways

Greenwood,
Calvary & EmanuelCemeteries

MC

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N

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KIN
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N

Place/! CityUptown

O

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BO

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M

CO

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RL
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around Whole Foods

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DART Recommended Streetcar/Trolley

345

FederalReserve Bank

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Use streetscape
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144

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER!

Uptown! Station!

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End; make it ADA accessible, andenhance the plaza to provide shadeand program areas
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Surface Parking Lot

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pedestrian connection to the !
!
aquarium, Klyde Warren !andDallasPArts District

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66

149

DALLAS
DALL
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Ensure that Harwood remains
quiet and pedestrian friendly

VI

Improve park access at Lyte andconnection to Katy Trail

Parking Garage

P

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Intersection Improvement
Enhanced Connectivity!

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Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

500

1000 Feet

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

145

!
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Surface Parking Lot
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(in progress)

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AVERYCOMSTOCK

Planned Trail
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Consider redevelopment of the
Post Office and river frontage
sites as outlined in the West
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Enhanced Connectivity
Key Activity Node
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Potential Signature Street

\
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GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG), DDI, and Dallas Morning News.
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146

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER!

V I C TO R Y
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Capitalize on unique façade and ambience of! possible
Dallas World Aquarium; include
expansion to adjacent surface parking lots!

Parking Garage
Passenger and Freight Rail
Freeways
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Leverage proposed development of Asian Art
Museum to attract additional investment andstreetscape improvements

SA

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Enhance Commerce and Houston
as a more formal entrance to
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measures along Houston

30

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Replace! metal fence along ground levelparking garage with landcaping screen

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Redevelop parking lots along
DART with potential hotel
and/or office

Existing Conditions!

Identify retail/services to serve
new residential development invacant historic buildings
Develop proposed park site toserve needs of residents

Granular Assessment and Opportunities
WEST END HISTORIC DISTRICT

DAL
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Activate undersideof overpass withdynamic lighting
and recreation
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Development Opportunity/Catalytic Site!

Potential Signature Street

REUNIOR
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D I STRI
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Planning Effort/ Project

GIS data provided by City of Dallas GIS Services, North Central Texas
Council of Governments (NCTCOG) and DDI.
N

0

!

300

600 FeetTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

147

EPS Downtown Dallas 360 Market
Analysis Study
Conducted by Economic and Planning Systems in 2015, this study
evaluated the economic health of all districts within the Downtown Dallas
360 geography. Through the study, each district was provided a “market
momentum score” that ranked the strength and balance of the district’s
retail, office, employment, and housing opportunities.

148

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Key Issues for Analysis• What is Downtown’s market share of the regional market
and what is its competitive position?

Dallas 360 Market
Analysis– Ways to leverage the unique characteristics of each

• What is the degree of support for different land use types
in each district?
– Employment/office

Presented to:– Housing

Downtown Dallas Inc.

– Retail/commercial• What are the relative merits among the 15 districts?

Presented by:– Strong or weak market conditions

Andrew Knudtsen, Managing Principal
Brian Duffany, Vice President– Degree of market activity and private sector investment

Economic & Planning Systems– Need for public sector actions, such as policies and strategies– Opportunity for public-private-partnerships
Den verLos An gel es

Oakl an d

Sacramen t oNovember 4, 2015

2

Downtown Dallas 360 Market Analysis

Housing Unit Growth 2000-2015• Growth– 150% growth 2000-2015– 15% growth 2010-2015– 2000: 9,700 housing units– 2015: 24,000 housingunits• Market Share– 2000-2010: 1/3 of theCity’s housing growth

GROWTH TRENDS AND
MARKET SHARE– 2010-2014: 12% of City
growthGeography

CBD 'Inside the Loop'
360 Plan Area
City of Dallas
Dallas & Collin Counties

2000

2010

2015

2,670
9,708
483,321
1,048,157

3,517
20,872516,639
1,243,916

3,942
23,959541,496
1,321,282

Source: ESRI; Economic & Planning Systems
H:\ 153062-Dallas TX Downt own 360 St udy\ Dat a\ [ 153062-Demo.xlsx] Tenure (2)Downtown Dallas 360 Market Analysis

3

Downtown Dallas 360 Market Analysis

4

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

149

Housing Growth

Residential Building Permits 2000-2015

Downtown Dallas 360 Market Analysis

5

Residential Construction in 360 Plan Area
• Surge after 20102005-2015• 32% 2010-2015

6

Employment Trends 2003-2013• Past five years:• 27% of Dallas multifamily

Downtown Dallas 360 Market Analysis– The Taylor, Uptown (308 units)– The Terrace, Victory Park (463)– 555 Ross, West End (267)• 9.0% of Dallas & Collin
County job growth• 360 Plan Area added 26,800
jobs (+16%)– Baylor +28,000 jobs
– West End +8,300• Contractions/Shift:– Civic Center, Main, Reunion– Conversion of Class B-C
office to residential• Trending upward– Santander Consumer USA
Inc.
– Active Networks– Omnitracs
Downtown Dallas 360 Market Analysis

150

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

7

Downtown Dallas 360 Market Analysis

8Growth Industries 2003-2013• 77% of net growth (20,583 jobs) attributed to the Baylor
University Medical Center

Downtown
Industry
Concentrations• Other growth industries include Real Estate, Professional
Services, Management, and Health Care

Typical CBD
Industry Mix

Baylor Univ. Med
CenterDowntown Dallas 360 Market Analysis

9

Downtown Dallas 360 Market Analysis

10

Regional Office Market Trends

Office Market Trends, 2005 - 2015

• Suburban office growth is strong – Collin County market
now about the same size as Downtown• Net loss of 1.9M sq. ft. in 360 Plan Area (-4%)• +340,000 sq. ft. in Dallas County• CBD and 360 Plan Areas are poised for significant growth• Office to residential conversions• Shift of office activity to Uptown, Victory Park,
Arts District• Uptown and Victory Park– 4.1M sf of new space built– 670,000 sf under construction– 1.8M sf proposed

Downtown Dallas 360 Market Analysis

11

Downtown Dallas 360 Market Analysis

12

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

151

Office Vacancy 2005-2015• Market is strengthening but large amounts of vacant spacepersist in the CBD• Class A space still at 19% vacant• Brokers indicate that much of the Class B space is
misclassified as Class A

MARKET MOMENTUM
RANKINGS
Downtown Dallas 360 Market Analysis

13

Metrics
Criteria

Downtown Dallas 360 Market Analysis

14

Market Momentum Scoring
Measurement/Calculation

Rationale

Possible Score

Station Area Evaluation
Market and Development Momentum
Housing Unit Growth (2000-2015) Total % Change

Intensity of growth in district

0-4

Employment Growth (2000-2015)

Total % Change

Intensity of growth in district

0-4

Office Development
Office Rents
Office Inventory Change

Avg Rent/SF vs. City average% Change 2005-2015

Rents support new development
Market pressure

0-4
0-4

Retail Development
Retail Rents
Retail Inventory Change

Avg Rent/SF vs. City average% Change 2005-2015

Rents support new development
Market pressure

0-4
0-4

Total Market & Development Momentum

24 possible

Downtown Dallas 360 Market Analysis

152

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

15

Downtown Dallas 360 Market Analysis

16Market Momentum Scoring

Downtown Dallas 360 Market Analysis

17

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

153

154

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

City of Dallas Alternative Demographic
Forecast
The City of Dallas and DDI analyzed The 360 Plan study area to createa refined 2040 employment and population forecast to use in all planrelated studies and analyses. Inputs for the updated forecast included
actual residential unit counts and evaluation of existing land uses anddevelopment trends to create the alternative forecast.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

155

NCTCOG2040
Jobs per Resident
LegendLess than 1 job per resident
1 to 2 jobs
2 to 3 jobs
3 to 4 jobs
5 to 10 jobs
Over 10 jobs per resident
Average jobs per resident: 4.2
Source: NCTCOG 2040 estimate

City of Dallas 2040
Jobs per Resident
LegendLess than 1 job per resident
1 to 2 jobs
2 to 3 jobs
3 to 4 jobs
5 to 10 jobs
Over 10 jobs per resident
Average jobs per resident: 3.1
Source: City of Dallas

156

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

157

Fehr & Peers 360 Plan Transportation
Analysis Study
In 2016, Fehr & Peers conducted a detailed transportation analysis of all
local roadway networks within the City Center to evaluate the effects a
potential vehicular capacity reduction has on traffic patterns, economic
development, and quality of life. The study included use of StreetLight
cellphone and GPS data to better capture travel patterns throughout the
study area, providing a micro-analysis of motorists’ behaviors.

158

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

May 2017

May 2017

EXECUTIVE SUMMARY
Fehr & Peers DC analyzed three scenarios to evaluate and provide context for the effects of the roadway•

Mode Split – the percent of total trips made by each major mode: auto, transit, walk, and bicycle•

Volume/Capacity (V/C) Ratios – a measure of localized traffic congestion; the ratio of total
automobile volume on a street segment to its theoretical capacity

modifications proposed as part of the Downtown Dallas 360 Plan: (1) an Existing year 2017 scenario; (2) a

The analysis results present tradeoffs between localized congestion (measured by V/C ratios) and broader

Future Baseline year 2040 scenario that includes an increased development density in Downtown (a 51

shifts that reduce driving per person (VMT per Capita), time spent driving per trip (PHVT/PT), and thepercent increase) and incorporates recently adopted Thoroughfare Plan Amendments; and (3) a Preliminary

percent of trips made by car (auto mode share).

Roadway Changes year 2040 scenario that includes the broadest extent of envisioned roadway changes
that could be made as part of the Downtown Dallas 360 Plan, including the repurposing of vehicle travel

With a 51 percent increase in population and employment anticipated between 2017 and 2040, the analysis

lanes to enhance travel options for non-auto modes. Once the City of Dallas has reviewed the results ofindicates there will be more localized congestion on many Downtown street segments in the Future Baseline

these three scenarios, we will analyze a fourth scenario consisting of a subset of the Preliminary Roadway

2040 scenario. In particular, road segments in Uptown and Victory Park that already operate above capacity

Changes to be selected by the City.

under existing conditions will experience more localized congestion under Future Baseline conditions. Road
segments in the Main Street District, most of which operate at low levels of congestion under existing

Fehr & Peers DC relied on modified versions of the Year 2017 and Year 2040 North Central Texas Council

conditions, can generally accommodate increased traffic volumes. Despite these localized challenges, theof Governments (NCTCOG) regional travel demand models. Before embarking on the modeling exercise,land use densification and diversification anticipated in the Future Baseline bring substantial transportation

we conducted a small area model validation of the Year 2017 model against current year traffic counts andbenefits: the amount of driving per person (VMT per Capita), time spent driving per trip (PHVT/PT), andmobile device origin-destination data to ensure the model accurately represents Downtown travel behavior.

percent of trips made by car all decrease across Downtown and dramatically so within the freeway loop.

The comparison indicated that, prior to adjustments applied in the small area validation, the model
underestimated traffic interactions between the zones within the Dallas downtown area and overestimated

The introduction of the Downtown Dallas 360 roadway changes amplifies these trends by converting someinteractions with areas outside the Dallas downtown area, particularly to the south. We adjusted both theautomobile capacity to provide infrastructure supportive of transit, walking, and bicycling. Reducing vehicle

2017 model and 2040 model accordingly in a “Downtown Dallas 360 Model.” The small area validation

capacity increases V/C ratios in some locations, particularly in the Dallas Farmers Market District, where

within Downtown Dallas is important, not only in that it allows greater confidence in model applications

existing congestion is relatively low, and in the Uptown and Victory Park districts, where existing congestion

within Downtown, but also because it may explain why forecasts derived from the Downtown Dallas 360

levels are already high. However, the accompanying mode shift benefits of the Downtown Dallas 360

Model differ from (and are more refined than) prior applications of the NCTCOG model in Downtown Dallas.

roadway changes reduce V/C ratios at other locations, particularly in the Main Street District and other partsof Uptown and Victory Park. While the localized congestion effects of the Downtown Dallas 360 roadway

Because the NCTCOG Model is intended for regional analysis and its mode choice component is not highly

changes are mixed, the broader benefits are clear, especially within the freeway loop: VMT per Capita

sensitive to small-area land use and local roadway changes, Fehr & Peers DC also conducted off-model

decreases by 5 percent (15 percent inside the freeway loop), time spent driving per trip decreases 6 percent

analysis to adjust mode split and trip matrices for the effects of increased land use density and diversity(16 percent within the freeway loop), and percent of trips made by car decreases 4 percent (14 percent(mix) and the provision of bicycle and pedestrian infrastructure.

within the freeway loop) compared to Future Baseline conditions without the Downtown Dallas 360 roadway

Fehr & Peers DC used the Downtown Dallas 360 Model to calculate four metrics for each analyzed scenario:•

Vehicle Miles Traveled (VMT) per Capita – “the amount of driving per person;” a measure of thetotal amount of automobile travel attributed to an area relative to the number of residents andemployees in that area•

Person Hours of Vehicle Travel per Person Trip (PHVT/PT) – “time spent driving per trip;” achanges.
When selecting a final package of Downtown Dallas 360 improvements and planning for implementation,
the City and other project stakeholders will need to consider the tradeoffs between moderate increases inlocalized traffic congestion and more holistic benefits of reductions in the amount of driving per person,
reductions in the time spent driving per trip, and reductions in the percent of trips made by car.

measure of the total time people spend traveling in automobiles relative to the number of trips
they complete
1

2

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

159

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

May 2017

May 2017

METHODOLOGYThis section provides an overview of the four scenarios that were analyzed and describes the travel demand
analysis process used to calculate results for each scenario.

SCENARIOS
Fehr & Peers DC evaluated four scenarios:•

Scenario 1: Existing – Reflects the Year 2017 NCTCOG Model•

Scenario 2: Future Baseline – Reflects the Year 2040 NCTCOG Model with the following
modifications:
o

o
•

•

Main Street District•

South Side•

Thanksgiving Commercial Center•

The Cedars•

Dallas Arts District•

South Dallas/Fair Park•

Design District•

Deep Ellum•

West Dallas•

Baylor District•

North Oak Cliff•

Uptown•Riverfront District•

Victory Park

TABLE 1 – DOWNTOWN DALLAS SCENARIO LAND USE SUMMARY% Increase

ServicePopulation(Population +Employment)% Increase

294,300—

342,800—

385,600

31%

516,600

51%

Land use adjustments to reflect the City of Dallas’ understanding of future development
trends and vision for more intensive development in Downtown Dallas than anticipated in
the unadjusted 2040 NCTCOG Model. Appendix A includes a table of these land use
adjustments

Scenario

Population% Increase

Employment

Scenario 1: Existing

48,500—Roadway network changes that reflect recently adopted Thoroughfare Plan Amendments
in and near Downtown. Appendix B includes a table of these network changes.

Scenario 2: Future
Baseline

131,000

170%

Scenario 3:
Preliminary
Roadway Changes

Scenario 3: Preliminary Roadway Changes – includes the same land use adjustments andThoroughfare Plan Amendments described in Scenario 2. In addition, Scenario 3 includes thebroadest extent of envisioned roadway changes that could be made as part of the Downtown
Dallas 360 project. When a street segment has been modified in both the recent ThoroughfarePlan Amendment process and the Downtown Dallas 360 project, the Downtown Dallas 360
changes take precedence. Appendix C includes a table of the Downtown Dallas 360 roadway
network changes for Scenario 3.

Scenario 4: Refined
Roadway Changes

TRAVEL DEMAND ANALYSIS

Scenario 4: Refined Roadway Changes (not yet completed) – will include the same land use
adjustments and Thoroughfare Plan Amendments described in Scenario 2 and a subset of the
Downtown Dallas 360 changes described in Scenario 3, which will be selected based on a reviewof the results of the Scenario 3 transportation analysis. Appendix D will include a table of the
Downtown Dallas 360 roadway network changes for Scenario 4.

Fehr & Peers DC relied on modified versions of the Year 2017 and Year 2040 NCTCOG regional travel
demand models (the “Downtown Dallas 360 Model”) to analyze the scenarios described above. First, theCity of Dallas and Fehr & Peers DC provided NCTCOG with modified land use assumptions. NCTCOG thenreturned full model runs and the model software scripts necessary to conduct an assignment-only run. Next,

Table 1 summarizes the land use totals for Downtown Dallas analyzed in each scenario. “Downtown
Dallas” includes the following 18 districts (also depicted on Figure 1, below):•West End Historic District•

Civic Center•

Reunion District•

Dallas Farmers Market District

Fehr & Peers DC modified model trip tables to reflect validation to current year traffic counts and mobile
device data; modified model network inputs to reflect background and project roadway changes; andadjusted trip tables to introduce sensitivity to active transportation infrastructure and small-scale land use

3

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changes. Finally, Fehr & Peers DC completed the assignment-only model runs and summarized model
outputs. This process is described in more detail in the sections that follow.

MXD+ Adjustment
First, Fehr & Peers DC evaluated the potential of the increased density and mix of uses anticipated in

MODIFIED NCTCOG MODEL RUN

Downtown Dallas—when accompanied by appropriate infrastructure—to support a shift to transit, walking

The City of Dallas sent Fehr & Peers DC updated land use estimates for the 2040 model year to account forcommonly used by traffic engineers to estimate the trip generation of proposed land use development failincreased housing in the Downtown. Fehr & Peers DC disaggregated from the District level to the Traffic

to account for the effects of projects that have a balanced mix of land uses, compact design, good

Survey Zone (TSZ) level to create land use inputs for the NCTCOG model scenario runs. NCTCOG then ran

neighborhood connectivity and walkability, location efficiency and a variety of transportation choices.

two models—a 2017 base year and a modified 2040 base year—and provided Fehr & Peers DC with the trip

Several mixed-use trip generation methods including the National Cooperative Highway Research Programtable results.

(NCHRP) 684 method, Environmental Protection Agency (EPA) MXD method, and combined approaches

and bicycling to, from, and within Downtown Dallas using Fehr & Peers’ MXD+ tool. The methods mostsuch as MXD+ reduce this bias and more accurately portray the traffic impacts of mixed use, compact, infill

MOBILE DEVICE DATA ADJUSTMENTS

and transit-oriented development. The relationships between these contextual factors and trip generation

Fehr & Peers DC collected mobile device origin-destination data from 2015/2016 origin-destination datafrom StreetLight Data for the entire model area to refine peak hour travel patterns in the model. The data

/ mode split were derived from and validated at hundreds of development sites across the U.S., including
many in Texas, and incorporated into the MXD+ tool.

was analyzed and used to develop 28 by 28 matrices for the AM and PM peak hours providing trip making

Fehr & Peers DC applied the tool to Downtown Dallas to estimate the number of trips that could shift frompatterns from each zone to every other zone.

the auto mode to walking, bicycling, and transit relative to the level estimated by the NCTCOG model’s

The unmodified Model year 2017 AM and PM trip tables were then aggregated to the same 28-zone system
for which mobile device data was collected. These aggregated zonal values from the model trip tables werecompared to the year 2015/2016 mobile device data. In general, the comparison indicated that the model
was underestimating traffic interactions among zones within Downtown Dallas (intra-Downtown trips) andoverestimating traffic interactions between the zones within the Downtown Dallas and areas outside
Downtown (inter-Downtown trips). Fehr & Peers DC then developed factors to refine the Model year 2017
AM and PM trip tables to match the mobile device data. Additional details of the model validation process
are provided in the “Dallas Downtown Area Plan Travel Demand Forecasting Model Validation Procedure

conventional approach. The mode shift benefits calculated using the MXD+ tool were developed based onsites with high-quality internal pedestrian circulation. Supporting infrastructure and a pedestrian-friendly
environment in Downtown Dallas will be necessary to fully realize the internalization benefits. We estimatethat 20 percent of the shift to walk trips can be captured with existing infrastructure and an additional 80
percent of the benefit can be captured with the implementation of a high-quality pedestrian environment
like the one envisioned in Downtown Dallas 360. In Scenario 2, 20 percent of the MXD+ calculated shift tobicycle, walk, and transit trips is applied to all TSZs to reflect the benefits of land use intensification andmixing without improved infrastructure. In Scenarios 3 and 4, TSZs within 1/10 mile of a Priority Roadway
receive 100 percent of the MXD+ calculated shift to walk trips, while all other TSZs receive 20 percent ofand Results” memo (Appendix E).

the MXD+ calculated shift (as in Scenario 2).

Finally, we refined the 2040 Model for Scenario 2 and Scenario 3 using similar factors to those developed

Bicycle Infrastructure Elasticity Adjustmentin the 2017 Model validation process to account for the unmodified model’s tendency to underestimate

In addition to the modest bicycle mode shifts expected from an intensification and diversification of land

intra-Downtown trips and overestimate inter-Downtown trips.

uses in Downtown Dallas, before/after research on installations of high quality bicycle infrastructure

ELASTICITY-BASED MODE SPLIT ADJUSTMENTS

suggests both localized and area-wide increases in bicycle activity resulting from bicycle infrastructure
improvements.

Because the NCTCOG Model is intended for regional analysis and its mode choice component is not highly
sensitive to small-area land use and local roadway changes, Fehr & Peers DC adjusted the modeled mode

Douma and Cleaveland (2008) found relative increases in bicycling commute mode share within 2.5

splits (and hence vehicle trip tables) using: (1) Fehr & Peers’ context-sensitive trip generation tool, MXD+,

kilometers (about 1.55 miles) of new bicycle infrastructure ranging from 37 percent in Austin, Texas to 91

and (2) published research on the effects of new bicycle infrastructure on bicycle ridership levels.
5

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percent in Chicago, Illinois. 1 A District (of Columbia) Department of Transportation (DDOT) Bicycle

One-hundred iterations of the model were run per scenario. After the traffic assignment was completed for

Evaluation Study (2012) found a 200 percent increase in bicycle volumes on facilities with buffered bicycle

each time period, estimated volumes, vehicle-miles traveled, vehicle-hours traveled and volume-to-capacity

lanes and between a 200 percent and 272 percent increase in bicycle volumes on facilities with cycletracks.

ratios for each class are stored in the output files for all zones and roadway links in the study area. These

To apply this research conservatively, we used the lower ends of these ranges, increasing the bicycle mode

results were subsequently grouped by zone based on geography for reporting purposes.

2

share by 37 percent for TSZs within 2.5 kilometers of a new bicycle facility or by 100 percent for TSZs withina quarter mile of a new buffered bicycle lane (although this is only about half the approximately 200 percent
increase indicated in the DDOT study).

ASSIGNMENT-ONLY RUNSFor each scenario, the adjusted vehicle trip tables were run through the model in TransCAD 5.0 following
the DFX (The Dallas-Fort Worth Regional Travel Demand Model for the Expanded Area) Model Description
Summary from NCTCOG. The traffic assignment module is fully automated, and the assignment processcomponents included the creation of a roadway network and the execution of a multimodal multi-classassignment.
The inputs for roadway traffic assignment are vehicle trip tables by time-of-day. The DFX considers fourvehicle classes: drive-alone vehicles (DA), shared-ride vehicles with access to HOV facilities (SRHOV),
shared-ride vehicles with no access to HOV facilities (SRNOHOV), and trucks (TRUCK). The DFX adopts ageneralized cost method for multimodal multi-class roadway assignment. Different vehicle classes havedifferent sets of roadway networks and different parameters for value-of-time. The generalized cost
component considers path choice by a combined measure of roadway operating cost, toll cost, and travel
time. Furthermore, the congested travel time is sensitive to the capacity and traffic volume of the roadway.
The outputs of the roadway traffic assignment are total traffic volumes and travel times stored in the
roadway network file, and estimated volumes for each class stored in separate output files.
For the first component of the assignment process, a network file was created for each peak period that
included all links and nodes in the network and fields for time, capacity, signalized and unsignalized
parameters and the delay function. The second component of the assignment process, the execution of amultimodal multi-class assignment, was performed by using the roadway network file from the firstcomponent and the trip tables for all four vehicle classes for the specific peak period. A selection of links
was created for all links with a capacity greater than zero, links with a functional classification for highoccupancy vehicles, links with a managed lane facility, and a set of links with high-occupancy vehicles andtruck exclusions.

11 https://www.lrrb.org/pdf/200833.pdf
2 https://ddot.dc.gov/page/bicycle-facility-evaluation

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RESULTS•

automobile travel;

This section presents the transportation analysis results of four metrics that capture the multimodaltransportation effects of the analyzed land use and transportation changes:••

Vehicle Miles Traveled (VMT) per Capita – “the amount of driving per person;” a measure of theemployees in that area

trip lengths can be shortened by providing more opportunities for residents, employees, andvisitors to meet their needs nearby; or•

total amount of automobile travel attributed to an area relative to the number of residents and•additional employees and population can be accommodated without a proportional increase intravelers can shift from driving to using transit or active modes.

Shifts of these trends in the opposite direction would increase VMT per Capita.

METRIC RESULTS

Person Hours of Vehicle Travel per Person Trip (PHVT/PT) – “time spent driving per trip;” ameasure of the total time people spend traveling in automobiles relative to the number of trips

The City of Dallas estimates that between the Scenario 1 2017 Baseline and future scenarios 2, 3, and 4,

they complete

employment and population (“service population”) within Downtown Dallas will increase by a combined 51•

Mode Split – the percent of total trips made by each major mode: auto, transit, walk, and bicycle

percent from approximately 342,800 to 516,600 (see Table 1, above). Over the same period, the total daily•

Volume/Capacity (V/C) Ratios – a measure of localized traffic congestion; the ratio of total

VMT attributable to Downtown Dallas will increase:automobile volume on a street segment to its theoretical capacity•

47% from 7,477,000 VMT in the Scenario 1 2017 Baseline to 10,954,000 VMT in the Scenario 22040 Future Baseline; and•39% from 7,477,000 VMT in the Scenario 1 2017 Baseline to 10,375,000 VMT in the Scenario 32040 Project.

Additional details on each metric are provided in the subsections below.

VEHICLE MILES TRAVELED PER CAPITA

In both future scenarios, the rate of service population growth exceeds the rate of VMT growth, resulting ina lower daily VMT per Capita. Table 2 summarizes the daily VMT per capita for each scenario and provides

METRIC DESCRIPTIONVMT per Capita values for other cities for comparison. As a major regional employment center, Downtown
Vehicle Miles Traveled (VMT) per Capita is a broad measure of transportation efficiency – lowering the VMTDallas would be expected to have relatively high VMT per Capita, reflecting the long distances many

per Capita indicates that trips are accomplished with less auto travel. This, in turn, indicates fewer congestion

commuters travel to reach downtown jobs from around the region. Similarly, Pasadena, CA is relatively

impacts, less emissions, reduced wear and tear on roadways, and likely indicates more active lifestyles andemployment-rich compared to the broader Los Angeles metropolitan area.

less parking demand. It is a measure of the total amount of automobile travel attributed to an area relative
to the number of residents and employees in that area. The measure sums the miles traveled by automobile
to and from each TSZ, as generated by the trip-based Downtown Dallas 360 Model. VMT is calculated byadding the VMT associated with trips generated and attracted within the individual TSZ, plus 50 percent of
the VMT associated with trips that either begin or end in the TSZ, but have one trip end outside of the TSZ.
Each TSZ’s VMT is then divided by its total service population, defined as the population plus the numberof jobs, to calculate VMT per Capita.
Although VMT itself will increase with the anticipated growth in new residents and employees, the City can
reduce VMT on a per-capita basis with land use and transportation policies that help Dallas residents meettheir daily needs within a short distance of home, reducing trip lengths; and by encouraging development
in areas with more travel choices. The VMT per Capita metric could be reduced if, for example:
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VMT per Capita remains generally level for the City of Dallas overall, increasing marginally in the future base

TABLE 2 – DAILY VEHICLE MILES TRAVELED PER CAPITA SUMMARY
Scenario

scenario and decreasing slightly under Scenario 3.

Daily VMT Per Capita% Change from Existing

Downtown Dallas Scenario 1: Existing (2017)

21.8

—

Downtown Dallas Scenario 2: Future Baseline (2040)

21.2

-3%

Downtown Dallas Scenario 3: Preliminary Roadway
Changes (2040)

20.1

-8%

Downtown Dallas Scenario 4: Refined Roadway
Changes (2040)

TBD

TBD

Figures 1 and 2 illustrate the changes in VMT per Capita among Scenarios 1, 2, and 3.
TABLE 3 – DAILY VEHICLE MILES TRAVELED PER CAPITA
Geography

Sc. 1

Sc. 2

Sc. 3

Sc. 4

Daily VMT per Capita

Other Locations for Comparison

Sc. 2

Sc. 3

Sc. 4

Relative Change
vs. Scenario 1

Sc. 3

Sc. 4

Relative Change
vs. Scenario 2

Downtown (Within Freeway)

15.3

12.5

10.6

TBD

-18%

-30%

TBD

-15%

TBD

Downtown Bethesda, MD (2040)

10.3

n/a

Downtown (Outside Freeway)

29.5

28.1

27.5

TBD

-5%

-7%

TBD

-2%

TBD

City of Los Angeles, CA (2012)

13.0

n/a

Downtown (All Districts)

21.8

21.2

20.1

TBD

-3%

-8%

TBD

-5%

TBD

City of Pasadena, CA (2014)

22.9

n/a

City of Dallas

13.6

13.7

13.5

TBD

1%

-1%

TBD

-2%

TBD

Dallas-Fort Worth Region

13.9

14.3

14.2

TBD

2%

2%

TBD

0%

TBD

The decrease in VMT per Capita between Scenario 1 and Scenario 2 primarily reflects an increased
proportion of residential uses in Downtown, which provides an option for shortening commute distances
for Downtown workers. The accompanying increase in density also creates additional opportunities for
shopping, dining, recreation, and other activities within Downtown, enabling new residents to meet needs
within Downtown. The additional decrease in VMT per Capita between Scenario 2 and Scenario 3 reflectsmode shifts from auto to walking and bicycling, supported by the Downtown Dallas 360 roadway changes.
Table 3 provides additional VMT per Capita detail. Appendix F provides estimates of District-level VMT per
Capita detail. 3 Downtown Dallas within the freeway loop experiences the most substantial reduction in VMTper Capita, decreasing approximately 18 percent between existing conditions and future baseline conditions
and decreasing an additional 15 percent with the implementation of the analyzed package of Downtown
Dallas 360 improvements. The Main Street District, Thanksgiving Commercial Center, and Reunion District
experience significant decreases in VMT per Capita.
Outside the freeway loop, Downtown experiences a more modest decrease in VMT per Capita of 5 percent
under future baseline conditions and an additional 2 percent under Scenario 3, reflecting less density ofland development and fewer Downtown Dallas 360-related roadway changes.

3 District-level detail estimates are provided for informational purposes only and should be interpreted with caution.

District-level detail may be useful for comparing relative differences among districts, but estimates for individual districts
should not be considered accurate at the level of precision presented in the tables.

11

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.5

Downtown
.3

5
2
0
7
4

-5.
-4.
-3.
-1.
-0.

Downtown Within Freeway
-+
5%

-3%

%

%

%

%

%

%

%

Relative Change in VMT/Capita

Vehicle Miles Traveled per Capita
Scenario 2 vs. Scenario 1

Figure 1
Downtown
Downtown Within Freeway

1
8
5
1

-1.
-0.
-0.
-0.

1%
4%
7%

-2
3.
-1
9.
-1
5.

.4
.2
.0

37
43
49

.0
.8
.6
.4
.2
.0

19
24
30
36
42
48

30
.6

24
.8

19
.0

13
.2

7.
4

%
1%

--

4.
7

--

48
.0

3.
1

-5
3.
8

-4
7.
9

-4
2.
1

-3
6.
3

-3
0.
5

-2
4.
7

-1
8.
9

-1

8

9

1

3

5

7

9

1

.3

4.

7.

2.

6.

0.

4.

8.

3.

.3

-7

-5

-4

-4

-3

-3

-2

-1

-1

-7

-5
4.
8

-4
8.
9

-4
3.
1

-3
7.
3

-3
1.
4

-2
5.
6

1.
4

.2

13

7.
4

3.
9
-1
9.
7

-1

7

9

1

3

4

6

7

.0

7.

8.

3.

7.

1.

5.

-8

-5

-4

-4

-3

-3

1.
4

49
.0

43
.2

37
.4

31
.5

25
.7

19
.8

14
.0

8.
1

42
.2

%

%

.5

31

.1
%

Relative Change in VMT/Capita

-8.
4%

.8
%

.5
%

.2
%

.9
%

.7
%

Absolute Change in VMT/Capita

36
.4

12

--

15

--

19

--

23

26
--

-4
.6

-8
.3

30
--

-1
2%

8%

-2
6.

6%

4

-1.

-3
0.

8

-1.

--

1

-2.

4%

4

-2.

8

.7

25

-2

9.

9

VMT/Capita, Sc. 2: Future Base

-3
4.

-0
.4

-0
.7

-1
.0

-1
.3

-1
.7

-2
.0

-2
.3

-2
.7

-2.

.8

19

-1

.0

3.

-8

-1

2.
2

.0

14

8.
1

2.
2

VMT/Capita, Sc. 2: Future Base-3
.1

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VMT_Sc2_3.mxd

-2
%

12

--

21

--

29

--

38

--

46

--

55

63

--

-1
1%

-2
0%

-2
8%

-3
7%

-4
5%

-5
4%

-6
2%

--

8

7

-6.

0.

0

-8.

-+

3

-9.

Absolute Change in VMT/Capita

-7
2%

-0

-1
.6

-2
.9

-4
.1

-5
.4

-6
.6

-7
.9

-9
.2

-1
0

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VMT_Sc1_2v2.mxd

VMT/Capita, Sc. 1: Existing
VMT/Capita, Sc. 3: Preliminary Roadway Changes

Vehicle Miles Traveled per Capita
Scenario 3 vs. Scenario 2
Figure 2

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Downtown Dallas 360 Transportation Analysis: Round 1 Draft

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

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May 2017

PERSON HOURS OF VEHICLE TRAVEL PER PERSON TRIP

to walk to both the grocery store and restaurant. The Driving Time per Trip in this example is a simplified
version of Person Hours of Vehicle Travel per Person Trip that assumes individuals travel alone.

METRIC DESCRIPTIONTABLE 4 – PERSON HOURS OF VEHICLE TRAVEL PER PERSON TRIP EXAMPLE

Person Hours of Vehicle Travel per Person Trip is a measure of the total time a person spends traveling in
automobiles on a trip. It is a more holistic measure of the auto travel experience than point-based level ofservice (LOS) because it encompasses an entire trip. When people talk about traffic conditions, theygenerally talk about how long it took to get from one place to another, rather than specific points ofcongestion along the way. The measure sums the travel times for all vehicle trips associated with each TSZ,

Traveler A

Traveler B

Traveler C

Trip 1 – Commute

Drive 50 minutes

Drive 25 minutes

Drive 30 minutes

Trip 2 – Groceries

Drive 15 minutes

Drive 10 minutes

Walk 10 minutes

Trip 3 – Dinner Out

Drive 10 minutes

Drive 10 minutes

Walk 5 minutes

Total Driving Time

75 minutes

45 minutes

30 minutes

3 trips

3 trips

3 trips

25 minutes

15 minutes

10 minutes

as generated by the trip-based Downtown Dallas 360 Model. Total time spent traveling by automobile iscalculated by adding the travel time associated with vehicle trips generated and attracted within theindividual TSZ, plus 50 percent of the travel time associated with vehicle trips that either begin or end in
the TSZ, but have one trip end outside of the TSZ. Each TSZ’s total vehicle travel time is then divided by its
total number of person trips, regardless of mode, to calculate Person Hours of Vehicle Travel per Person
Trip.

Total Trips
Driving Time per Trip

Please note that Person Hours of Vehicle Travel per Person Trip includes all trips, not just driving trips, in

The total amount of time spent traveling in vehicles may increase with the anticipated growth in new

the denominator, so it includes the effects of shifts to other modes. It should not be interpreted as a travel

residents and employees, but the City can reduce Person Hours of Vehicle Travel per Person Trip with landtime for driving trips, but as the total amount of time spent driving divided by the total of all trips made.

use and transportation policies that reduce trip durations by helping Dallas residents meet their daily needs
within a short distance of home and encouraging development in areas with more travel choices. The Person
Hours of Vehicle Travel per Person Trip metric could be reduced if, for example:•••

METRIC RESULTS
Table 5 summarizes Person Hours of Vehicle Travel per Person Trip (PHVT/PT). Appendix G provides

vehicle trip durations can be shortened by improving the flow of automobile traffic such that theestimates of District-level PHVT/PT detail. 4 As with VMT per Capita (described above), the portion ofsame trip can be completed in a shorter time;

Downtown Dallas within the freeway loop experiences the greatest decrease in PHVT/PT, meaning thatvehicle trip durations can be shortened by providing more opportunities for residents, employees,

travelers are spending less time in automobiles per trip, either through shortened trip distances, reduced

and visitors to meet their needs nearby, even if localized congestion increases; ortravel times, or shifts to transit, walking and bicycling. PHVT/PT decreases approximately 35 percent

travelers can shift from driving to using transit or active modes, which do not require time spent

between existing conditions and future baseline conditions and decreases an additional 16 percent with thetraveling in an automobile.

implementation of the analyzed package of Downtown Dallas 360 improvements. The Main Street District,Thanksgiving Commercial Center, and Reunion District experience the most significant decreases in

Shifts of these trends in the opposite direction would increase Person Hours of Vehicle Travel per Person

PHVT/PT.

Trip.
Table 4 illustrates the metric with a simplified example of three travelers, each of whom makes three trips:
a commute, a grocery trip, and a social trip to go out to dinner. Traveler A drives for all three trips and hasa relatively long driving commute. Traveler B also drives for all three trips, but has a shorter commute andlives slightly closer to the grocery store. Traveler C has a longer driving commute than Traveler B, but is able

4 District-level detail estimates are provided for informational purposes only and should be interpreted with caution.

District-level detail may be useful for comparing relative differences among districts, but estimates for individual districts
should not be considered accurate at the level of precision presented in the tables.

15

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Outside the freeway loop, Downtown experiences a more modest decrease in PHVT/PT of 3 percent under
future baseline conditions and an additional 3 percent under Scenario 3, reflecting less density of landdevelopment and fewer Downtown Dallas 360-related roadway changes.
PHVT/PT remains generally level for the City of Dallas overall, increasing marginally in the future basescenario and returning to its 2017 level under Scenario 3. Across the region, PHVT/PT increases nearly 10
percent by 2040. Figures 3 and 4 illustrate the changes in PHVT/PT among Scenarios 1, 2, and 3.
TABLE 5 – PERSON HOURS OF VEHICLE TRAVEL PER PERSON TRIP (MINUTES)

Downtown

6
-1
4.

-1
2.
8

12
.9

-1
1.
4

10
.1

11
.5

0.
0

.7
-8

8.
8

-1

.3
-7

7.
4

.9
6.
0

-5

.5
-4

4.
6

3.
2

-3

5.
-1

.1

1

8
2.

4

-1

Downtown Within Freeway

%

0%

-8

1%
--

-1

0%

11
%

%
20

--1

9%

--

%
8%

29
--2

%
8%

39
--3

%
7%

48
--4

%
6%

57
-5

%

--

6%

67

.7
-8

0

.3
-7

-1
1.

.9
-5

0.

.5

-1

Relative Change in PHVT/PT

Absolute Change in PHVT/PT

-6

TBD

--

-1%

1.
7

TBD

6%

8%

1.
1

9%

-+

TBD

.9

15.8

12

15.9

.0

14.6

-0

Dallas-Fort Worth Region

0

TBD

0.
1

-2%

11
.5

TBD

1

0%

1.

2%

--

TBD

-1
.

13.6

1

13.9

.1

13.6

10

City of Dallas

2

TBD

2.

-6%

--

TBD

-2
.

-18%

1

-12%

8.
8

TBD

2

10.9

3.

11.6

--

13.2

2

Downtown (All Districts)

-3
.

TBD

7.
4

-3%

3

TBD

4.

-5%

--

-3%

-4
.

TBD

3

13.0

6.
0

13.4

4

13.7

5.

Downtown (Outside Freeway)

--

TBD

3

-16%

-5
.

TBD

4.
6

-45%

4

-35%

-6
.

TBD

6.

6.8

--

8.1

4

12.4

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VHT_Sc1_2.mxd

Downtown (Within Freeway)-4

Relative Change
vs. Scenario 2

PHVT/PT, Sc. 2: Future Base.1

PHVT/PT, Sc. 1: Existing

-7

Sc. 4

-7
.

Relative Change
vs. Scenario 1

Sc. 3

-3

Sc. 4

3.
2

Sc. 3

5

Person Hours of Vehicle
Travel per Person Trip

Sc. 2

7.

Sc. 4

1.
7

Sc. 3

--

Sc. 2

6

Sc. 1

-8
.

Geography

Person Hours of Vehicle Travel per Person Trip
(PHVT/PT, minutes) Scenario 2 vs. Scenario 1
Figure 3

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MODE SPLIT
Mode split accounts for the percent of total trips made by each major mode: auto, transit, walk, and bicycle.
Table 6 summarizes mode splits for all analyzed scenarios.
TABLE 6 – MODE SPLIT SUMMARY
Downtown(Within Freeway)

2
-1
4.

-1
2.
8

12
.9

-1
1.
4

10
.1

11
.5

0.
0

.7
-8

8.
8

-1

.3
-7

7.
4

.9
-5

6.
0

.5
-4

4.
6

.1
1.
7

12

3.
2

4.
-1

-3

6

8
2.
.9

-1

4
-1
1.

.1
10

8.
8

11
.5

0
0.

.7
-8

-1

.3
-7

7.
4

.9
-5

6.
0

.5
-4

4.
6

.1
3.
2

1.
7

Downtown(All Districts)

City of Dallas

Scenario 1: Existing (2017)

PHVT/PT, Sc. 3: Preliminary Roadway Changes-3

PHVT/PT, Sc. 2: Future Base

Downtown(Outside Freeway)

Auto

63.9%

88.6%

79.1%

91.8%

Transit

16.6%

3.7%

8.7%

3.3%

Walk

16.8%

7.5%

11.1%

Bike

2.7%

0.2%

1.2%

4.9%*

Auto

48.9%

88.1%

74.9%

**

Transit

31.6%

3.2%

12.8%

**

Walk

15.9%

8.2%

10.8%

**

Bike

3.6%

0.6%

1.6%

**

Scenario 3: Preliminary Roadway Changes (2040)
Auto

42.0%

86.9%

71.7%

**

Transit

31.6%

3.2%

12.8%

**

Walk

19.3%

9.0%

12.5%

**

Bike

7.1%

1.0%

3.1%

**

Scenario 4: Refined Roadway Changes (2040)

1%
--

%
-4

5%

%
-8

--

9%
--

%
13

--

-1

2%

%
16

--

5%
-1

%
9%

20
--1

%
3%
-2

%

24
--

7%

28
--2

2
0.
--

3

%

4
0.
--

-0
.

31

6
-0
.

5
-0
.

0%

7
0.
--

8
-0
.

-3

9
0.
--

0
-1
.

5%

1
1.
--

2
-1
.

Downtown Within Freeway

-3

3
1.
--

4

5
-1
.

-1
.

6
1.
-8

Downtown--

Relative Change in PHVT/PT

Absolute Change in PHVT/PT-1.

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VHT_Sc2_3.mxd

Scenario 2: Future Baseline (2040)

Person Hours of Vehicle Travel per Person Trip
(PHVT/PT, minutes)
Scenario 3 vs. Scenario 2

Auto

TBD

TBD

TBD

**

Transit

TBD

TBD

TBD

**

Walk

TBD

TBD

TBD

**

Bike

TBD

TBD

TBD

**

*The available National Household Travel Survey data do not differentiate walk and bike modes citywide.
**Citywide mode shares could not be estimated for future scenarios since regional travel demand models typicallydo not provide forecasts for active modes.

Figure 4
20

168

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

May 2017

May 2017

Downtown Dallas already has a lower share of auto trips and a higher share of transit, walk, and bike trips

Although the scale of bike mode share is small (1.2 percent of existing Downtown Dallas trips), it experiences

than the City of Dallas as a whole. In future scenarios, Downtown Dallas experiences a reduction in the sharea large relative increase to 1.6 percent in Scenario 2 and 3.1 percent in Scenario 3, a 160 percent increaseof trips made by auto, decreasing approximately 5 percent (4 percentage points) between existingover existing conditions. Although Downtown outside the freeway loop experiences a larger relative

conditions (79.1 percent) and future baseline conditions (74.9 percent) and decreasing an additional 4

increase, Downtown within the freeway reaches a higher bike mode share of 7.1 percent in Scenario 3.

percent (3 percentage points) to 71.7 percent with the implementation of the analyzed package of
Downtown Dallas 360 improvements. Much of this mode shift is attributable to shifts to transit which
increases from 8.7 percent of trips under existing conditions to 12.8 percent in future conditions; walk andbike mode shares also increase between existing conditions and Scenario 3 with the implementation of

TABLE 7 – AUTO MODE SHARE
Geography

Sc. 1

Sc. 2

Downtown Dallas 360 improvements.

Sc. 3

Sc. 4

trips made by auto, decreasing 23 percent (15 percentage points) between existing conditions (63.9 percent)and future baseline conditions (48.9 percent) and decreasing an additional 14 percent (7 percentage points)
to 42.0 percent in Scenario 3. Both transit and bike mode shares roughly double between existing conditions
and Scenario 3 conditions within the freeway loop.
Tables 7 through 10 provide additional detail for each mode. Appendix H provides estimates of District-

Sc. 3

Sc. 4

Relative Change
vs. Scenario 1

Auto Mode Share

Downtown Dallas within the freeway loop experiences a much more significant reduction in the share of

Sc. 2

Sc. 3

Sc. 4

Relative Change
vs. Scenario 2

Downtown(Within Freeway)

63.9%

48.9%

42.0%

TBD

-23%

-34%

TBD

-14%

TBD

Downtown(Outside Freeway)

88.6%

88.1%

86.9%

TBD

-1%

-2%

TBD

-1%

TBD

Downtown (All Districts)

79.1%

74.9%

71.7%

TBD

-5%

-9%

TBD

-4%

TBD

City of Dallas

91.8%

Sc. 4

Sc. 3

Sc. 4

Not Available

level mode share detail. 5
Auto mode shares in districts throughout Downtown are generally lower than the citywide average of 91.8

TABLE 8 – TRANSIT MODE SHARE

percent, though a few districts outside the freeway loop, particularly the Baylor District and Design District,approach or exceed the citywide average under existing conditions. The same districts that experience theGeography

Sc. 1

Sc. 2

Sc. 3

Sc. 4

largest decrease in VMT per Capita and Person Hours of Vehicle Travel per Person Trip also experience theDistrict.
Transit mode shares increase significantly (doubling to nearly quadrupling) in these same three districts; inaddition the Dallas Arts District experiences a large, 130 percent increase in mode share from approximately
11 percent of trips to 24 percent of trips.
Changes in walk mode shares are mixed between existing conditions and Scenario 2, which does not have

Sc. 3

Relative Change
vs. Scenario 1

Transit Mode Sharelargest decrease in auto mode share: Main Street District, Thanksgiving Commercial Center, and Reunion

Sc. 2

Relative Change
vs. Scenario 2

Downtown(Within Freeway)

16.6%

31.6%

31.6%

TBD

90%

90%

TBD

0%

TBD

Downtown(Outside Freeway)

3.7%

3.2%

3.2%

TBD

-15%

-15%

TBD

0%

TBD

Downtown (All Districts)

8.7%

12.8%

12.8%

TBD

48%

48%

TBD

0%

TBD

City of Dallas

3.3%

Not Available

the benefit of Downtown Dallas 360’s supporting infrastructure. Between existing conditions and Scenario 3,
however, walk mode shares increase in all districts.

5 District-level detail estimates are provided for informational purposes only and should be interpreted with caution.

District-level detail may be useful for comparing relative differences among districts, but estimates for individual districts
should not be considered accurate at the level of precision presented in the tables.

21

22

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

169

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

May 2017

May 2017

VOLUME/CAPACITY RATIOTABLE 9 – WALK MODE SHARE
Geography

Sc. 1

Sc. 2

Sc. 3

Sc. 4

Sc. 2

Sc. 3

Sc. 4

Relative Change
vs. Scenario 1

Walk Mode Share

Sc. 3

Relative Change
vs. Scenario 2

Downtown(Within Freeway)

16.8%

15.9%

19.3%

TBD

-5%

15%

TBD

21%

TBD

Downtown(Outside Freeway)

7.5%

8.2%

9.0%

TBD

9%

19%

TBD

10%

TBD

Downtown (All Districts)

11.1%

10.8%

12.5%

TBD

-3%

12%

TBD

16%

TBD

City of Dallas

Volume/Capacity (V/C) ratio is a measure of localized automobile traffic congestion, in this case at a street

Sc. 4

segment level. It is a simple ratio of the total automobile travel volume on a particular segment divided bythat segment’s theoretical capacity. Volume/Capacity ratios above 0.8 introduce the potential for delay
relative to stable operations. It is important to note that V/C ratio analysis does not account for queue
spillback from congested road segments; that is, queues may form for several blocks from a congested roadsegment such that drivers on adjacent segments experience congestion on segments that are not the sourceof the congestion. This phenomenon is particularly prevalent on streets approaching freeway ramps where
queue spillbacks from the freeway or ramps may impact local streets.

4.9% Combined Walk and Bike Mode Share

Figures 5 through 8 illustrate peak Volume/Capacity ratios for each scenario. The Downtown Dallas 360
Model generates volume results for each modeled roadway segment for the AM peak and PM peakseparately and also provides separate results for each direction of travel. The figures report the maximum
Volume/Capacity ratio for each segment across both peak periods and both directions (where applicable).

TABLE 10 – BIKE MODE SHARE
Geography

Sc. 1

Sc. 2

Sc. 3

Sc. 4

2.7%

3.6%

7.1%

Sc. 3

Sc. 4

Relative Change
vs. Scenario 1

Bike Mode Share
Downtown(Within Freeway)

Sc. 2

TBD

32%

164%

Sc. 3

Relative Change
vs. Scenario 2
100%

TBD

Downtown(Outside Freeway)

0.2%

0.6%

1.0%

TBD

170%

377%

76%

TBD

Downtown (All Districts)

1.2%

1.6%

3.1%

TBD

35%

163%

94%

TBD

City of Dallas

Under existing conditions, most analyzed roadway segments operate below a V/C ratio of 0.8. Only a few

Sc. 4

4.9% Combined Walk and Bike Mode Shareanalyzed segments operate above a V/C ratio of 1.0 on:•

McKinney Avenue•

Maple Avenue•

McKinnon Street•

Harry Hines Boulevard•Hall Street•

Ross Avenue

Under Scenario 2: Future Baseline, traffic volumes increase on many Downtown roadway segments.
Segments on the following roadways operate above a V/C ratio of 1.0 under Scenario 2 conditions:

23

170

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER•

Hall Street•

Maple Avenue•

McKinney Avenue•

Harwood Street•

Pearl Street•

Field Street•

Houston Street•

Ross Avenue
24

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

Downtown Dallas 360 Transportation Analysis: Round 1 Draft

May 2017

May 2017•

Market Street•

Main Street•

St. Paul Street•

Harwood Street

Figures 9 through 11 illustrate the percent changes in peak V/C ratios across scenarios, highlighting only
the segments where the resulting V/C ratio remains above 0.8.
The Main Street District is resilient to the localized congestion effects of the Dallas Downtown 360 roadway

In addition, some streets operate above a V/C ratio of 1.2:

changes. Existing V/C ratios in the Main Street District are already generally low, indicating excess capacity.
The tight grid of streets and the change of some existing one-way streets to two-way help to avoid•

McKinney Avenue•

McKinnon Street•

Harry Hines Boulevard•

Maple Avenue

By contrast, road segments in Uptown and Victory Park are most affected by localized congestion in future•

Ross Avenue

scenarios. Segments of McKinney Avenue, Maple Avenue, McKinnon Street, and Harry Hines Boulevard all“bottlenecks” by providing more options for rerouting automobile traffic. Substantial shifts to transit, walk,and bike modes also relieve the demand for vehicle capacity.

Scenario 3: Preliminary Roadway Changes introduces the Dallas Downtown 360 improvements, many ofwhich result in decreased automobile capacity. The preliminary roadway changes are illustrated on Figure 7
in light gray. These automobile capacity reductions are accompanied by streetscape improvements that
reduce automobile volumes on some street segments. The result is that Scenario 3 reduces V/C ratios onsome street segments and increases V/C ratios on others. Segments on the following roadways operate

operate above a V/C ratio of 1.0 under existing conditions and will likely operate above a V/C ratio of 1.2
under future Scenario 2 and Scenario 3 conditions. As illustrated on Figure 10, V/C ratios on Maple Avenue,
McKinnon Street, and Harry Hines Boulevard increase only modestly between Scenario 2 and Scenario 3,
while the V/C ratios on congested segments of McKinney Avenue, Houston Street, and Field Street improve
between the two scenarios.

above a V/C ratio of 1.0 under Scenario 3 conditions:•Hall Street•

McKinney Avenue•

Pearl Street•

Field Street•

Ross Avenue•

Ervay Street•

Market Street•

Griffin Street•

Harwood Street

In addition, the following streets operate above a V/C ratio of 1.2:•

McKinney Avenue•

Maple Avenue•

McKinnon Street•

Harry Hines Boulevard•Ross Avenue

25

26

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

171

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VC_Sc1.mxd

V/C Ratio
0.00 - 0.60
0.61 - 0.80
0.81 - 1.00
1.01 - 1.18
1.19+

Peak Volume/Capacity Ratios
Scenario 1: Existing
Figure 5

172

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VC_Sc2.mxd

V/C Ratio
0.00 - 0.60
0.61 - 0.80
0.81 - 1.00
1.01 - 1.20
1.21 - 1.40

Peak Volume/Capacity Ratios
Scenario 2: Future Baseline
Figure 6

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

173

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VC_Sc3.mxd

Preliminary Roadway Changes

V/C Ratio
0.00 - 0.60
0.61 - 0.80
0.81 - 1.00
1.01 - 1.20
1.21 - 1.54

Peak Volume/Capacity Ratios
Scenario 3: Preliminary Roadway Changes
Figure 7

174

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Downtown Dallas 360 Transportation Analysis: Round 1 Draft
May 2017

CONCLUSION
The analysis results present tradeoffs between localized congestion (measured by V/C ratios) and broader
shifts that reduce driving per person (VMT per Capita), time spent driving per trip (PHVT/PT), and the
N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VC_Sc2v1.mxd

percent of trips made by car (auto mode share).
Change in V/C Ratio-30% - -20%

With a 51 percent increase in population and employment anticipated between 2017 and 2040, the analysis-19% - 0%+1% - +20%

indicates there will be more localized congestion on many Downtown street segments in the Future Baseline+21% - +40%

2040 scenario. In particular, road segments in Uptown and Victory Park that already operate above capacity+41% - +60%

under existing conditions will experience more localized congestion under Future Baseline conditions. Road

+61% - +80%

segments in the Main Street District, most of which operate at low levels of congestion under existing+81% - +100%

conditions, can generally accommodate increased traffic volumes. Despite these localized challenges, the> +100%land use densification and diversification anticipated in the Future Baseline bring substantial transportation
Percent Change in Peak Volume/Capacity Ratios Where Resulting V/C > 0.8
Scenario 2 vs. Scenario 1
Figure 9

benefits: the amount of driving per person (VMT per Capita), time spent driving per trip (PHVT/PT), andpercent of trips made by car all decrease across downtown and in particular within the freeway loop.
The introduction of the Downtown Dallas 360 roadway changes amplifies these trends by converting some
automobile capacity to provide infrastructure supportive of transit, walking, and bicycling. Reducing vehicle
capacity increases V/C ratios in some locations, particularly in the Dallas Farmers Market District, where
existing congestion is relatively low, and in the Uptown and Victory Park districts, where existing congestion
levels are already high. However, the accompanying mode shift benefits of the Downtown Dallas 360
roadway changes reduce V/C ratios at other locations, particularly in the Main Street District and other partsof Uptown and Victory Park. While the localized congestion effects of the Downtown Dallas 360 roadwaychanges are mixed, the broader benefits are clear, especially within the freeway loop: VMT per Capita
decreases by 5 percent (15 percent inside the freeway loop), time spent driving per trip decreases 6 percent(16 percent within the freeway loop), and percent of trips made by car decreases 4 percent (14 percent
within the freeway loop) compared to Future Baseline conditions without the project.

N:\Projects\2016\DC16-0012_Dallas_Dntn_Plan\GIS\MXD\VC_Sc3v2.mxd

Preliminary Roadway Changes

When selecting a final package of Downtown Dallas 360 improvements and planning for implementation,

Change in V/C Ratio-30% - -20%

the City and other project stakeholders will need to consider the tradeoffs between moderate increases in-19% - 0%+1% - +20%

localized traffic congestion and more holistic benefits of reductions in the amount of driving per person,+21% - +40%

reductions in the time spent driving per trip, and reductions in the percent of trips made by car.

+41% - +60%
+61% - +80%
+81% - +100%> +100%Percent Change in Peak Volume/Capacity Ratios Where Resulting V/C > 0.8
Scenario 3 vs. Scenario 2

34

Figure 10

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

175

City of Dallas Transit Metrics Analysis
The City of Dallas analyized transit mode share for the Downtown districts
and Downtown as a whole. Ridership data was collected from area transit
agencies, and proportions were calculated using cellphone and GPS dataof automobile trips from Streetlight.

176

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

M E TH O D O LOG Y F OR TH E WEEKDAY PEA K HO U R
TR A N S IT M ODE SH AR E S TUDY
Purpose:The purpose of this analysis was to determine a “transit mode share” foreach 360 Plan district, the areas inside and outside the CBD (freewayloop), and the overall study area for weekday peak AM and PM travel
periods, or rush hour periods (6:30am-8:59am, and 3:00pm-6:29pm). The
study aims to provide a baseline understanding of transit activity (rawnumbers of boardings and alightings as well as the percentage of all
downtown trips that these numbers represent) during peak times. This
exercise can be replicated in the future as a benchmark of how travel
mode preferences shift over time, and can be used to inform planningand investment in transit and roadway infrastructure.
Overall procedure: Transit ridership data from Dallas Area Rapid Transit
were gathered and aggregated for an average weekday peak time
total. This was added to StreetLight Data, Inc. automobile counts
gathered over the same peak time frames to arrive at a total numberof peak hour trips (this analysis excludes pedestrian and bicycle trips).

3.

It was assumed that ridership was evenly distributed acrossof the five days were added to reflect target peak time frames, theneach time frame as originally reported.

divided by five to arrive at an average daily count.		

4.

10.

For LRT and bus, data were received for time frames that

McKinney Avenue Transit Authority provided data for a sample

differed from the target peak time frames. Figures were calculatedof trolley trips from February-June 2017. Only three of these samples

by extrapolating subsections of given time frames; for example, DART(February 7, 2017; April 5, 2017; May 5, 2017) were taken during target

bus ridership data were provided from 6-9am, 9am-12pm, etc. The

peak times with one two outbound and one inbound trip. These data

6-9am time frame bus data were multiplied by five sixths to arrive atwere not included in the table because they represent too few data

an approximation for the 6:30am-8:59am target time frame. Data

points to ensure they are representative. Two of the samples showed

were similarly extrapolated for both AM and PM across the datasets.

zero outbound passengers (towards Cityplace) alightings during

Oak Cliff Streetcar data were provided in half-hour increments, so

weekday afternoons, which anecdotally is not representative as

these data were aggregated to arrive at the target peak time frames.

the trolleys are not typically empty. This implies that the transit mode

TRE and D-link data were provided comprehensively by stop overshares for the districts served by MATA (Uptown, Dallas Arts District, andspecified time frames (over five days in May and the month of May,

Thanksgiving Commercial Center) appear lower than they are, andrespectively), so data were simply summed and then averaged tocorrespondingly lessen the totals for inside and outside the CBD andarrive at a typical weekday peak time total.

the overall study area.

5.

DART LRT data were provided for weekdays from April 3-May

26, 2017. Relevant data were originally divided into time frames
6am-9am and 3pm-7pm. Ridership counts for target peak time frames
were extrapolated using the method described in number 4 above.

The transit trip totals for each geographic unit of analysis (the 18

6.

Downtown districts, areas inside and outside the CBD, and the entire

Relevant data were originally divided into time frames 6am-9am,

study area) were then divided by the number of total trips for that unit

3pm-6pm, and 6pm-9pm. Data were provided in GIS shapefile andof analysis, to arrive at transit mode shares.

Excel formats; GIS work was undertaken to identify totals by district.

DART bus data were provided for “several months in 2014”.

Ridership counts for target peak time frames were extrapolated using

Other Notes:
1.

The numbers in the tables account for both boardings andalightings, and represent an average weekday. “Target time frame”
refers to the peak AM time 6:30am-8:59am and the peak PM time
3:00pm-6:29pm, which correspond to the time frame over which data
were collected for automobile counts. 				
2.

Data were provided by Dallas Area Rapid Transit and McKinney

Avenue Transit Authority (MATA data was not utilized – see number 10
below).

the method described in number 4 above.
7.

DART Oak Cliff Streetcar data were provided for May 2017.

Relevant data were provided in half-hour increments; therefore, data
were simply added to reflect peak times.		
8.

DART D-Link data were provided for May 2017. Data were

provided in GIS shapefile and Excel formats; GIS work was undertaken
to join peak hour data to the shapefile to identify totals by district.
9.

TRE data were provided for the week of May 8-12, 2017. Data

for all stops were provided for each train trip. Ridership counts for each

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

177

Downtown Dallas 360 Area Weekday Peak Hour Transit Mode Share
Peak Hours Combined (6:30am to 9:00am and 3:00pm to 6:30pm)
District

Reunion District
West End Historic District
Thanksgiving Commercial Center
Main Street District
Civic Center
Dallas Farmers Market District
Dallas Arts District
Total - CBD
South Dallas/Fair Park
South SideThe Cedars
Deep Ellum
North Oak Cliff
Victory Park
Baylor District
Riverfront District
West Dallas
UptownDesign District
Total - Outside the CBD
Total - 360 Study Area

178

LRT Station(s)

LRT

Bus

Union Station
West End
St. Paul, Pearl/Arts
Akard
Convention Center

1,656
9,407
11,048
6,902
455

MLK
Cedars29,467
816
672

489
2,063
5,189
6,830
850
131
350
15,902
1,267
66
470
385
1,321
278
1,168
491
226
484
227
6,383
22,286

Deep Ellum, Fair Park844

Victory
Baylor2,017
865

Cityplace/Uptown

1,936

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

7,150
36,618

Oak Cliff
Streetcar

D-link

176

TRE

1,651
34
39
28
106
25
19

176

251

1,651

10

243
1,479

31

243
419

41
292

1,479
3,130

Total transit
trips

Auto Trips

Total Trips

3,972
11,504
16,276
13,760
1,411
156
369
47,447
2,083
737
470
1,239
1,564
3,775
2,033
491
226
2,451
227
15,29762,744

4,767
22,64636,14334,947
20,924
8,726
51,359179,513
4,732
3,631
4,300
11,61520,92077,14255,78013,657
7,516
152,598
34,722
386,614566,126

8,739
34,15052,41948,707
22,334
8,882
51,729226,960
6,815
4,369
4,770
12,854
22,48480,91657,81314,1487,742
155,050
34,949401,910
628,871

Transit
Mode
Share
45.4%
33.7%
31.0%
28.2%
6.3%
1.8%
0.7%
20.9%
30.6%
16.9%
9.9%
9.6%
7.0%
4.7%
3.5%
3.5%
2.9%
1.6%
0.6%
3.8%
10.0%

Downtown Dallas 360 Area Weekday Peak Hour Transit Mode Share*

Downtown Dallas 360 Area Weekday Peak Hour Transit Mode Share*

Peak Hours Combined (6:30am to 9:00am and 3:00pm to 6:30pm)

Peak Hours Combined (6:30am to 9:00am and 3:00pm to 6:30pm)

District

Reunion District
West End Historic District
Thanksgiving Commercial Center
Main Street District
Civic Center
Dallas Farmers Market District
Dallas Arts District
Total - CBD
South Dallas/Fair Park
South SideThe Cedars
Deep Ellum
North Oak Cliff
Victory Park
Baylor District
Riverfront District
West Dallas
UptownDesign District
Total - Outside the CBD
Total - 360 Study Area
*Sorted by Transit Mode Share

Transit
Mode
Share
45.4%
33.7%
31.0%
28.2%
6.3%
1.8%
0.7%
20.9%
30.6%
16.9%
9.9%
9.6%
7.0%
4.7%
3.5%
3.5%
2.9%
1.6%
0.6%
3.8%
10.0%

Total
TransitTrips
3,972
11,504
16,276
13,760
1,411
156
369
47,447
2,083
737
470
1,239
1,564
3,775
2,033
491
226
2,451
227
15,29762,744

Auto Trips

Total Trips

4,767
22,64636,14334,947
20,924
8,726
51,359179,513
4,732
3,631
4,300
11,61520,92077,14255,78013,657
7,516
152,598
34,722
386,614566,126

8,739
34,15052,41948,707
22,334
8,882
51,729226,960
6,815
4,369
4,770
12,854
22,48480,91657,81314,1487,742
155,050
34,949401,910
628,871

DistrictThanksgiving Commercial Center
Main Street District
West End Historic District
Reunion District
Civic Center
Dallas Arts District
Dallas Farmers Market District
Total - CBD
Victory Park
UptownSouth Dallas/Fair Park
Baylor District
North Oak Cliff
Deep Ellum
South Side
Riverfront District
The Cedars
Design District
West Dallas
Total - Outside the CBD
Total - 360 Study Area
*Sorted by Total Transit Trips

Total
TransitTrips
16,276
13,76011,504
3,972
1,411
369
156
47,447
3,775
2,451
2,083
2,033
1,564
1,239
737
491
470
227
226
15,29762,744

Transit
Mode
Share
31.0%
28.2%
33.7%
45.4%
6.3%
0.7%
1.8%
20.9%
4.7%
1.6%
30.6%
3.5%
7.0%
9.6%
16.9%
3.5%
9.9%
0.6%
2.9%
3.8%
10.0%

Auto Trips

Total Trips

36,14334,94722,646
4,767
20,92451,3598,726
179,513
77,142
152,598
4,732
55,78020,92011,615
3,631
13,6574,300
34,722
7,516
386,614566,126

52,41948,70734,1508,739
22,33451,7298,882
226,960
80,916
155,050
6,815
57,81322,484
12,8544,369
14,1484,770
34,9497,742
401,910
628,871

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

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THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Catalytic Development Area Opportunity
Maps
After four of the catalytic development areas had been identified, City ofDallas and DDI staff utilized MIG’s Granular Assessment study and worked
with appropriate stakeholders to identify opportunites for each area.
Each area was given a separate charette where potential development
locations, street designs, and other relevant topics were considered. This
input helped to create the Catalytic Development Opportunity Maps,
which later informed each area’s development plan shown in Chapter V.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER181

CARPENTER PARK AREA
Arts
District

BaylorDistrict

Hall
Arts II
JA
CI
NT
O
N

X

Central Sq.
Park

X

ON

L IV

AR

D

Development/ Re-Development Opportunity

X

Current/ Future DART Property Development
Opportunity Site

TI
LA

X

ER

M

Old Dallas
High School

OD

L

GO

X

*

AR

Announced Development

EO
AK

SA

X
LE

PE

Multifamily +Tom Thumb

X

X

Park/Open Space Opportunity

X
X

X
S
IS
SW

D

OO

BR
YA
N

RW

HA
Proposed
Carpenter Park

Existing MATA Streetcar

D2 Portal +Air Rights
Development

Proposed Streetcar Alignment

IC

CIF
PA
Underground Bus
Transfer/ D2 +Air Rights
Development

ELM

CESAR

Tower Petroleum
Hotel

Main Street
District

182

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

EZ
CHAV

MAIN

Main Street
GardenActive Ground Floor Use

The
Epic
Urban Forest Opportunity

Proposed
Pacific Plaza Park

Thanksgiving
SquareRamp Removal/ Redesign

X

Improved Primary Pedestrian Link

X
X X
X
X
X
X
X X
X
X XX X
X
X
X
X
X
X
X
X
X

ERCE

COMM

Farmers
Market

Deep
Ellum
X

Future Pedestrian Link Opportunity

Enhanced Intersection*

Public Art/Gateway Opportunity

Proposed D2 LTR Alignment
Proposed D2 LTR Station
Proposed D2 LTR U-Wall

West
End

HIGH SPEED RAIL STATION
AREA

CA

Plaza
Opportunity

Dallas Heritage Village

Deck Park
Opportunity

X

IN

IFF

X

X

Deck Park
Opportunity

L

DI
Z

D
AR
AK

FIN
GRIF

AR
LAM

*

Convention
Center

HO
TE

CA
NT
ON

City
Hall

GR

ST

E

W

ST

I

Proposed
CondosGR

Improve and Simplify
Street Network

XX

N

I
FF

EA

Announced Development

AN
TT
HA

Development/ Re-Development Opportunity

W

PO

BE

LL

EV

IEW

*

LA
MA
R

Convention Center Expansion Opportunity

Cedars

Park/Open Space OpportunityDavid
WeeklyTownhomes

AU
S

High Speed Rail Station/ Rail Alignment

CA

DI

Z

TIN

Historic Preservation + Placemaking Opportunity*

High Speed Rail Station Parking Structure

Urban Forest Opportunity

Proposed Multi-Modal Link

RIV

ER

FR

Trail Opportunity

ON

T

Future Pedestrian Link Opportunity
Proposed Freeway Off-Ramp

Enhanced Intersection

0

¯

250

TrinityRiver*

Public Art/Gateway Opportunity

Active Ground Floor Use
DART and TRE Extension to HSR Station
HSR Pick-up/Drop-Off Opportunity

500

1,000

1,500

2,000
Feet

X

Ramp Removal/ Redesign

Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS user community, Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER183

NORTHERN WEST END

Klyde Warren
Park
Proposed
Park Extension

Dallas Museum of Art

Perot Museum

Victory

Announced Development
Proposed
OfficeTower

Development/ Re-Development Opportunity

OM

BRO

Simplify Street Network
Improve Pedestrian Access
EY
INN
McK

AMLI
Proposed
Improve Grid and Residential Tower
Pedestrian Connectivity

ProposedSouth Asian Museum

IA

OL

GN
MA

*

Opportunity Site: flexible environment for food, art,
culture, retail, entertainment

Active Ground Floor Use

Fountain PlaceUrban Forest Opportunity

LD

FIE

GRI

R

FFIN

NGE

MU

*

Park/Open Space Opportunity

Improved Primary Pedestrian Link

S

LAW

GRIFF

Pedestrian Priority Link Opportunity

IN

AR
LAM

West End

IN

B
COR

DallasWorld Aquarium
RD

HO

Proposed
West End PlazaS

ROS

Future Pedestrian Link Opportunity*

Enhanced Intersection*

Public Art/Gateway Opportunity

Proposed D2 LTR Alignment
Proposed D2 LTR Station

Proposed
Holocaust andHuman Rights
Museum

Proposed D2 LTR U-Wall
Eliminate Free-Right Turn
Re-configure ON/OFF Ramp Opportunity184

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

WESTERN FARMERS MARKET
Main Street
Garden34

5
TAYLOR

Proposed
Harwood Park

M
ATI

D

Clean-up Street Grid*

Opportunity Site: flexible environment for food,art, culture, retail, entertainment

Farmers Market

L
AU
.P
ST

Park/Open Space Opportunity

MARILLA

City Hall

Active Ground Floor Use

ST.

ER
Y
VA

N
TO

Street Grid Network Extension Opportunity

IS

U
LO

N
CA

DE
OW

SIC

Z

BR

Enhanced Priority Link

Proposed
Garden

ER

OO

RW

*

Announced Development

Development/ Re-Development Opportunity

DL

HA

YOUNG

O
GO

Z
AVE
CH on
AR ucti
CES e red
lan

t
en

em

s
ea

C

I
AD

R
CO

A

AN

Remove Ramps

R

Pedestrian Priority Link Opportunityay
2-w

Future Pedestrian Link Opportunity

ReduceEnhanced Intersection

*

FIN

ay
2-w

Proposed
Deck Park

I-30 otprint
ROW FoW

IFGR

Gateway Opportunity
IN

G

F
RIF

E

Dallas Heritage Village

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

185

186

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Downtown Dallas 360 Urban Design
Guidelines (2011)
As apart of the 2011 Downtown Dallas 360 Plan, a series of urban deisgn
guidelines were adopted. As a foundation for these design guidelines,
several basic urban design principles outline desirable characteristics thatall Downtown buildings should possess and provide overall direction for the
specific design guidelines.

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187

CHAPTER IV|

T R A N S F O R M AT I V E S T R AT E G I E SOV E RA LL PRI NC I PL ES
As a foundation for the design guidelines, several basic urban
design principles outline desirable characteristics that all
Downtown buildings should possess and provide overall
direction for the speciﬁc design guidelines. Buildings and otherprivate realm improvements must:

1. Reinforce the relationship between the street
and building edge

2. Respect surroundings with context-sensitive
designs

Buildings need to respect the way that people bestinteract with and feel most at ease around them.
Meaning, they should be designed for pedestrians –not for automobiles passing by – who should be able
to experience an attractive and comfortable realm inwhich to walk, sit, eat or socialize. The design of thisenvironment should pay particular attention to thepedestrian at the street level, but should also ensure thatthe ﬁrst several stories of the structure engage people
with appropriate massing and detail.

Developments should reﬂect and contribute toindividual District identity and character by respecting
speciﬁc historic, cultural and ecological contexts.
Buildings should also respond to the function and role/
responsibility of public spaces and the adjacent streets on
which they are located. Similarly, buildings must engage
with and promote transit use, particularly at or near railtransit stations.

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3. Contribute to a positive, memorable urban
experience
Since buildings have a long life span, new developments
have the opportunity to contribute to a memorable urban
fabric. Dense urban environments like Downtown Dallas
must include buildings that create an identiﬁable skyline
as well as an engaging pedestrian experience. Buildings
should also plan for future ﬂexibility, allowing foradaptability to new trends of street-level animation andupper-ﬂoor uses.

4. Support a sustainable built environment
The built form should strongly embrace sustainable
design and development by responding to Dallas’s
climate conditions. New developments and renovations
to existing built fabric must create public and private
environments that maximize all opportunities forpeople to live, work or visit Downtown via multiple
transportation options. Buildings should also plan for
future ﬂexibility, allowing for adaptability to new trends,
including street-level animation, as well as incorporate
the latest technologies to place less burden on existing
infrastructure systems and reduce resource consumption.

memorable
and iconicarchitecture

green roofs andsustainable designunique design
opportunities
at intersectionsof the street gridmid-blockpedestrianpassagesbuilding formand edges that
activate open
spacesU RB A N D E S IGN F O R D O W N T O WN DA L L A S

infill developmentthat integrates withthe surrounding
context

How Downtown Dallas looks, feels and functions in the future will
depend upon bold development moves as well as nuanced, speciﬁc
urban design interventions. The guidelines on the following pages
are presented in several major categories (Urban Form, Ground
Floor Articulation, Upper Floor Massing and Articulation, Parking

street andbuilding designthat maximizes
streetcar
investment

Access and Design, Character and Signage) and are accompanied
by graphics, sketches and photos to depict particular direction

active, pedestrianoriented groundfloor spaces

or intent. In some cases, photos illustrate “what not to do” toprovide a contrasting example. In order to enhance sustainability
in Downtown, measures to address energy and resource use areintegrated where relevant.

63
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189

URBAN FORM
A. Setbacks
A1. Setbacks should relate to the ground ﬂoor context(e.g. 3-5’ for restaurants), are consistent to support a
particular land use (e.g. for a row of townhouses), andsupport public realm objectives (e.g. wider sidewalks
or street tree canopy)
A2.Allow setback exceptions on a case-by-case basis when
one or more of the following conditions is present:– Prominent civic building such as a museum, institution or performance venue– Public plaza is desired (e.g. at a key gateway location)– Adjacent to an historic landmark

Setbacks and dense landscaping are effective ways of mitigating theimpacts of freeway adjacencies, especially for residential uses.

– Noise-sensitive or incompatible contexts (e.g. next
to freeway)

Setbacks and/or easements should be utilized to foster lively outdoor
dining areas.

– Dedicated easements for outdoor dining or otherenhancements to the pedestrian experience.
A3. Respect historic contexts to provide a continuous
streetwall with limited or no ground-ﬂoor setbacks
A4. Encourage buildings to occupy a minimum of
90% of the entire property width along the sidewalk at
ground level

Residential setbacks should be used to engage buildings with the public
realm through porches, stoops and balconies.

Setbacks for prominent civic or institutional buildings are appropriate
and can often times create new civic space.

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New inﬁll development should help knit together the urban fabric by seamlessly ﬁtting in with existing buildings and creating a continuous streetwall.

URBAN FORM
B. Height and Orientation
B1. Ensure building heights from the back of the
sidewalk deﬁne the street relative to the street classiﬁcation width to ensure a strong sense of enclosureand urban experience for street users. For example,
Neighborhood Streets in the Dallas Farmers Market
district should utilize an ideal height-to-width ratio of
1:1.5 to reinforce the lower-scale residential character; Ross Avenue in the Arts District might utilize aratio of 2:1 or greater to better frame the wide street
and support the activity of a potential streetcar
B2. Ensure minimum ground-ﬂoor height of 15’
B3. Respect changing grids by orienting building
placement to respond to intersecting streets, view
corridors (from or to the site), and unique parcel
shapesDistrict Connectors and Streetcar Boulevards should have appropriate proportions and design to frame the wide street and support a range of modes.

B4. Require buildings within 300’ of rail transit stations
to present primary entrances and active uses (e.g.
ground-ﬂoor retail/restaurants or residential stoops,
upper-ﬂoor ofﬁces or residential balconies) along
primary street or passage frontages
B5.Require buildings fronting a public plaza, parkor open space to embrace the site with primary
entrances and active ground- and upper-ﬂoor uses

Orienting buildings at the intersection of Downtown’s changing grids
creates opportunities for special views and iconic architecture.

Rail transit corridors and stops are where buildings must have primary
entrances and active uses.

Buildings should frame public plazas and parks, as well as primary entrances and active ground ﬂoor uses to activate the open space.

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URBAN FORM
C. Access and Circulation
C1. Encourage multiple public sidewalk entrances tobuildings (i.e.limit single-entrance lobbies or retailcourts wherever appropriate and possible)
C2. Avoid walled or gate access-controlled entries onto
sidewalks wherever possible (other than primarybuilding entrance lobbies/courtyards)
C3. New tunnels, skybridges and other grade-separated
circulation systems are not allowed
C4.Provide appropriate site access based on street classiﬁcation (e.g. require primary pedestrian entrancesand strictly limit driveway cuts along Streetcar Boulevards)

Buildings should have multiple doorways and entries to encourageinteraction with the sidewalk and street environment.

Alleys should be attractive places that allow for service access, parking
where appropriate, and pedestrian passage.

C5. Encourage parking access via alleys or service lanes
where existing; for new developments, require alleyloaded parking wherever possible
C6.For blocks longer than 300’, design and integrate
multi-use mid-block pedestrian and bicycle connections including passages (mews, paseos) wherever
possible to improve overall connectivity (see theCreate Vibrant Streets and Public Spaces Transformative Strategy discussion regarding the Circulation andOpen Space frameworks: Passages)

Mid-block passages should be well-designed, comfortable andattractive to encourage walkability.

C7. Design access to visitor-oriented uses (e.g. hotels
and “destination” restaurants/retailers) to minimize
pedestrian/vehicle conﬂicts. Loading valet parking at
the curb is recommended for the Main Street, Thanksgiving Commercial Center and West End Historic
districts to facilitate access

Skybridges and tunnels drain pedestrian activity from the street andshould not be allowed as part of any new Downtown development.

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Mid-block passages should break up large blocks and link with the overall street system to boost connectivity throughout Downtown.

GROUND FLOOR ARTICULATION
A. General Guidelines
A1. Locate ground ﬂoor uses along the building edge toactively engage the pedestrian realm in the street
right-of-way– Retail storefronts, cafés and restaurants (including
outdoor dining) where appropriate– Common areas (e.g. entrance lobbies)– Minimize private ground ﬂoor uses or uses that
require privacy– Minimize passive uses fronting the street façade
such as parking, utilities, etc
A2. Maximize use of transparent, non-colored, non-reﬂective glass windows
A3. Provide generously-sized awnings, metal awning
screens and other vertical screens to provide shade forglass windows/doors while preserving transparency

Innovative display and lighting techniques create nighttime activity andenhance safety.

Ground ﬂoors should have awnings, pedestrian-oriented signage, andtall, clear windows, doorways and entryways.

Landscaped walls make use of rainwater and soften harsh buildingedges.

Display windows, kiosks and casual seating are effective ways to activate
blank building façades.

Avoid building designs that result in uninterrupted blank walls or façades facing the pedestrian realm.

A4. Discourage uninterrupted blank walls or façades.
Where such blank walls are necessary, apply landscape screens, display boxes/merchandise displays,
light patterns, material variations or other mitigation
measures to enhance visual interest and minimize
heat gain/reﬂectivity to sidewalk
A5. Animate existing blank façades and ground ﬂoors ofparking structures with pedestrian friendly uses:– Cafés and kiosks (ﬂowers, produce, books, magazine, etc) food carts– Changing art exhibitions– Interactive “light and sound” shows– Green walls
A6. Activate edges of existing surface parking lots with:– Cafés, food carts or kiosks– Pergolas or trellises (ensuring that ground landscaping such as hedges and seasonal plantings is
below 30” in height)

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193

GROUND FLOOR ARTICULATION
B. Commercial and Institutional

C. Residential

B1. Incorporate covered arcades or walkways into buildings
along the street frontage to afford climate protection topedestrians

C1. Encourage raised/set back entrances with stoops,
urban porches, balconies, small forecourts, etc. tomaintain privacy

B2. Encourage customer service, classroom or retailoriented functions on the ground ﬂoor to engage thepublic and activate the pedestrian realm

C2. Encourage planting of landscaping within residentialbuilding front setback to soften the building edge
C3. Limit the use of fences that face the public realm to no
more than 3’ high and avoid privacy screens

B3. Design building façades to allow private uses while
maintaining eyes on the street

C4. Locate more “public” uses (e.g. living room orentrance lobbies) fronting sidewalk on ground ﬂoor

B4. In multi-tenant situations, encourage tenant information as well as elevators/stairwells to be visible fromthe street level

Designing residential units so that active uses face the street can ensureeyes on the street and enhance the pedestrian experience.

Commercial and institutional buildings should incorporate publicoriented uses and spaces to encourage pedestrian activity.

Spacious, well-lit covered arcades or colonnades provide shelter fromthe elements for strolling, dining and displays.

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194

Large windows add transparency and activate the building façade while
maintaining eyes on the street.

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Entrances for residential and live/work units that are raised and set back from the street can help enliven the sidewalk and public areas in thefront, while maintaining privacy for those living inside.

CHAPTER IV

UPPER FLOOR MASSING AND ARTICULATION|T R A N S F O R M AT I V E S T R AT E G I E S

A. General Guidelines
A1.Encourage active uses on upper ﬂoors fronting thestreet to focus energy, visibility and activity toward
the public realm
A2.Articulate façades with elements that break up thevertical surface of buildings:– Fenestration (windows and doors)– Lighting– Cornices, lintels and sills– Vertical ﬁns or other shading devices– Varied material treatments– Balconies and awnings
A3.Locate building elements such as balconies on theﬁrst ﬁve ﬂoors above street level to engage the street;
ensure that balconies/terraces are appropriately sized
to be actively used by residents

Rooftop decks should be utilized to enhance livability and allow for arange of activities for residents and ofﬁce workers.

Green roofs capture rainwater, reduce heat gain, and serve aslaboratories for education and gardens for food and plant growth.

Avoid blank upper ﬂoors without windows or other articulation or
activation.

A4. Encourage landscaped terraces, pool/recreation
decks and other activity spaces for upper ﬂoors ofbuildings to activate upper ﬂoors, especially those six
stories or above
A5. Step back upper ﬂoors with site-speciﬁc articulation
to address the street type, open space visibility, and to
maximize building access to light and fresh air
A6. Incorporate screens, solar-capture technology,energy-efﬁcient and/or ventilated windows especiallyfor south- and west-facing tower façades to minimize
heat gain and capitalize on sun and wind exposure for
reduction in energy costs

Fenestration, shading devices, balconies and the use of varied façadematerials help break up the vertical surfaces of new and adaptively
re-used buildings.

A7. Encourage roof gardens or other green roof designs tominimize heat gain and improve access to fresh foodUpper-ﬂoor step-backs are appropriate to respect nearby contexts
and enhance access to light and air at both upper and lower levels.

Avoid blank upper ﬂoors without windows or other articulation or
activation.

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195

PARKING ACCESS AND DESIGN
A. Innovative Parking Alternatives

B. Parking Structures

C. Surface Parking Lots

A1. Explore innovative parking solutions such as stacked
parking, tandem parking and shared parking to optimize building space and/or minimize construction andhousing costs (see the Reform the Approach to Parking
Transformative Strategy discussion)

B1. Prohibit parking structure entrances or exits (otherthan pedestrian doors) from active retail streets or
special overlay streets such as Market in the West
End Historic District of the Main Street District
Retail Activation area; major tenant improvements
or construction permits for existing structures should
similarly prompt an examination of the removal/
relocation of any existing garage access points not incompliance with this guideline

C1. Require a speciﬁc use permit for surface parking inresidential developments; surface parking lots should
cover no more than 25% of the property frontage facing
a street

A2.Provide highly visible and conveniently located bicycle
parking as part of new ofﬁce, residential and mixed-use
developments (on-site or in sidewalk/setback where
feasible; otherwise located within designated on-or offsite parking facility)

C2. Encourage landscape screens, trellises, low walls andother mitigation for existing and future surface parking
lots to minimize the negative effects to active pedestrian-oriented sidewalk environments

B2.Ensure new parking structures and those seeking
improvements incorporate as many of the following as
possible:– Engaging, well-lit entrances and exits with state-ofthe-art pedestrian warning lights and sounds– Provisions for signage with parking information
visible from the street– Attractive ground ﬂoors using interactive art,
creative displays, vegetative screens, and/or new
technology (e.g. dynamic parking space availability
displays– Animated upper-ﬂoor façades using variations intextures, colors, materials, lighting and/or vegetation

Façade art, varying textures and colors are effective ways to mask theupper ﬂoors of parking garages.

– Active ground-ﬂoor uses such as retail– Rooftop solar-capture/shade structures and lightreﬂective surfaces or green roofs to minimize urban
heat island

Landscape screens can minimize the negative impact of surface parking
lots on active pedestrian-oriented sidewalks.

B3. Limit curb cuts for parking structure access to theminimum number required to adequately service theintended users
B4. Prohibit access ramps that run parallel to the street
or sidewalk

Innovative parking solutions such as stacked parking reduce the amountof land dedicated to parking.

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Solar shade structures are desirable on parking garage roofs.

Conveniently located bicycle parking amenities should be incorporated
into streetscape designs and new development.

CHARACTER

SIGNAGE

A. Identity and Character

A. Signage

B. Other Signs

A1. Embrace contemporary architecture and interpretations of styles where context-appropriate to add toDowntown’s diverse architectural palette

A1. Refer to speciﬁc signage regulations for Zones A, B and
C of the Main Street District Retail Activation area

B1. Judiciously apply building supergraphics to support
speciﬁc district character or street animation to avoid
visual clutter and undesirable emphasis on advertising

A2. Encourage master sign plans for large projects (e.g.
buildings greater than 50,000 square feet) to ensurecompatibility with broad Downtown objectives anddistrict-speciﬁc needs

A2.Encourage creativity in the design of landmark towers
to add to the Dallas skyline while respecting andstrengthening existing views of and from signiﬁcantstructures and natural features

A3. Do not allow property and building signs to dominate
the sidewalk, plaza or façade and ensure that theyreﬂect the overall design and architectural scheme for a
project or site

A3.Strengthen the unique identity and character of individual districts by continuing the use of materials andbuilding forms that deﬁne the district

A6. Celebrate key nodes with plazas, art and noteworthyarchitectural features (e.g. respond to the intersection treatment at Marilla and Harwood in the Dallas
Farmers Market district with buildings that curve tocreate a consistent fabric at this key node)

B3.Complement existing wayﬁnding signage with updated,pedestrian-oriented signs, especially at key district
nodes (e.g. Main and Akard, Ross and Lamar)

A4.Use quality, durable materials such as metal, wood andchannel letter styles

A4.Encourage building development that integrates
passive and active sustainable design elements andresponds to the Dallas climate
A5. Announce and celebrate individual districts in thedesign and strategic location of signature/iconic
buildings through innovative façade design and site
programming (e.g. emphasize the entry to the West
End Historic District at the northwest corner of Lamar
and Ross with a signature development that reinforces
district identity)

B2. Encourage construction fencing to incorporate
well-designed, engaging signage and/or artwork or
announcements to enliven street-level frontages

A5. Encourage blade signs especially in retail areas orwhere multiple tenants occupy a single building;materials should be metal or wood (applied or painted
letters/graphics are acceptable)

Contemporary architecture should continue to be integrated into
Downtown’s historic fabric wherever appropriate to complement
existing buildings and add to the sense of vibrancy and momentum.

A6. Scale signs appropriately to the particular building
context (i.e. signs should ﬁt on the ﬂat face of awnings,
in the clerestory above entrances)
A7. Illuminate signs by discreet lighting technologies (e.g.
rear uplighting, internal illumination, or projected
light); illuminated awning signs are discouraged
A8.Prohibit plastic box or formed/molded signs

Innovative signage is an effective way to enliven large, expansive
surfaces at street level.

A9. Prohibit window screen and mural signs that block or
reduce window or door transparency (except where
desired as an advertisement/art display as deﬁned in
the Main Street District Retail Activation Strategy or
where used to mitigate otherwise opaque windows orinactive façades)

Key gateway nodes should be emphasized with plazas, kiosks andlandscaping.

Tenant signs should be simple and made of quality materials, utilizing
discreet yet effective lighting.

D O W N T O W N D A L L A S 3 6 0 – A PAT H W AY T O T H E F U T U R E

71

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

197

198

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Downtown Dallas, Inc. Perception Survey
Downtown Dallas, Inc. conducted a perception survey in Fall 2016 to
capture and evaluate trends, desires, and behaviors of Downtown
residents and workers. The survey data has informed the creation of The
360 Plan objectives and will be used for benchmarking purposes into the
future.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

199

AND THE SURVEY SAYS…

GREATER DOWNTOWN DEMOGRAPHICS
DOWNTOWN

58% MALE
42% FEMALEEDUCATION

INCOME

66% WHITE
24% BLACK
3% ASIAN
3% OTHER
2% MULTI-RACE
14% HISPANIC
SOURCE: BUXTONTOPINDUSTRIES

3

GREATER DOWNTOWN

Associates Degree

10%

4%

Bachelors Degree

36%

33%

Graduate Degree

21%

21%

Avg HH Income$99,721$93,592

Median HH Income$64,752$65,699

Professional, Sci, mgmt,
admin, and waste mgmt svcs

25%

25%

Education, Health Care andSocial Assistance

13%

20%

Finance, Insurance, Real
Estate11%15%

10,000 LIVE IN DOWNTOWN
50,000 LIVE IN GREATER DOWNTOWN
135,000 WORK IN DOWNTOWN

756 RESPONDENTS:

756 RESPONDENTS:

51% OF RESIDENTS LIVE IN
GREATER DOWNTOWN AREA

51% OF RESIDENTS LIVE IN
GREATER DOWNTOWN AREA

29% DOWNTOWN
22% GREATER DOWNTOWN
20% SURROUNDING DISTRICTS

DOWNTOWN

29% DOWNTOWN
22% GREATER DOWNTOWN
20% SURROUNDING DISTRICTS

81% WORK IN GREATERDOWNTOWN DALLASDOWNTOWN

63% DOWNTOWN
18% GREATER DOWNTOWN
19% SURROUNDING DISTRICTS

4

200

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

5

756 RESPONDENTS:

756 RESPONDENTS:

51% OF RESIDENTS LIVE IN
GREATER DOWNTOWN AREA

51% OF RESIDENTS LIVE IN
GREATER DOWNTOWN AREA

29% DOWNTOWN
22% GREATER DOWNTOWN
20% SURROUNDING DISTRICTS

29% DOWNTOWN
22% GREATER DOWNTOWN
20% SURROUNDING DISTRICTS

81% WORK IN GREATERDOWNTOWN DALLASDOWNTOWN

81% WORK IN GREATERDOWNTOWN DALLASDOWNTOWN

63% DOWNTOWN
18% GREATER DOWNTOWN
19% SURROUNDING DISTRICTS

63% DOWNTOWN
18% GREATER DOWNTOWN
19% SURROUNDING DISTRICTS

DEMOGRAPHICS

DEMOGRAPHICS

54% FEMALE
46% MALE

54% FEMALE
46% MALEEVEN DISTRIBUTION IN
AGE OF RESPONDENTS

6

LIVE

(25-55 YRS OLD)

7

40% HAVE LIVED HERE FOR

0-2
YEARS

60% HAVE LIVED HERE FOR 3+

40%

YEARS

HAVE CHILDREN- 43% PRIVATE SCHOOL- 16% DISD

25% 51% 24%
3+ PER HH
LIVE ALONE

8

MAJORITY OF DOG OWNERS TAKE THEIRDOGS TO PARKS, RESTAURANTS, AND
ATTEND EVENTS DOWNTOWN

81% LIVE IN APARTMENT OR CONDO
58% RENT / 41% OWNSIMILAR DISTRIBUTION FOR BOTH DT & GDT

2 PERSON HH

SIMILAR DISTRIBUTION FOR BOTH DT & GDTHAVE ONE OR
MORE DOGS

9

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

201

WHERE WELIVE & PLAY

20%
8%
2%

5%
5%

3%
2%

4%

28%
7%

4%
1%

1%

4%

6%

3%
2%
4%

10

+

50%

11

WHY WELIVE HERE

20%

8%
19%
2%

5%
9%

31%

12%

3%

8%

2%

28%
49%

10%
4% 12%
1%

1%

5%
4%
30%
7%
4%

6% 8%

2%

12%

12%
3%

10%

2% 10%
4%

12%

12

202

51%

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER%
89

69% - I ENJOY LIVING IN THE GREATER DOWNTOWNAREA AS OPPOSED TO THE SUBURBSOF RESIDENTS SAY THEY ARE
SATISFIED WITH LIVING HERE.
17

WHAT DO YOU LIKE MOST ABOUT LIVING DOWNTOWN?

WHAT DO YOU LIKE MOST ABOUT LIVING DOWNTOWN?

“I LIKE THAT THERE ARE SEVERAL PLACESTO WALK TO THAT I ENJOY. I ALSO LIKE THE
BUILDING THAT I LIVE IN BECAUSE IT IS
OLDER AND HAS A LOT OF CHARACTER““I LIKE THAT THERE ARE SEVERAL PLACESTO WALK TO THAT I ENJOY. I ALSO LIKE THE
BUILDING THAT I LIVE IN BECAUSE IT IS
OLDER AND HAS A LOT OF CHARACTER“- S. KELLER- S. KELLER“CLOSE TO WORK, PROMISE OF
ENERGY IN AREA.”- B. SCHMIDT

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

203

69% - I ENJOY LIVING IN THE GREATER DOWNTOWNAREA AS OPPOSED TO THE SUBURBS
66% - I WANT TO LIVE IN A WALKABLE
PART OF TOWN SO I DON'T HAVE TO DRIVE

69% - I ENJOY LIVING IN THE GREATER DOWNTOWNAREA AS OPPOSED TO THE SUBURBS
66% - I WANT TO LIVE IN A WALKABLE
PART OF TOWN SO I DON'T HAVE TO DRIVE

52% - I WANT TO LIVE CLOSE TO WHERE I WORK

19

18

69% - I ENJOY LIVING IN THE GREATER DOWNTOWNAREA AS OPPOSED TO THE SUBURBS
66% - I WANT TO LIVE IN A WALKABLE
PART OF TOWN SO I DON'T HAVE TO DRIVE

52% - I WANT TO LIVE CLOSE TO WHERE I WORK

48% - I WANT TO LIVE CLOSE TO NIGHTLIFE / EVENTST
THAT I ENJOY
20

204

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER%67

OF RESPONDENTS SAY A FULL SERVICEGROCERY STORE IS THE MOST DESIREDNEW RETAIL IN DOWNTOWNOTHER TOP WISHES
1. GENERAL MERCHANDISE STORE
2. CONVENIENCE OR SMALL FORMAT GROCERY
3. DEPARTMENT STORES
4. HOME IMPROVEMENT / HARDWARE STORES
5. PET CARE / SUPPLIES / BOARDINGGETTING TO WORKMOST PEOPLE DRIVE TO WORK, BUT MANY RESPONDENTS
HAVE USED TWO OR MORE OF THE FOLLOWING:

62% TAKE CAR TO WORK

- 56% DRIVE- 6% CARPOOL

13% WALK OR BIKE
15.4% TAKE DART

- 10% DART RAIL
- 4% DART BUS- 1% DART STREETCAR- 0.4% D-LINK

70%

HAVE LESS THAN 30 MINUTECOMMUTE TIME(PEOPLE VALUE LIVINGNEAR WORK)

7% TAKE “OTHER”- 5% UBER, LYFT, OTHER RIDESHARING SERVICE- 1% TAXI CAB- 1% E-FROG, ART CART, OTHER FREE SERVICEGETTINGAROUNDGETTING AROUND

MOST PEOPLE DRIVE WHEN VISITING, BUT MANY ALSOWALK OR USE MULTIPLE TRANSPORTATION SERVICES:

99% DRIVE A CAR- 90% DRIVE- 9% CARPOOL

35%

26% WALK OR BIKE
25% TAKE DART

- 17% DART RAIL
- 3% DART STREETCAR- 4% DART BUS- 1% D-LINK

OF VISITORS AND
GUESTS SAY PARKING IS
AN ISSUE DOWNTOWN

23% TAKE “OTHER”- 20% UBER, LYFT, OTHER RIDESHARING SERVICE- 1% TAXI CAB- 2% E-FROG, ART CART, OTHER FREE SERVICE
24

25

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

205

WHAT DO YOU LIKE MOST ABOUT LIVING DOWNTOWN?

WORK“BEING ABLE TO WALK OR UBEREVERYWHERE. HOW DOG FRIENDLY IT IS.”- L. JENKINS%
35

OF RESPONDENTS HAVE WORKED IN
DOWNTOWN FOR 2 YEARS OR LESS.

206

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER%65

OF RESPONDENTS HAVE WORKED IN
DOWNTOWN FOR 3 YEARS OR MORE.

OUTSIDE THE OFFICE%30

LUNCH / BREAKS:
80% OF PEOPLE WHO WORK DOWNTOWN LEAVE THE OFFICE AT
LEAST ONCE A WEEK FOR LUNCH OR BREAKS
27% LEAVE THE OFFICE EVERY DAY FOR LUNCH / BREAKSOF RESPONDENTS HAVE WORKED IN
DOWNTOWN FOR AT LEAST 10 YEARS.

HAPPY HOUR / AFTER HOURS:
67% OF PEOPLE WHO WORK DOWNTOWN STAY DOWNTOWN FOR
HAPPY HOUR OR DINING AT LEAST ONCE A MONTH

31

VISITING DOWNTOWNACTIVITIES IN DOWNTOWN:“SO MUCH TO DO!”- L. JENKINS“LOVE THE COMMUNITY”(PAST 12 MONTHS)- P. WILSON

91% DINED DOWNTOWN“ABILITY TO WALK MANY PLACES”

83% VISITED PARKS DOWNTOWN
76% VISITED MUSEUMS DOWNTOWN- R. AMBROSE

65% ATTENDED A CONCERT DOWNTOWN

46% OF NON-RESIDENTS ATTENDED EVENTSDOWNTOWN MORE THAN 13 TIMES IN THE PAST YEAR
32

“LOVE OUR SKYLINE”- T. MURRAY#MYDTDTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

207

208

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

bcWorkshop Know Your Neighborhood
As a part of The 360 Plan’s public input phase, bcWorkshop utilized theirPeople Organizing Place tool to gather specific data about Downtown
neighborhoods through an interactive website and guided facilitation to
begin discussions of neighborhood boundaries throughout the study area.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

209

DOWNTOWNDALLASNEIGHBORHOOD
MAPPING

PREPARED BY
buildingcommunityWORKSHOP is a Texas based nonprofit community design center seeking to improve the livability andviability of communities through the practice of thoughtful design and making. We enrich the lives of citizens by bringing
design thinking to areas of our city where resources are most scarce. To do so, bcWORKSHOP recognizes that it must firstunderstand the social, economic, and environmental issues facing a community before beginning work.

210

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTERTABLE OF CONTENTS
Introduction

1

The Engagement Tool

4

The Engagement Process

6

Neighborhoods

8

Neighborhood Summary Statistics

12

Modifications to Already Known Neighborhoods

14

New Boundaries

38

New Boundaries & new names

42

Is “Downtown” a Neighborhood?

48

Super Neighborhoods

50

Super Neighborhood Breakdown

55

Conclusion

70[bc]’s Elizabeth Jones reviews the new Draw Your Neighborhood mapping tool at the Cedars/Farmers Market
Visioning Session, September 3rd, 2015.

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

211

INTRODUCTION
Since 2012, buildingcommunityWORKSHOP’s POP Neighborhood Map Project has
positioned residents as community experts to assist in identifying boundaries for
all definable neighborhoods within the city, creating a framework for a network ofneighborhoods with strong identities which foster community and organize residents
to advocate for their neighborhood’s future. To date, through research and community
outreach, the project has identified 378 neighborhoods, making it the city’s mostcomprehensive neighborhood map and filling a void among existing local resources.
To make the neighborhood information collected more accessible to city residents andfacilitate the collection of additional input, [bc] began work on a digital version of the
POP Neighborhood Map. The resulting website, PeopleOrganizingPlace.com, adds two
new tools for strengthening neighborhood identity and geographic definition:1) Know Your Neighborhood (peopleorganizingplace.com/know), a directory of
Dallas neighborhood information; visitors can find out about the history, existingneighborhood organizations, statistics about its residents and buildings, and city
council information for all neighborhoods mapped by [bc].
2) Draw Your Neighborhood (peopleorganizingplace.com/draw), a digital tool for
mapping neighborhoods; users can draw, name and describe their neighborhoods,
greatly expanding our ability to crowdsource detailed neighborhood boundaries.
Users can also draw super neighborhoods, a new focus of The Dallas Neighborhood
Map. Super neighborhoods are contiguous groupings of neighborhoods
or communities that function as an organizing element to bridge between
neighborhoods and larger municipally designated geographies such as service
areas or city council districts.
Neighborhood stakeholders take a look at the People Organizing Place mapping tool with [bc]’s Isaac Cohen
at South Dallas / Fair Park Workshop, November 10th, 2015.

Simultaneous to the development of digital POP Neighborhood Map Downtown Dallas,
Inc. (DDI), was working on relaunching Downtown Dallas 360, their master planning
process first initiated in 2011. With the decidedly neighborhood focus of 360, apartnership between the 360 engagement process and [bc]’s new digital neighborhood
tools was natural. The work plan between the two organizations established a formal
partnership between [bc] and DDI that capitalizes on DDI’s interest in creating
alternative ways to gather information on, document, and engage with citizens about,the neighborhoods of Downtown. This work added an additional dimension of input tothe Downtown Dallas 360 planning process by utilizing [bc]’s toolkit for engagement,planning, and design.

DOWNTOWN DALLAS NEIGHBORHOOD MAPPING212

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Through active participation in DDI’s Downtown Dallas 360 engagement process,including city planning workshops, public events, and targeted presentations, [bc] and
DDI used the POP Neighborhood Map digital tool to provide a better understandingof what downtown stakeholders know their neighborhood and super neighborhoodboundaries to be. The results are intended to be used to confirm or revise DDI’s officiallyrecognized downtown neighborhood boundaries. The “Know Your Neighborhood”
component of the site was presented alongside “Draw Your Neighborhood” as a means
to promote neighborhood advocacy and involvement.
This report summarizes the findings of this engagement process, from August, 2015 toJanuary, 2016. Although the focus of our engagement was the geography encompassedby DDI’s 15 downtown districts, we had a number of submissions that fell outside ofthat area. The complete record of submissions is shown through maps at the beginningof the Neighborhood and Super Neighborhood sections in this report. Subsequent
reporting is solely about the area defined by DDI as downtown.

Know/Draw Your Neighborhood fliers at the South Dallas / Fair Park Workshop, November 10th, 2015.

02

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

213

THE ENGAGEMENT TOOL
The information presented in this report were collected through a digital tool developedby Axis Maps for buildingcommunityWORKSHOP with support from DDI. The tool
has two parts - Draw Your Neighborhood (collection) and Know Your Neighborhood(transmission). During our engagement process for this project we used the Draw Your
Neighborhood collection tool to ask people who live, work, and/or play Downtown todraw the boundaries of and name their neighborhood. They were then asked to tell
us a little bit more about what they drew, including whether they had identified aneighborhood or super neighborhood, how confident they were in the boundaries they
had drawn, and to tell us a little about why they had chosen those particular boundaries.
All information included in these responses are provided in this report. This page uses
screen captures from peopleorganizingplace.org/know to illustrate the digital mapping
process.

1. An introduction describes [bc]’s partnership with DDI and introduces
Downtown Dallas 360.

2. A breakdown of “neighborhoods” vs. “super neighborhoods”. A
short video walks a participant through the process of mapping theirboundary.

04

214

3. A diagram of the mapping process succinctly illustrates the three main
steps - draw, name, and submit.

4. The participant picks a point to start drawing and clicks to make thefirst point in a polygonal boundary. Each mouse click is a new vertex.

5. When a boundary is complete, the participant must name theirboundary, identify whether it’s a neighborhood or super-neighborhood,
apply a confidence level, and explain why they chose those boundaries.
In subsequent descriptions of submitted boundaries the confidence scale
has been assigned a numerical value, 1 being “Not Confident”, 5 being“Very Confident”.

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

THE ENGAGEMENT PROCESS

6Neighborhood stakeholders take a look at the People Organizing Place mapping tool with [bc]’s Isaac Cohen
at South Dallas / Fair Park Workshop, November 10th, 2015.

Downtown stakeholders discuss elements of downtown at map focused event held at Serj Coffee, October
28th, 2015.

The website was piloted on August 18th, 2015, at the Dallas Homeowners League Boot
Camp where it was shared with 50 people through demonstration on a digital tablet
and the distribution of Know Your Neighborhood postcards. After this successful test
a press release was sent on September 2nd to 60 local and national organizations andpress outlets. The site was picked up by a number of local digital publications and blogs
including the Oak Cliff Advocate and the Lake Highlands Advocate. The press release
was also sent to the 154 neighborhood leaders listed in Know Your Neighborhood.

demonstrations and postcards; AURORA in the Arts District where [bc] and a team ofvolunteers used DDI’s media cart to map neighborhoods with approximately 30 people;
and the DDI Membership Forum where [bc] mapped boundaries with 15 individuals. On
October 28th, [bc] held a POP Neighborhood Map and Downtown neighborhood focused
event at Serj Coffee with the goal of sharing the map and discussing with neighborhood
leaders the importance of identifying unique neighborhood characteristics in settingneighborhood priorities.

With the official launch of the website, [bc] began its public campaign to engage
Downtown stakeholders in using Draw Your Neighborhood to draw their neighborhoodboundaries. A team of [bc] staff attended four Downtown Dallas 360 visioning sessions,
mapping boundaries with 30 individuals at these events, and sharing information about
the map with approximately 150 workshop attendees. In addition to the visioning
sessions [bc] attended a number of DDI sponsored events including: the Arts District
Block Party, where [bc] informed approximately 50 people about the map throughTo supplement the in person outreach, Know/Draw Your Neighborhood was promoted
through printed and social media. Throughout the six months of engagement [bc]distributed over 400 postcards to individuals and businesses throughout downtown,
in person and through the mail. Project updates and reminders to participate were
tweeted and promoted in [bc]’s newsletter on a regular basis. A blog was setup to
publish articles and updates on the project, and was cross promoted through [bc]’s
website and social media.

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

215

NEIGHBORHOODS
Neighborhood Submissions Overlaid

Neighborhood Submission Boundaries

The map below depicts areas touched by the largest number of submissions. It illustrates
activity, not consensus. The Central Business District and Uptown/Oak Lawn were easily
the most mapped parts of the city, in particular areas in and around Main Street District
and Farmers Market District were included in 11 or more boundary submissions. The
overlay seems to show a greater interest in mapping older and denser areas of Dallas.

The map below depicts the outline of every neighborhood submitted and begins to callattention to the features that form boundaries. In particular, the highways around theCentral Business District become pronounced, along with other major roads.

most submissions
high submissions
low submissions
very low submissions
trinity river

8216

submitted boundary
trinity river

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Downtown Neighborhood Submission Boundaries
The map below depicts the outline neighborhoods submitted that overlap with the
downtown area of study. To the right is a zoom in on that area showing the boundaries
in relationship to each other, the area of study, and street grid of the city.

Downtown as defined by the 15
submitted boundary
trinity river10

Downtown as defined by the 15
submitted boundary
trinity river

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER217

NEIGHBORHOOD
SUMMARY STATISTICS
Of the 170 neighborhoods submitted through the POP Neighborhood Map website, 77(40 percent) fell within DDI’s coverage area. Two-thirds of the 57 super neighborhoodboundaries submitted touched DDI’s coverage area. (Figure 1)
Neighborhood boundary submissions were categorized into four different types:

38

19

77

107

Downtown Submissions

Downtown Submissions

Super Neighborhoods

1. Circles - rough estimations of neighborhoods drawn as a circle without specificboundaries
2. Confirmations - exactly confirms an existing neighborhood boundary (we didreceive any confirmations for neighborhoods within DDI’s coverage area.)
3. Modifications - neighborhood submission that resembles an existing neighborhood
4. New - neighborhood submission that does not substantially intersect with any
existing neighborhoods

DDI Coverage
OutsideNeighborhoods

031 percent of all downtown submissions, were in the New category, 64 percent ofsubmissions modified DDI and [bc]’s current neighborhood boundaries, and 4 percent
were circles. (Figure 2)

20

40

60

80

100

120

140

160

180

200

DDI Coverage
OutsideSeveral neighborhoods were more heavily represented in boundary submissions thanothers. Eight variations on the Main Street District were submitted, along with seven of
the Farmers Market District, five of the Dallas Arts District and four each of Deep Ellum,
Design District, Uptown, West End Historic District, and Victory Park. (Figure 3)

Submissions by
by Category
Category
Submissions

Submissions by Category

0%

10%

New
Modification
Circle

12

218

20%

30%

40%

New

50%

60%

70%

Modification

80%

90%

100%

CircleDOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTERMODIFICATIONS TO ALREADYKNOWN NEIGHBORHOODS
While there were no boundaries drawn to confirm existing neighborhood definitions, 71
participants drew modified versions of neighborhoods defined by DDI’s 15 districts. Forneighborhoods whose boundaries are partially defined by infrastructure - for instance
Woodall Rogers in the Design District and I-45 and I-30 for the Farmers Market - that’s theboundary that remains constant in multiple submissions while the boundaries formedby regular streets, especially those without a significant landmark, distinct appearance,or change in grid pattern, are the ones that vary the most. In order to easily compare
new submissions with existing definitions we’ve overlaid new boundaries on top ofboundaries as defined by the POP Neighborhood Map boundaries of DDI’s 15 districts.
In 2 instances we received modified boundaries for neighborhoods - Exposition Parkand Cityplace - that are not part of the 15 but have been established as neighborhoods
through the POP Neighborhood Map research and are within the same geography as
the 15. We included the boundaries for those neighborhoods as shown on the POP
Neighborhood Map for reference.

14

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

219

West End Historic District

D

R

GE

UN

FI

EL

D

O
NT

O
NT

M

CI
JA

AN

O
NT

CI
JA

S

S

RD

IFF
GR

ELM

STON

STON

HOU

HOU

IN

STON

RD

HOU

RECO

S

CI
JA

AN

RECO

AN

GRIFFIN

ONS

EL

S
MON
STEM

FI

S
MON
STEM

M
STEM

There is no strong agreement on what constitutes the WestEnd. One submission appears to be in error. Among theother three, two agreed on Elm as the southern boundary,
two agreed on Record as the western boundary and two
agreed on Woodall Rodgers as the northern boundary. Thereseems to be agreement that the district centers around Ross
between Lamar and Market.

MAIN

GRIFF
IN

E

RC

ME

E

RC

N
JACKSO

M
COME

N
JACKSOM
CO

DDI boundary - West End Historic DistrictN
JACKSO

Confidence 4 - Near El Centro - “Parking transit lunch in proximity toel centro,”

Confidence 4 - West End HistoricFI

EL

GRIFFIN

O
NT

IFF

GR
IN

STON

ELM

IN
AUST

N
JACKSO

CI
JA

S

RD

HOU

STON

E

RC

ME

M
CO

O
NT

AN

RECO

IN

N
JACKSO

R

M

HOU

IFF

E

RC

ME

UN

CI
JA

MAIN

ELM

D

GE

O
NT

N
SA

ELM

M
CO

EL

GR

STON

RD

HOU

RECO

N
SA

CI
JA

FI

S

R

GE

UN

D

MON

D

S

MON

EL

M

STEM

STEM

FI

E

RC

ME

M
CO

N
JACKSO

IA
ST V
TON

S
HOU
DUC
T

West End Historic District boundary - DDI
West End Historic District boundary - [bc]submitted boundary[bc] boundary - West End Historic District

16

220

Confidence 4 - West End Historic

Confidence 5 - I’m A BIRD!!!!! - “Yes”

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Dallas Arts District

RO

O

W

SS

RO

E
AV

O
NT

L
AL
OD

S
ER

W

VE
SA

S
RO

CI
JA

LD

18

[bc] boundary - Dallas Arts District

VE
SA

S

RO

N

SA

FIE

LD

O
NT

LR

AL
OD

OD

O

ST

W

CI
JA

ST

Confidence 5 - Arts Ghetto - “Love the art but the neighborhood could
use a little more ump”

SS

RO

N

SA

FIE

LD

E
AV

O
NT

ST

CI
JA

I-345

Dallas Arts District boundary - DDI
Dallas Arts District boundary - [bc]Submitted boundaries

ST

OD

Y

W

SF

R
GE

I-345

LD

N
CI
JA

I-345

N

SA

FIE

TO

O

W

ST

Y

Y

VE
SA

AL
OD

CENTRAL EX

LR

S
RO

ST

Y

O

W

ST

CENTRAL EX

Y

A
OD

LD

W

SF

R
GE

GE

OD

N

SA

FIE

O
NT

CI
JA

Confidence 3 - Dallas Arts District - “It’s the area with the highest
concentration of performance venues and art museums within the
Dallas downtown, and I most frequently hear buildings in this area
being reported as being located in the Arts District.”

CENTRAL EX

Y

VE
SA

S
RO

CI
JA

ST

W

R
LL

W

Confidence 5 - Dallas Arts District

F
RS

RO

I-345

DDI boundary - Dallas Arts District

N

SA

FIE

O
NT

L
AL
OD

O

ST

I-345

ST

FW

DG

RO

O

ST

I-345

N

SA

FIE

LD

Y

FW

DG

D

L
AL
OD

Y

Y

S
ER

CENTRAL EX

Y

W

SF

R
GE

Y

Y

CENTRAL EX

CENTRAL EX

There were five submissions that clearly referenced andmodified the existing Arts District Boundary. Each submissionagreed that Woodall Rodgers was the northern boundary of
the neighborhood. Ross Avenue was the majority choice forsouthern boundary, although two submissions extended
to the south to include Pearl/Arts District Station, and one
submitter specifically mentioned the Spire Properties,
anticipating future development adjacent to the current arts
district may interface with the Arts District or incorporate
its identity into their branding. There was also majority
agreement on N. St. Paul Street as the western boundary ofthe district (the back of the Dallas Museum of Art). To theeast, the majority of submissions extended as far as Central
Expressway.

ST

Confidence 4 - Arts District - “Live here”

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

221

Farmers Market District

CENTRAL EX

S
ER
AR
M

CI
JA

KE
T

ST

ER

VA
Y

RCE

T
KE
AR
SM
ER
Y
RA

M
RB
TE

ER

Farmers’ Market District boundary - DDI
Farmers’ Market District boundary - [bc]Submitted boundaries

PE

G
YOUN

I 45
R
FA

UL
ST PA

E
COMM

ON
JACKS

20

TON

R L THORN

DDI boundary - Farmers Market

Confidence 4 - Dallas Arts District - “what i believe they are but added
the south arts district (eg spire properties) area as well.”

222

M

G
YOUN

ON
JACKS

Y
RA

LD

ST

B
ER

FIE

O
NT

I-345

N
SA

E
AV

I 45

T
PE

SS

RO

RCE

E
COMM

R
FA

OD

UL
ST PA

W

Y

LR

L
DA

OO

Y

W

SF

R
GE

Out of the eight submissions there was considerable
consensus on several boundaries. The southern boundary
was generally agreed upon as I-30, the eastern boundary as
I-45, and the western boundary as Ervay St. In terms of name,the neighborhood was split between Farmers Market District
and Farmers Market. One adventurous submission extended
the Farmers Market across I-30 to intentionally include Dallas
Heritage Village in a configuration they called Dallas Farmers
Market and Historical Agriculture. There was some disputeas to whether Commerce or Young was the rightful northernboundary.

VA
Y

TON

R L THORN[bc] boundary - Farmers Market

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

I 45

RCE

E
COMM

M
B
ER

KE

T

T

T

Y
RA

KE

Y
RA

KE

Y
RA

AR
M

AR
M

T
PE

S
ER

S
ER

M
B
ER

B
ER

T

AY

AR
M

T
PE

S
ER

G
YOUN

ON
JACKS

I 45
R
FA

R
FA

G
YOUN

ON
JACKS

I 45

UL
ST PA

RCE

E
COMM

UL
ST PA

M
T
PE

R
RB
TE

KE
AR
SM
ER

PE

G
YOUN

ON
JACKS

R
FA

RM
FA

UL
ST PA

G
YOUN

ON
JACKS

I 45

RCE

E
COMM

UL
ST PA

RCE

E
COMM

L

AR

ER

VA
Y

RL

ER

THORNTON

Confidence 3 - Farmers Market

ER

VA
Y

TON

KE
T

Y
RA

Confidence 5 - Farmers Market District - “Our boundaries Ervay Commerce - Good Latimer - I30. However, we do allow members
outside our border area who support our Neighborhood Revitalization
Cedars. We are also part of a Super Neigh-”

VA
Y

AR
SM

RB

TE

ER

TON

R L THORN

ER

M
PE

T

VA
Y

Confidence 3 - Farmers Market

R
FA

UL
ST PA

G
YOUN

TON

R L THORN

I 45

KE

AR
SM

ER

M

T

TON
R L THORN

RCE

E
COMM

ON
JACKS

VA
Y

R L THORN

Confidence 5 - Farmers Market District - “Its defined by the Farmers
Market”

R
FA

UL
ST PA

G
YOUN

ON
JACKS

ER

Confidence 3 - Farmers Market District

22

TON

R L THORN

KE

Y
RA

RB

TE

VA
Y

AR
SM

PE

ER

M

R
FA

UL
ST PA

ER

ER

I 45

I 45

RCE

G
YOUN

VA
Y

Confidence 2 - Farmers Market District - “Just cause”

E
COMM

ON
JACKS

PE

TON

R L THORN

Confidence 4 - Dallas Farmers Market and Historical Agriculture “Local Food System with farmers market and community gardens andthe historical heritage village.”

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

223

Main Street District

OO

D

ES

T

ST

OL

IV

HA

RW

OO

D

RCE ST

T

ST

OL

IV

RW

OO

D

ES

T

ST

5

JACKS

OL

IV

HA

RW

OO

D

RD S

AVE
PACIFIC

I-34

T

T

ST

AVE
PACIFIC

T

5

ES

T

T
JACKS

I-34

5

RCE ST

T

E
COMM
T
S
ON

JACKS

T

AR S
LAM

ERCE S
COMM
ON ST

T

AR S
LAM

AR S
LAM

JACKS

I-34

RCE ST

AKA

RD S

AKA

5

ERCE S
COMM
ON ST

AVE
PACIFIC

Confidence 3 - Downtown Dallas - “Areas I walk to regularly”

HA

I-34

T

RD S

AKA

AVE
PACIFICTST

CENTRAL EXY

ES

ES

E
COMM
ON ST

T
AR S
LAM

D

5

CENTRAL EXY

OO

I-34

JACKS

CENTRAL EXY

IV

D

Confidence 3 - Main Street

DDI Boundary - Main Street District

OL

OO

E
COMM
ON ST

T
AR S
LAM

T
AR S
LAM

JACKS

RW

IV

RW

RCE ST

E
COMM
ON ST

HA

OL

HA

T
RD S

5

ST

AVE
PACIFIC

T
RD S

T
RD S

I-34

T

AKA

AKA

AKA

AVE
PACIFICESCENTRAL EXY

IV

RW

CENTRAL EXY

OL

HA

CENTRAL EXY

The eight submissions that modify the existing Main Street
District showed some of the greatest variation among downtown
neighborhoods. Half of the submissions identified CommerceStreet as the southern border, the strongest consensus of any
boundary. To the east, only one submission extended as far as
Cesar Chavez Blvd; to the south, only two extended to Lamar
Street. There was some agreement on Pacific Avenue as thenorthern border, although one submission pushed as far northas Federal Street. Notably, multiple submissions proposed the
district’s name as EMC, an abbreviation of Elm-Main-Commerce.

Main Street District boundary - DDI
Main Street District boundary - [bc]Submitted boundaries[bc] Boundary - Main Street District

24

224

Confidence 3 - Main Street District

Confidence 4 - EMC - “Elm-Main-Commerce bounded by the Belogarden and the main Street Garden in the grain of the streets isbooming with new retail and residential that brings a new identity to
the city center as a neighborhood for the first time since the 40’s.”

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Victory Park

OO

D

ES

T

ST

IV

RW

OO

D

T
RD S

T
RD S

AKA

AKA

AVE
PACIFIC

OL

HA

I-34

5

CE ST
MMER

ES

T

ST

CENTRAL EXY

IV

RW

CENTRAL EXY

OL

HA

There is strong consensus that Victory Park’s boundaries do
not extend far enough to the east and should go at least as
far as Field Street. Stemmons and Woodall Rodgers are also
largely agreed upon for the West and South boundaries,
respectively. The Northern boundary is contended of being
as far south as American Airlines Center and as far north as
Goat Hill.
AK

AVE
PACIFIC

5

D

AN

HL

AS

HOUSTON

COM
ON ST
JACKS

S
MON
STEM

T
AR S
LAM

T
AR S
LAM

CO
T

D

I-34

ST
MERCE

ON S
JACKS

AR

FI

EL

D

S

ER

DG

L
AL
OD

RO

O

W

Confidence 3 - Main Street District

IV

RW

OO

D

CENTRAL EXY

OL

HA

DDI boundary - Victory Park District

Confidence 3 - Main Street - “That’s where I shop/walk”

ES

T

ST

T

RD S

AKA

E

T
LY

AVE
PACIFIC

I-34

5

MON

STEM

T

AR S
LAM

JACKS

HOUSTON

RCE ST

E
COMM
ON ST

S

RS

GE

R
LL

E

DA

ENTAL AVCONTIN

Confidence 5 - EMC - “Its EMC”

26

Victory Park District - DDI
Victory Park District - [bc]Submitted boundaries

OD

OO

W

[bc] boundary - Victory Park

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

225

E

T
LY

AK

AR

D

D

AN

HL

AS
RR
YH

HOUSTON

HA

IN

S
MON
STEM

ES

E

T
LY

AK

AR

FI

EL

D

D

S
ER ND
DHGLA
ROAS
L
L

S

S

ER

DG

D

VICTORY PARK

EL

S
MON
STEM

FI

ORY
VICT

HOUSTON

S
MON
STEM

MON

ST EM

HOUSTON

DA

OO

W

L
DA

L

L
DA

OO

D
RO

R
LL

DA

W

W

Confidence 4 - Victory Park

OD

OO

OO

W

RS

GE

RS

GE

O
LR

Confidence 3 - Victory Park - “It’s the location of American Airlines
Center and The W, which I know are located in the Victory Park, andalso the location of many construction projects described as located in
Victory Park. The ‘Victory’ DART station is also here.”Confidence 5 - South Victory Park - “Victory Park is really twoneighborhoods because of the boundaries separating VP from uptown
and the design district. North Victory Park accesses uptown via Oliveand design district via Hi Line. South Victory Park access design district
via continental”

E
YN
PA
HA

RW

OO

D

LD

FIE

S

MON

HOUSTON

STEM

HOUSTON

MON

STEM

RS

S

GE

R
LL

OD

DA

S

ER

OO

DG

W

L
AL
OD

RO

O

W

Confidence 5 - Victory - “Correct area”

Confidence 3 - Victory Park - “I live there”

DOWNTOWN DALLAS NEIGHBORHOOD MAPPING

28

226

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

Uptown
There is mostly agreement about Uptown’s general shape,
particularly on retaining Woodall Rodgers and Central
Expressway as borders to the east and south. Two of thesubmitted variations are nearly identical, extending thewestern boundary to Turtle Creek and the southern boundary
to Harry Hines, with the northern boundary as Blackburn.
Another submission offers Fitzhugh as the northern border. A
final submission concentrates on a small area focused aroundthe Crescent Center.

BL

AC
K

BU

BL

AC
K

AC
K

BU

EE
K
CR
LE
TU
RT

CR
LE
RT
TU

K
EE
CR
LE
RT
TU

RN

LWAY

LWAY

H TOL

H TOL

CENTRAL EXPYNORTCENTRAL EXPY

NORT

W

AS
DALL

AS
DALL

CENTRAL EXPY

EE
K

RN

RO

OD

WO

BL

RN

BU

HA
Y
RR
S

S
NE
HI

NE
HI

Y
RR
HA

MAP
L

LR

AL
OD

Y
OD

E RO

UTH

M

DG

L

AR

AK

FIE

D

LD

L
DA

RO

HA

OO

AK

W

AR

D

UTH

S
ER

O

O

W

AK

MAP
L

E RO

S

ER

G
OD

RW

AR

D

S

ER

DG

L
AL
OD

RO

O

OO W
D

FIE

LD

DDI boundary - Uptown

Confidence 3 - Uptown

Confidence 3 - Uptown - “The tall buildings begin to feel like downtown
to me so I cut what many may consider uptown off before the park forthat reason. Past west village stops feeling like uptown because thelower density. Besides that the highways and especially park space”
FITZ

HUG

H

BL

BL

BL

AC
K

K
EE

K
EE
CR
LE
RT

CR

CENTRAL EXPY

Y
LLWA

TH TO
MCK

M
AP

INNO

M
AP

N

LE

LE

E

RS

LR

AL
OD

G
OD

L

AL
ND

Uptown District boundary - DDI
Uptown District boundary - [bc]Submitted boundaries

30[bc] boundary - Uptown

AR

D

RA

NT

SCE

CRE

AL
OD

G
OD

MAP
LE

Y
OD

O

M

O

W
AK

NT

SCE

CRE

RS

E

LR

O

W

AK

RN

LE

S NOR

TU

K
EE
CR
LE

A
DALL

CENTRAL EXPYCENTRAL EXPY

RT

BU

RN

RT

RN

TU

AC
K

BU

BU

TU

AC
K

ROU

TH

L
AL
OD

S

ER

DG

RO

O

AK

AR

D

Confidence 4 - Greater Uptown - “Think Uptown is greater than its‘legal’ boundaries including area toward Cole Park, etc.”

W
AR

D

Confidence 5 - Uptown - “It’s where I live”

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

227

LEV

EE

FF
WYCLI

SYLVA
N

EX

SYSY
LVLVAAN
N

SYLVA
N

PR
E

SS

WYCLI

WYCLI

FF

The Design District has the most agreed upon neighborhoodboundaries among all DDI coverage neighborhoods.
Stemmons to the east and the levee to the west are hard andfast boundaries in people’s minds. There is slight variation to
the north and south, however. One submission adjusted thesouthern boundary to Payne, whereas the others have theboundary at the Margaret Hunt Hill Bridge, and the existingboundary is Continental. The northern boundary has beenalternatively drawn near Express Street, confirmed at Wycliff,or extended to the ends of Valdina, Vantage, & Monitor streets.

FF

Design District

LEV

EE

LEV

EE

ONS

ONS

M
STEM

M
STEM

ONS

M
STEM
NE
PAY
CONTINENTALCONTINENTAL

CT

CT

U
IAD

V
VE
LA
GE
NTA
BRID
INE
T
IL
H L
N
UNT
CO
ET H
R
A
G
MAR

V
VE
LA
E
IDG
NTA
L BR
INE
IL
T
H
T
N
CO ET HUN
R
A
G
MAR

CO

V

HILL

GE

BRID

FF
WYCLI
SYLVA
N

SYLVA
N

U
IAD

Confidence 4 - Design District - “Core group of retail in that area. New
buildings and hotels going up.”

WYCLI

FF
WYCLI

EE

E
AV

UNT

TH
ARE

G
MAR

Confidence 3 - Design District - Nothing written

LEV

TAL

EN

IN
NT

FF

DDI boundary - Dallas Design District

SYLVA
N

CONTINENTAL

CT

U
IAD

LEV

EE

LEV

EE

STEM

STEM

MON
S

S

S
MON

MON

STEM

CONTINENTALCONTINENTAL

CT

U
IAD

V
VE
LA
E
NTA
IDG
INE
L BR
T
IL
H
N
UNT
CO
ET H
R
A
G
MAR

Design District boundary - DDI
Design District boundary - [bc]Submitted boundaries[bc] boundary - Design District

32

228

CT

U
IAD

V
VE
LA
NTA
S
GER
INE
D
T
O
N
R
CO ODALLWO

RIVERFRONT

Confidence 3 - Design District - “Businesses in that area. Newapartments have same architectural style.”

CT

U
IAD

V
VE
LA
E
NTA
IDG
INE
L BR
T
IL
H
N
UNT
CO
ET H
R
A
G
MAR

Confidence 3 - Design District - “Nature of the businesses in that area.
Similar businesses in that geography.”

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

The Cedars

OD

OD

OD

ER

ER

M

M

TI
LA

I-30

TI
LA

ER
M
TI
LA

I-30

S

S

AK

AR

D

S

GO

GO

GO

I-30

S

S

S

Three boundaries were submitted that modified the Cedars
neighborhood, two of these three boundaries combined what
are known as the Cedars and South Side. One submission
was nearly identical to the current boundaries, but moved
the I-45 boundary to Harwood Street. One submission useda circle focused on S Ervay Street and McKee Street. A third
submission moved the neighborhoods southern borderfrom Riverfront Blvd to the railroad tracks, and from I-45 to S
Central Expressway.

AK

AR

D

ST

ST

AK

AR

D

ST
AY

B

S

RI

AL

VE

RF

M
CO

PS

LI

W

AY

S

B

RI

RO

VE

RF

NT

DDI boundary - The Cedars

OM

RO

AL

NT

W

LI

Confidence 5 - The Cedars - “boundaries of the Cedars Neighborhood
Association”

P

LI

Confidence 4 - Cedars - “general understanding of the neighborhood.
Cedars open studios. TIF”

ER[bc] boundary - The Cedars

AL

PS

LI

M

ER

34

NT

AL

TI
LA

M

TI
LA

The Cedars boundary - DDI
The Cedars boundary - [bc]Submitted boundaries

RO

NT

ST

AY

B

M

RF

RO

W

OD

OD

D

O
SC

RF

M
CO

AK

AR

VE

B

VE

GO

GO
I-30

S

RI

AY

RI

S

S

I-30

S

S

C
PS

W

AY

S

RI

B

M

VE

RF

RO

NT

AL

O
SC

W

P

LI

Confidence 3 - Cedars

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

229

South Side
One boundary was submitted identical to DDI’s South Sideboundary. [bc] currently has no boundaries drawn for South
Side. This boundary called this neighborhood South Lamar.

S

0

I-3

S

AK

AR

D

S

RI

0

ST

D

S

VE

RF

RO

NT

AY

B

OM

AL

AK

AR

I-3

RI

VE

RF

ST

RO

NT

AY

W

B

C
PS

LI

AL

DDI boundary - South Side

M
CO

W

PS

LI

Confidence 5 - South Lamar - “future land use”

S
OD

GO
ER

M

TI
LA

I-30

S

South Side boundary - DDI
South Side boundary - [bc]Submitted boundaries

RI

VE

RF

RO

NT

[bc] boundary - have not defined any boundary for South Side

36

230

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTERNEW BOUNDARIES
There were a number of instances of boundaries that were drawn within the DDI circle,
were not one of the 15 downtown districts, but had previously been defined on the
POP Neighborhood Map. For a neighborhood to be included on the POP Neighborhood
Map, its boundaries have to be confirmed by 3 different sources. The boundaries drawn
here reaffirm that these neighborhoods - Exposition Park, Cityplace, State Thomas,
Turtle Creek Corridor, Peak’s Addition, and Park Row - are unique neighborhoods within
the downtown area. However, none of the boundaries drawn coform to the existing
definitions, although Turtle Creek Corridor comes close.

Exposition Park

Cityplace

Most notable about the single submission modifying
Exposition Park is the contention that the neighborhood
ends at I-30.

This version of the Cityplace neighborhood cuts off at the
highway, in this case Central Expressway, resolving theoverlap with West Village. The proposed new Cityplaceboundaries significantly grow the neighborhood into East
Dallas to the north and south.

BL

AC

N

EL

NH

L

ASK

ELL

LT

HO

RN

TO
N

L

CE

SK

L
CO

KB

UR

HA

NT
RA

A

BI

UM

L
TO

PI

LE

R

MAIN

CA

CO

PE

AK

PAC
IF

CA

RR

IC

O

K

M

N

EL

L

LL

PE

AK

E

TT

YE
FA

IC

KO

RY

ION

SK

O

RY

OSIT

HA

PA
R

EXP

M

E

LE

FIC

UN

OF

TR

H

LA

NTON

I 45 R L THOR

3RD

CA

2ND

T
AT
W

DD

SS

O

RO

W
AS

HI

NG

TO

N

RO

BE

RT

B

CU

LL

UM

Confidence 2 - Exposition Park - “From daily walks around expo park,
not sure of northern boundaries. Boundaries of lunch time comfort”

DDI drawn boundary - Deep Ellum
DDI drawn boundary - South Dallas[bc] drawn boundary - Exposition Park
Submitted boundary

38

Confidence 2 - Cityplace - “From daily walks around expo park, notsure of northern boundaries. Boundaries of lunch time comfort”

DDI drawn boundary - Baylor[bc] drawn boundary - Cityplace
Submitted boundary

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

231

State Thomas

Turtle Creek Corridor

Peak’s Addition

Park Row

The single submission using the State Thomas name greatly
expands the existing State Thomas boundaries to the Westand Northwest, extending its northern border along Hall
Street before following Turtle Creek Blvd and Cedar Springs
Rd to the south.

There was a single submission that modified the Turtle Creekneighborhood boundaries, but only very slightly. Whereas[bc]’s follows Cole Avenue as its southeastern boundary thesubmission follows Carlisle Street. [bc]’s northern boundary
for Turtle Creek hugs the southern border of Highland Park,
the submission extends only as far north as Avondale.

The Peak’s Addition boundary was updated to reflect new
official neighborhood association boundaries during thecourse of the Downtown 360 engagements. Two submitted
boundaries varied slightly from the current and previous
boundary. Each using Columbia Ave and Fitzhugh Ave as
borders, while one pushed the northwestern boundary from
Live Oak St to Bryan St and the other included both Peak St
and Haskell Ave as boundaries to the southwest.

Of the two submitted neighborhood boundaries for Park
Row/South Boulevard, one nearly mirrors the existingboundary while one expands it. The first bumps the boundaryfrom the lot lines behind Park Row and South Boulevard
to Al Lipscomb Way and MLK Jr Blvd. The other submission
uses this same extension and stretches the neighborhoodboundary all the way to Fair Park.

NF

ITZ

HU

GH

N

AW

KL

RT

LE

CR

EE

K

OA

TU

T

EE

TR

KS

A
EO

SF

ITZ

HU

GH

LIV

D

AN

OR

LE

GO

W

CO

HU

TH
AL

M

AP

NEY

LE

CO

BIA

M
LU

MCKIN

GR

M

CO

RK

PA

LM

OW

X

R
HE

NG

KI

JR

T

R

TIN

LU

AR

M
S
ER

G

OD

LR

L
DA

OO

W

Confidence 5 - State Thomas - “that’s where I walk around”

DDI drawn boundary - Uptown[bc] drawn boundary - Uptown[bc] drawn boundary - State Thomas
Submitted boundaries

Confidence 4 - Turtle Creek Corridor - “Historically considered theTurtle Creek Corridor neighborhood bordering on each side of
Turtle Creek. There is some overlap with the Uptown and Oak Lawnneighborhoods as well. See the Turtle Creek Association’s website formore details including a stu-”

DDI drawn boundary - Uptown[bc] drawn boundary - Uptown[bc] drawn boundary - Turtle Creek[bc] drawn boundary - City Place
Submitted boundaries

40

232

Confidence 5 - Peak’s Addition - “These are the official boundaries of
Peak’s Addition which also encompass Peak’s Suburban Addition. The
GIS Dallas maps lists this neighborhood as Mill Creek but the name wasofficially changed many years ago.”

Confidence 5 - Park Row - “Neighborhood association”

Confidence 5 - Peak’s Addition - “I live in Peak’s Addition neighborhood.
Our neighborhood encompasses an historic district (Peak’s Suburban
Addition), but our area also encompasses non-historic and commercial
streets. We are the closest single family neighborhood to downtown
and Deep -”DDI drawn boundary -Baylor[bc] drawn boundary - Peak’s Addition
Submitted boundaries

DDI drawn boundary - South Dallas / Fair Park[bc] drawn boundary - Park Row / South Boulevard
Submitted boundaries

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTERNEW BOUNDARIES & NEW NAMES
A majority of the boundaries drawn were for already identified neighborhoods. However,during this process there were a few new neighborhoods, with unique boundaries andnames, that appeared: Lower McKinney (LoMac), Cole/West Village, Hickory Crossing/
Deep Fair Park, Deep Ellum to South Dallas, Exposition Park Limited, South Dallas, NearEl Centro, South Victory Park,
There were two “new” neighborhoods that were drawn multiple times. While thedifferent participants who drew these boundaries did not draw them exact sameway, there was some agreement for each. It should be noted that both of these “new”
neighborhoods appeared in the area known as Uptown.

Cole Park / West Village

Lower McKinney / LoMac

Two submissions contributed for a neighborhood called Cole Park,also referred to as Cole Park/West Village, could be consideredeither a new neighborhood, or a modification to the existingneighborhood of West Village. Whether they are new or amodification, they overlap with the existing boundaries of Uptown
and Oaklawn. Cole Park/West Village (1), is bounded by Blackburn,the North Central Expressway, Fitzhugh, and the properties on the
North/West side of Buena Vista. The second boundary, Cole Park (2)covers a larger area, and also begins at Fitzhugh and North Central
Expressway and extends south to Hall Street and west beyond the
Katy Trail.

Three submissions were contributed for a new neighborhood
called Lower McKinney, or LoMac, in a southern portion of thearea currently described as Uptown. All three submissions agreed
that 366 constitutes the south eastern boundary and Field thesouth western boundary of Lower McKinney. The smallest of thethree areas drawn designates Ashland and Cedar Springs Road as
its northern boundary. The second largest area drawn for Lower
McKinney is comprised of the full horseshoe formed by Field, N
Pearl, and 366. The largest boundary drawn follows Cedar Springs
Road and McKinney, ending at the intersection of Howell andClyde.

FITZ

HUG

ING

UR

SPR

KB

N

AR

AC

CE

BL

NT

RA

S RD

L

H

HA

CED

LL

L

EL

W

HO

ER

DG

O
LR

FI

O

W

EL

D

O

LR

AL

D
OO

R
GE

Y

W

SF

L

A
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Confidence 5 - Cole Park/West Village - “Everything south of Fitzhughto Lemmon Avenue to Katy Trail and Central Expressway seems to be
the center of activity. If you go north across Fitzhugh that seem to beanother community totally”
Confidence 5 - Cole Park - “Definitive Cole Park”

Confidence 5 - LoMac - “Land use of LoMac”
Confidence 5 - LoMac or Lower McKinney - “As the horseshoe has
filled in with development, it has taken on its own character that isslightly different from the rest of Uptown. Uptown becomes the superneighborhood and this “end” becomes it’s own thing. Since many
orient themselves around McKiConfidence 4 - Lower McKinney (LoMac) - “May need some adjustment.
Though, not everyone refers to it as such, just yet, it is picking up andI hear it more often. Boundaries may need some adjustments, but it isgenerally this area.

DDI drawn boundary - Uptown[bc] drawn boundary - Uptown[bc] drawn boundary - City Place
Submitted boundaries

42

DDI drawn boundary - Uptown[bc] drawn boundary - Uptown
Submitted boundaries

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

233

CBD-FAIR PARK

LINK
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3rd

5

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I 30

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PAR
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ENT

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Near El Centro

Exposition Park Limited

Deep Ellum to South Dallas

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Hickory Crossing / Deep Fair Park

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Confidence 3 - Deep Fair Park

Confidence 4

Confidence 3 - Hickory Crossing - “Space b/w I-45, I-30, Dawson, &Ferris”

DDI drawn boundary - South Dallas / Fair Park[bc] drawn boundary - Grand Park South
Submitted boundaries

DDI drawn boundary - Deep Ellum[bc] drawn boundary - Deep Ellum
DDI drawn boundary - South Dallas/ Fair Park[bc] drawn boundary - Grand Park South
Submitted boundaries

44

234

P

RO

ET

M

M
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Confidence 2 - “From daily walks around expo park, not sure ofnorthern boundaries. Boundaries of lunch time comfort”

DDI drawn boundary - Deep Ellum[bc] drawn boundary - Deep Ellum
DDI drawn boundary - South Dallas/ Fair Park[bc] drawn boundary - Grand Park South
Exposition Park
Submitted boundaries

Confidence 4 - “Parking transit lunch in proximity to el centro”

DDI & [bc] drawn boundary - Main Street District
DDI & [bc] drawn boundary - West End Historic District
Submitted boundaries

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

South Dallas

South Victory Park

I 30

5

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STEM

P

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BL
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Confidence 3

DDI drawn boundary - South Dallas / Fair Park[bc] drawn boundary - Grand Park South
Submitted boundaries

46

Confidence 5 - “Victory Park is really two neighborhoods because of
the boundaries separating VP from uptown and the design district.
North Victory Park accesses uptown via Olive and design district via Hi
Line. South Victory Park access design district via continental”

DDI drawn boundary - Victory Park[bc] drawn boundary - Victory Park
Submitted boundaries

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER235

IS “DOWNTOWN” A
NEIGHBORHOOD?

S

YOUNG

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RW

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IC
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YOU

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There were 10 neighborhood boundaries drawn for a “Downtown” neighborhood - 8labeled definitively as Downtown, 1 as “Inner Loop”, and 1 as Central Business District.
Overall the descriptions of these boundaries lacked detail - none explained why theychose the particular boundaries they’d drawn or even wrote out what those boundaries
were. When an explanation was given, it had to do with familiarity and comfort. 4 people
wrote that their boundaries were based on an area they are able to walk. There were 5
boundaries that were strictly defined by highways. Despite this, aside from 1 mentionof Klyde Warren Park, there were no acknowledgments of neighborhood characteristics,
major landmarks, or significant infrastructure.

AK

AR

FF
RI

G

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IN

Confidence 3 - Downtown Dallas - “Areas I walk to regularly.”
Confidence 3 - Downtown Dallas - “It’s where I live and walk around.”

STEM

RO

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S

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DG

Confidence 3 - Downtown Dallas - “The area where I can comfortably
walk from my apt.”

UT

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S

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Confidence 5 - Downtown Dallas - “Its as far as I can walk withoutcrossing a highway. Well, I could cross over the Klyde Warren Park but
Uptown is the worst.”

PEA

I 30

I 30

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NT

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TE

I 45

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ON

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A

IAL

MEMOR

Confidence 4 - Downtown - “I live there.”

NO

RL

GA

Confidence 3 - Central Business District - Nothing written

Confidence 5 - Downtown Dallas - “i based it off of landmarks I’mfamiliar with downtown.”
Confidence 3 - Inner Loop
Confidence 3 - Downtown - “I live Downtown”
Confidence 3 - Downtown

48

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THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGSUPER NEIGHBORHOODS

14-17 submissions
11-13 submissions
8-10 submissions
5-7 submissions
1-4 submissions
trinity river

50

Super Neighborhood Submissions Overlaid

Super Neighborhood Submission Boundaries

Just like the “neighborhood submissions overlaid ma”p, the map below depicts areas
touched by the largest number of super neighborhood submissions. It illustrates
activity, not consensus. The downtown area, particularly the areas outside the “loop”
saw the most activity.

The map below depicts the outline of every super neighborhood submitted. Like theneighborhood boundaries drawn, highways, major roads and the river emerge as adefining features determining a number of boundaries. However, a number of themappear to be more random, perhaps more intuitive, than the neighborhood boundaries.
The area of the boundaries varied greatly and covered much of the city except for far
north Dallas.

submitted super neighborhood boundary
trinity river

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

237

Downtown Neighborhood Submission Boundaries
The map below depicts the outline neighborhoods submitted that overlap with the
downtown area of study. To the right is a zoom in on that area showing the boundaries
in relationship to each other, the area of study, and street grid of the city.

submitted neighborhood boundary
Downtown as defined by DDI’s 15 districts
trinity river

52

238

THE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

submitted neighborhood boundary
Downtown as defined by DDI’s 15 districts
trinity river

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGSUPER NEIGHBORHOODBREAKDOWN
We received 31 super neighborhood boundaries that overlapped with the area of study.
Overall there seemed to be consensus that there be a super neighborhood that defines
a geography in the “heart” of the city, referred to at times as Downtown, the Core, or
the Central Business District. However there was no consensus on what the boundary ofthis central super neighborhood boundary would be. Some examples were defined by
highway infrastructure, but more often they appear to be groupings of neighborhoods
that have similar types of activities or shared interests. The super neighborhood thatwas identified the most was one called Uptown.

54

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

239

Downtown

This boundary includes the areas of the city commonly
associated with shopping, entertainment, culture, and adensity of public transit. Extends across the river and very
specifically follows Sylvan to W 12th Street, across I-35 to I-30,
down Corinth to Cesar Chavez, back up to I-30, extending toinclude Fair Park, up Washington to I-75, around the Uptown
area to Cedar Creek and Turtle Creek, to I-35 and Inspiration,across the Continental Bridge, down Singleton.

Confidence 3 - Downtown - “BAD, CBD, Arts Dist, Lower Uptown,
Cedars, Fair Park - A bike ride or D-Link or eFrog ride away..”submitted neighborhood boundary
Downtown as defined by DDI’s 15 districts

56

240

This boundary of a Downtown super neighborhood includes
everything inside the loop plus the areas commonly known
as the Cedars, South Side, Deep Ellum and Expo Park. The
boundary extends south beyond the loop along Riverfront
to Corinth, across to I-45, north to I-30 until the DART line,
following the DART line west to Good Latimer, north on Good
Latimer to I-45.

Confidence 3 - Downtown

submitted neighborhood boundary
Downtown as defined by DDI’s 15 districts

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

This version of a downtown super neighborhood is similar
to the one above except it excludes the area known as the
Design District and includes a much smaller area south-westof the Trinity River. The boundary follows I-35E.

submitted neighborhood boundary
Downtown as defined by DDI’s 15 districtss

58

Confidence 3 - Downtown

Two respondents drew a Downtown super neighborhood as
precisely the area within the highway loop.

Confidence 3 - Downtown
Confidence 3 - Downtown

submitted neighborhood boundary
Downtown as defined by DDI’s 15 districts

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

241

Central Business District

Two respondents drew business districts that stayed within the
highway loop but did not encompass the full extent of area
inside the loop. The first boundary includes the area commonly
understood as the Arts District, with a northern boundary of
Woodall Rogers, extending up to Routh until Ross, down toHardwood, down Commerce to Lamar, back up to Woodall
Rogers. The second boundary does not precisely follow streets- the southern border is approximately I-30 from Griffen to S
Harwood, up to Cesar Chavez and Canton, to San Jacinto andCrockett, to Olive north of Flora, to Lamar and Ross, to Union
Station. This boundary includes most of the highly developed
areas of Downtown and excludes peripheral areas.

Confidence 4 - Business Entertainment District - “Market research”
Confidence 5 - Central business district - “Lived and worked downtown
for many years.”

submitted neighborhood boundary
Downtown as defined by DDI’s 15 districts

60

242

Three respondents specifically drew what they called the“CBD Neighborhood Coalition”. In all 3 cases this included theneighborhoods considered to be the Farmers Market District,and the Cedars. Although all 3 included Deep Ellum in theirdescription, it was only drawn into 2 of the boundaries.

Confidence 3 - CBD Neighborhood Coalition - “CBD Neighborhood
Coalition is an organization the covers Cedars, Farmers Market
Area, and parts of Deep Ellum. The purpose is to focus on sharedquality of life and social concerns that are common to the areas,
without infringing on the autonomy of the i-”
Confidence 4 - CBD Neighborhood Coalition - “Coalition
comprised of The Cedars NA, Farmers Market Stakeholders andDeep Ellum. Association determined to address common issues
without compromising the integrity of the individual associations.”
Confidence 3 - CBD Neighborhood Coalition - “The Cedars,
Farmers Market Stakeholders, and Deep Ellum have loosely joined
as a information and activism sharing group, given the commonalityof Quality of Life issues”

submitted neighborhood boundary
Downtown as defined by DDI’s 15 districts

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTERCore

One respondent designated an area that includes the 15
current districts designated Downtown as well as areas
across the river - including parts of the West Dallas and Oak
Cliff areas - and Love Field Airport, calling it the “Urban Core”.
They identified a complimentary boundary as an are thatshould added to what is considered the urban core. Thesedesignations appear to be about grouping neighborhoods
that currently have a lot of development and economic
activity.

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

62

Confidence 5 - Urban Core - “This is the area that I identify as thecentral urban core neighborhoods where the most development ishappening, slated to happen, and those adjacent sections that are
urbanizing more. Some sections of this Super-Neighborhood are
decidedly more single-”

Two respondents identified a central core super neighborhoodthat extend slightly beyond the highway loop.

Confidence 4 - Central City Core Neighborhood - “I think theseneighborhoods have similar characteristics and needs”
Confidence 4 - Core Dallas - “A core area in central Dallas seeking
uniform restrictions, parking, zoning, panhandling, and workability
regulations, similar to Austin..”Confidence 4 - Urban Core -Consideration for Addition - “I believe
all or portions of these areas should also identify with the Urban Coreand represent a great opportunity for the city to engage with other,close-in neighborhoods that have great potential or improvements,
development, and crime-reduction.

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

243

Uptown

Four boundaries identified as Uptown share a common corearea - the area bounded by I-75, Woodall Rogers Freeway,
N Pearl Street, Cedar Springs, Katy Trail, and Blackburn.
Most of the discrepancy beyond those boundaries is overthe north eastern and south western boundary - that I-75Woodall Rogers and Cedar Springs-Katy Trail are boundaries
is generally agreed upon.

Confidence 4 - Uptown - “Includes all of Uptown...McKinney Corridor”

Confidence 2 - Uptown - Nothing written

Confidence 5 - Uptown - “Because it is”

Confidence 5 - My Uptown - “This is my walking radius from my condo
in south victory park.”

Confidence 1 - Uptown - “I dine there”
Confidence 3 - Uptown - “Bounded by Katy Trail, highways, andBlackburn”

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

64

244

Except for some area of overlap, two boundaries identified
as Uptown share relatively little with the currently known
boundaries of the area.

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

South Dallas / Fair Park

Lower East Dallas

Extended Lakewood

There were three boundaries drawn for a version of a Fair
Park super neighborhoods. Two of these boundaries include
the area immediately south of I-30 between I-35E and I-45,
commonly known as the Cedars or Southside. Despite having
Fair Park in its name, one boundary actually stops just short ofthe park and does not include it within the boundary.

One user identified an area between I-45, I-30, and 352 as
Deep Fair. With a southern boundary of Grand Avenue, thearea drawn does not extend the full length of the Fair Park
campus.

A very precisely drawn super neighborhood called Lower
East Dallas included parts of the Baylor area, Peak’s Addition,
Mount Auburn, Hollywood Heights, Swiss Avenue, Munger
Place, Junius Heights, and Abrams-Brookside. It excludes
Bryan Place.

A super neighborhood called Extended Lakewood includes
the area between I-75, I-30, Ferguson Road, up to Northwest
Highway.

Confidence 5 - Downtown Fairpark - “This is the geographic area myneighbors and clients recognize. This is the proximity in which they
spend significant time and money.”

Confidence 3 - Deep Fair - “The space between Deep Ellum and Fair
Park”

Confidence 1 - Lower East Dallas - “I recently moved into an apartment
on Swiss Ave. As I have explored the surrounding area, I have noticed acontinuity of architecture, the layout of the streets, and flow of people
within Peaks Addition, Swiss Ave., Munger Place, Junius Heights, andHoll-”

Confidence 3 - Extended Lakewood - “New business”

Confidence 4 - South Dallas / fair park - “Boundaries where myorganization works.”
Confidence 5 - South Dallas Fair Park - “See cut off points in use ofland.”

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

66

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

245

East Grand

Oaklawn

Southside

The Downs of Hillcrest

One participant identified the area just North of Fair Park up
to Beeman Ave as East Grand.

A super neighborhood called Oaklawn was drawn to include
much of Highland Park, from Mockingbird and I-75, to 366,
up Harry Hines, across Inwood.

A circle was drawn with a center in the Cedars area, labeled
as Southside.

There were two boundaries drawn for the Downs of Hillcrest
that overlap significantly with the neighborhoods of
Downtown. Unfortunately no descriptions were given for
either submission so it’s unclear if there is meant to be any
relationship to the gated residential community of the same
name in North Dallas. Both boundaries drawn include the
Design District, parks of Uptown, and portions of West Dallas.

Confidence 3 - East Grand - “East Dallas - East Grand”

Confidence 3 - Oaklawn - “Realize some would say Oak Lawn is muchlarger but this is more typical of what I consider Oak Lawn to be.”Confidence 5 - Southside - “Because Jack said so.”

Confidence 2 - The Downs of Hillcrest

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

68

246

Confidence 3 - The Downs of Hillcrest

submitted neighborhood boundary
Downtown as defined by the 15 neighborhoods

DOWNTOWN DALLAS NEIGHBORHOOD MAPPINGTHE 360 PLAN – A COMPLETE AND CONNECTED CITY CENTER

CONCLUSION
The results of this engagement are wide ranging. In reviewing this range, there are anumber of interesting points that stand out.
There were no confirmations of existing boundaries. No one drew neighborhoods
boundaries exactly as they’re currently defined, either by DDI or by [bc]’s POP
Neighborhood Map. Outside of downtown we’ve seen a few instances of participants
drawing boundaries exactly as they were already “known” to be, although those often
appear to be drawn by an active member of a neighborhood association or otherorganization that has very set boundaries. For the boundaries that seemed generally
agreed upon, those tended to be defined by a large piece of infrastructure like a major
road.
There were a number of downtown neighborhoods that were never drawn. Baylor,
Thanksgiving Square & Commercial District, and the Dallas Civic Center were neversubmitted as neighborhood boundaries. There could be a number of different reasonsfor this. Specific outreach was never done for the Baylor or Civic Center Districts,
although we did interact with plenty of people who work in the Civic Center District,they never chose to draw it as a neighborhood boundary. These districts also tend to
be characterized as non-residential areas, perhaps contributing to a lower number ofpeople who identify it as “their” neighborhood.
There appears to be a lack of consensus about whether downtown is a neighborhood ora super neighborhood. If it is a super neighborhood, there is very little agreement about
what the boundaries are. There also appears to be a lack of consensus about whether
Uptown is a neighborhood or a super neighborhood, and therefore a lack of agreement
about whether Uptown is part of downtown.

70

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247

CHAPTER VI|

I M P L E M E N TAT I O N

Project TeamAmy Albright, COD Planning & Urban Design
Charles Brideau, COD Housing
Tanya Brooks, COD Mobility Planning
Jacob Browning, Downtown Dallas, Inc.
Dustin Bullard, Downtown Dallas, Inc.
Kryslyn Burks, Communications & Branding, Tracylocke
Arturo Del Castillo, COD Planning & Urban DesignPeer Chacko, COD Planning & Urban Design
Daniel Church, COD Planning & Urban Design
Jaime Clintsman, Downtown Dallas, Inc.
Mark Duebner, COD Aviation/ High Speed RailBill Finch, COD CIOJames Frye, HNTB
Kourtny Garrett, Downtown Dallas, Inc.
Donzell Gipson, COD Parking
Salman Hashmi, COD Planning & Urban Design
Michael Hellman, COD Park & Recreation
Kirk Houser, COD Street Services
Chalonda Mangwiro-Johnson, COD Planning & Urban Design
John Johnson, COD Convention Services
Tamara Leak, COD Economic Development

Auro Majumdar, COD Streets
Mike Miles, DART
Bernadette Mitchell, COD Housing
Jason Ney, COD Park & Recreation Department
David Noguera, COD Housing
Megan O’Neal, COD Planning & Urban Design
Shalissa Perry, Downtown Dallas, Inc.
Doug Prude, Downtown Dallas, Inc.
Don Raines, COD Planning & Urban Design
Asma Shaikh, COD Planning & Urban Design
Evan Sheets, COD Planning & Urban Design
Kevin Spath, COD Economic Development
Megan Spooner, Downtown Dallas, Inc.
Sarah Standifer, COD Trinity Watershed Management
Karl Stundins, COD Economic Development
Luis Tamayo, COD Planning & Urban Design
Amy Tharp, Downtown Dallas, Inc.
Justine Tran, COD CIS
Jared White, COD Mobility Planning
Jim Wood, Downtown Dallas, Inc.

Project
Management Team