“
Downtown is the vibrant, cutting edge, and thoughtleading epicenter of Phoenix.
We are the youngest large city and have an exciting opportunity to make Downtown the anchor to Phoenix’s economic future
. ”
-Christine Mackay Community & Economic Development Director
The 2024 update to the Downtown Redevelopment Area Plan was led by the Community and Economic Development Department in conjunction with various City departments, neighborhood steering committee, and community participation through public meetings, workshops, and surveys. We thank all who have participated in this plan.
Kate Gallego, Mayor
Ann O’Brien, District 1 Councilmenber
Jim Waring, District 2 Councilmember
Debra Stark, District 3 Councilmember
Laura Pastor, District 4 Councilmember
Betty Guardado, District 5 Councilmember
Kevin Robinson, District 6 Councilmember
Carlos Galindo-Elvira District 7 Councilmember
Kesha Hodge Washington, District 8 Councilmember
Sal Diciccio, Former Councilmember
Carlos Garcia, Former Councilmember
Yassamin Ansari, Former Councilmember
Jeffrey Barton, City Manager
Lori Bays, Assistant City Manager
John Chan, Deputy City Manager
Inger Erickson, Deputy City Manager
Gina Montes, Deputy City Manager
Mario Paniagua, Deputy City Manager
Ginger Spencer, Deputy City Manager
Alan Stephenson, Deputy City Manager
COMMUNITY
Christine Mackay, Director
Xandon Keating, Deputy Economic Development Director
Eric Prochnow, Program Manager
Uber Gutierrez Estrada, Project Management Assistant
Heather Rasmussen Economic Development Program Manager
Jeff Stapleton, Economic Development Program Manager - Public Transit
Maja Brkovic, Street Transportation Department
Marielle Brown, Street Transportation Department
Joel Carrasco, Planning and Development Department
Kimberly Dickerson, Neighborhood Services Department
Jordan Feld, Aviation Department
Brian Fellows, Street Transportation Department
Jesse Garcia, Neighborhood Services Department
Anthony Grande, Planning and Development Department
Samantha Keating, Housing Department
Nick Klimek, Planning and Development Department
Chris Kowalsky, Street Transportation Department
Carl Langford, Street Transportation Department
Joseph MacEwan, Housing Department
Sofia Mastikhina, Street Transportation DepartmentActive Transportation
Cameron McCutchen, Planning and Development Department
Jorge Riveros, Street Transportation Department
Helana Ruter, Office of Historic Preservation
Booker T. Washington Neighborhood Association - Anastasia Jimenez
Central Park Neighborhood Association - Vicki Anderson
Downtown Phoenix Inc. - Elizabeth Montgomery
Downtown Phoenix Partnership - Erika Rubio
Downtown Voices Coalition - Jeff Sherman
Eastlake Park Neighborhood Association - Virgil (Jackie) Berry Jr.
Evans Churchill Community Association - Sean M. Johnson
Footprint Center - Ralph Marchetta
GateWay Community College - Kristin Gubster
Grand Avenue Arts & Preservation - Beatrice Moore
Grand Avenue Members Association - Greg Hawk
Grant Park Neighborhood Coalition - Silverio and Susan Ontiveros
Madison Pioneers Coalition - Ian Francis and Bill Morlan
Northern Arizona University - Oaklee Rogers
Nuestro Barrio Unidos - Kerri Vasquez
Oakland Neighborhood Association - Jessica Bueno
Phoenix Bioscience Core - Scarlett Spring
Phoenix Community Alliance - Patrick McDaniel
Phoenix Community Alliance - Arts Culture and Public Life Subcommittee - Catrina Kahler
Phoenix Revitalization Corporation - Patricia Blaisdell
Phoenix Suns & Phoenix Mercury - Jim Pitman
Roosevelt Action Association - Martyn Bridgeman
St. Matthews - James Owen and Jessica Leach
Tonatierra Nahuacalli Embassy of the Indigenous Peoples - Francisco Torres University of Arizona - Dave Heinekin
Valley Metro - Julie Cruz Gilfillan
PLAN*et Communities, LLC
HDR Engineering
Elliot D. Pollack & Company
CallisonRTKL
Motley Design Group
FOR MORE INFORMATION
Contact the Community & Economic Development Department regarding the Redevelopment Plan update.
Phoenix Community & Economic Development Department
200 West Washington Street, 20th Floor
Phoenix, Arizona 85003
602-262-5040
investinphoenix.com
Chapter 0: Executive Summary
Chapter 1: Purpose & Introduction
• Boundaries
• Plan Authority & Purpose
• Equity Framework & Process
Overview of key plan findings and strategies.
Outlines plan authority, supporting documents, and engagement process in forming this plan.
Chapter 2: Where We Are Today
• People
• Trends
• Places
• Infrastructure
• Neighborhoods
• Planning Considerations
The people, places, economic character, and mobility assessment of the Downtown Redevelopment Area and its neighborhoods.
Chapter 3: Aspirations for our Future
• Implementation
• Planning & Development
• Community Identity & Quality of Life
• Economy
• Infrastructure & Mobility
• Housing
• Partnerships
Chapter 4: Appendices
Statements regarding financing, acquisition and relocation strategies to accomplish the redevelopment plan.
Land use and design guidance, mobility routes, and plan strategies and actions to address planning considerations and aspirations identified by the Downtown Redevelopment Area community.
Provides supporting reports, background studies, and public meeting documentation.
In October, 2020, and in conformance with State Law, the City of Phoenix updated the Downtown Redevelopment Area (Downtown RDA) boundaries. This plan, prepared in conformance with A.R.S. §36-1479, outlines strategies and actions to guide development, redevelopment, conservation, and preservation within the Downtown RDA.
This plan is informed by prior Redevelopment Plans with boundaries that overlap or are entirely within the updated Downtown RDA, and the ideas and aspirations of downtown stakeholders including Downtown RDA residents, landowners, businesses, and organizations. Development of the plan included assessing the goals and redevelopment strategies of prior Redevelopment Plans, focused meetings with Downtown RDA stakeholders, four community meetings (each meeting included a workshop and open house component), two community open house meetings in addition to eight Neighborhood Steering Committee meetings. The Neighborhood Steering Committee was composed of representatives of downtown neighborhood organizations, non-profit organizations, entities, property owners, and businesses. In addition, presentations to the Central City Village Planning Committee, Phoenix Revitalization Corporation, Phoenix Elementary School District, and the Phoenix Community Alliance, as well as other organizations, were provided upon request throughout the planning process.
The Downtown RDA includes over ten distinct neighborhoods, the Phoenix Bioscience Core, the Downtown Core and Government Mall. Each downtown neighborhood provides diverse demographic and economic character, history, and identity enriching the experience of the Downtown RDA. Some of the areas also include previously adopted redevelopment areas. The Downtown RDA includes several neighborhoods: Booker T. Washington, Central Park, Eastlake, Evans Churchill, Grant Park, Madison Pioneers Coalition, Nuestro Barrio Unidos, Oakland, Roosevelt Action, St. Matthews, Triangle, and Woodland.
This plan includes a study of current demographic, workforce, land use, economic, housing, infrastructure, and mobility conditions and a summary of in-place plans that informed the development of this Downtown RDA Plan.
According to the 2022 ESRI© Market Profile, the 2022 Downtown RDA has a population of 21,234, and consists largely of single-person and smaller-sized households (8,641 total households). In 2010, nearly 45% of Downtown RDA households were single-occupancy, compared to 27% City-wide; family-households constituted less than half (45%) of Downtown RDA households with two (2) or more people, much lower than compared to the city (64%). The average estimated 2022 Downtown RDA household size is 2.06 persons as compared to 2.71 persons citywide. Population within the Downtown RDA is expected to increase 21% from 2022 (21,234 persons) to 2027 (25,701 persons) - substantially faster than citywide (3.4%)1
Source: 2022 ESRI Market Profile
Source: Phoenix RDA Boundary Storymap (extracted)
The Downtown RDA exhibits conditions of slum and blight, which are documented in the 2020 Downtown Phoenix Redevelopment Area Study2 A survey of 7,031 properties and vacant lots within the Downtown RDA (conducted in 2020) found 18% of the Downtown RDA properties and almost 10% of Downtown RDA residential buildings were vacant. The study also found that 71% of all residential and vacant properties within the Downtown RDA exhibited at least once indicator of slum and blight (for a list of indicators of slum and blight please view the Downtown Phoenix Redevelopment Area Study).
1 * Source: Esri forecasts for 2022 and 2027. U.S. Census Bureau 2010 decennial Census data converted by Esri into 2020 geography)
**Due to timing of this Study, recent census or other data was not available for geographic units other than zip codes. Please see the Market Study for more information.
2 https://storymaps.arcgis.com/
According to the 2022 ESRI© Market Profile, there are 10,659 housing units within the Downtown RDA. Many Downtown RDA residents are housing cost burdened. A market analysis conducted during the development of this plan found that according to the 2020 U.S. Census, 20.4% of all owner households in the Downtown RDA Primary Market Area ** (zip codes 85003, 85004, 85006, 85007, 85009, and 85034) pay more than 50% of their income on housing versus 8.7% of owner households citywide. More than half of all Downtown RDA renters pay more than 30% of their income on housing with 46.3% paying more than 50%. By 2027, ESRI projects another 2,600 housing units will be constructed within the Downtown RDA; even with this projected increase in constructed units, the market analysis found that the Downtown RDA will still face a housing deficit of almost 2,000 units in 2027 - which could result in ongoing pressure of housing costs.
The economic impact of the Downtown RDA exceeds its physical size. While the Downtown RDA accounts for 1% of the total City land area, it accounts for 10% of City total employment. The daytime population of the Downtown RDA is more than four times that of it’s residential population. A larger percentage of Downtown RDA residents hold advanced degrees, & more Downtown RDA residents are employed than City residents as a whole. While it is an economic engine, 50% of all Downtown RDA households make less than $35,000 per annum and the Downtown RDA has a substantially lower percentage of families in higher income brackets than Citywide3.
The economic study completed as a part of this planning process found that due to its location near Sky Harbor Airport, there is tremendous demand for industrial space within the Downtown RDA. There is strong interest in (but not necessarily market demand for) additional grocery stores and small scale service retail in the south and west portions of the Downtown RDA.
3 Market Profile | 2022 Households by Income- Esri forecasts for 2022 and 2027. U.S. Census Bureau 2010 decennial Census data converted by Esri into 2020 geography)
** This map is illustrative and reflects zoning as of 8/30/22. Not shown on this map are special districts and overlay zones.
The Downtown RDA includes a mix of general plan land uses and zoning. The Downtown Core, generally between 7th St. and 7th Ave. is mostly designated mixed use in the General Plan and zoned Downtown Code (DTC). A small portion of the downtown core is Walkable Urban Code (WUCODE) eligible. The Historic Preservation Zoning Overlay also applies to many areas within the Downtown RDA.
Of note are areas zoned for multifamily development that are developed as single family residential, in particular, in the northwestern-most portions of the Downtown RDA. The underlying zoning could result in redevelopment of these single family neighborhoods with higher density housing. Residential zoning also predominates in the mostly vacant Sky Harbor Land Reuse Area; within the Reuse area, new residential development is prohibited by the Federal Aviation Administration (FAA) and development of non-residential uses would require rezoning.
The Downtown RDA includes over 250 identified historic and community resources including the original Phoenix Townsite, residential and commercial historic districts and locations of cultural and historic significance. These resources contribute to the authentic character and identity of Downtown RDA residents and neighborhoods which contribute to the diverse fabric of the broader city and State.
The Downtown RDA is unevenly served by public transportation and access to it. Access to high-quality transit (housing within a half-mile of either a rail line or two bus lines with peak hours service every 15 minutes or less) is limited in the western and southern portions of the Downtown RDA. These areas are served by select local bus routes, most of which offer less frequent service than light rail and provide less regional connectivity. Limited access to high-quality transit can result in higher transportation costs for households, many of which may already be housing burdened. The Downtown RDA bicycle environment has east-west routes through the center of the Downtown RDA; continuous north-south routes exist along 3rd Ave., 5th Ave.4, and 15th Ave. Outside of the Downtown RDA core, bicycle infrastructure is discontinuous, with portions of bicycle routes on several north-south corridors. Planned projects—such as the light Rail South Central Extension and the Central Ave. bicycle route—will provide additional access and connectivity.
The majority of the existing water infrastructure within the selected redevelopment area have exceeded their expected lifespan and are therefore subjected to failure (e.g., pipe breaks). Even with higher density and intensity development within the Downtown RDA, water demand is projected to remain constant or decline.
The City evaluates development projects in the Downtown RDA on a case-by-case basis for water/wastewater demand. If warranted, the City requests improvements to the system as a condition of development.
The Phoenix Street Transportation Department oversees the installation and maintenance of street lights in the right-of-way. The City maintains over 90,000 street lights in the City, and street lighting exists throughout the Downtown RDA.
Sidewalks exist on the arterial and collector streets within the Downtown RDA, but gaps exist along some local streets, adjacent to undeveloped lots, and in some industrial zoned areas. These gaps present obstacles and barriers to mobility, especially for disabled residents.
The Downtown RDA plan includes strategies supported by actions to guide future development within the Downtown RDA. Plan strategies and actions reflect community desires expressed at public meetings and focused discussions with stakeholders. The strategies and actions are organized into six topic areas; Planning and Development (includes design guidance), Economy, Housing, Mobility and Infrastructure, Cultural Resources, and Partnerships. The plan strategies are listed below, plan actions can be found in the Future Aspirations chapter of this document. Plan strategies and actions reflect community desires expressed at public meetings, focused discussions with stakeholders, and were informed by prior redevelopment area plans.
Phoenix Downtown Redevelopment Area Plan Development Type Map
Strategy 1: Ongoing plan implementation supporting sustainable, appropriate, development within the Downtown RDA.
Strategy 2: Provide technical, zoning enforcement, and funding support to enhance structures and properties in the Downtown RDA.
Strategy 3: Reduce the number of vacant lots and structures in need of significant maintenance throughout the Downtown RDA.
Strategy 4: Encourage retail services to locate in appropriate locations throughout the Downtown RDA.
Strategy 5: Preserve buildings designated as historic or determined historic-eligible by federal, state, or city governments.
Strategy 6: Maintain the physical and social fabric of the community and building richness within the built environment.
Strategy 7: Immediately address the need to recognize the potential historic status of Downtown RDA properties that were constructed post World War II.
Strategy 8: Provide technical assistance to help mitigate some of the challenges that accompany working with historic buildings.
Strategy 9: Celebrate the unique characteristics of Downtown RDA neighborhoods through design guidelines contained within the Downtown RDA Plan as a basis for design review & development.
Strategy 10: Enhance safety & quality of life for all Downtown RDA residents and visitors.
Strategy 11: Create incentives to encourage appropriate development throughout the Downtown RDA.
Strategy 12: Within the Downtown RDA, continue to provide appropriate locations for employment and manufacturing that result in positive or no impacts on the quality of life in the Downtown RDA.
Strategy 13: Solicit and support within the Downtown RDA and in conformance with this plan, development of employment opportunities that are not service-based.
Strategy 14: Encourage community-oriented retail services to locate in appropriate locations throughout the Downtown RDA.
Strategy 15: Enhance all types of mobility throughout the Downtown RDA.
Strategy 16: Create and maintain a lighted, safe, and attractive pedestrian environment throughout the Downtown RDA.
Strategy 17: Throughout the Downtown RDA create and maintain a safe and attractive bicycle network that helps to increase access and create shorter distances to destinations and transit.
Strategy 18: Create a public transportation network that connects communities, supports the local economy, and improves the livability and long-term sustainability of the Downtown RDA for all.
Strategy 19: Manage event parking to minimize impacts on the Downtown RDA neighborhoods, in particular those around the stadiums & Phoenix Convention Center.
Strategy 20: Manage motorized circulation to minimize its interference with pedestrian and bicycle circulation and to reduce its unwanted impacts on residential areas & the quality of life within the Downtown RDA.
Strategy 21: Improve access to adjoining neighborhood areas, services, and amenities outside the Downtown RDA.
Strategy 22: Maintain water, sewer, and other infrastructure to support existing, new, and redevelopment within the Downtown RDA.
Phoenix Downtown Redevelopment Area Plan Mobility & Street Concept Map
Mobility & Street Concept Map
Strategy 23: Expand the supply of appropriately located affordable, workforce, & market-rate housing for all throughout the Downtown RDA.
Strategy 24: Work with the Arizona Departments of Housing (ADOH) and Administration (ADOA) to identify opportunities for affordable and workforce housing development on Stateowned property.
Strategy 25: When appropriate, preserve existing and historic housing stock.
Strategy 26: Provide housing for all people at all ages, incomes, and abilities.
Strategy 27: Continue to engage Downtown RDA residents, businesses, and landowners in City planning, permitting, and development decisions.
Boundaries
Plan Authority & Purpose
Equity Framework & Process
Downtown RDA Boundaries
In 2020 and in accordance with A.R.S. § 42-6209(F), the City of Phoenix updated the boundaries of the Downtown Redevelopment Area as depicted in this map. The South Central Light Rail Extension is currently under construction; this map shows only completed and operational light rail lines.
This plan was established in conformance with Arizona Revised Statutes (ARS) §36-1479 Preparation and approval of redevelopment plans1 and reflects the June 2020 updated Downtown Redevelopment Area boundaries. The adopted Downtown Redevelopment Area Plan supersedes redevelopment plans within the updated Downtown Redevelopment Area boundaries.
In May of 2020, the Downtown RDA Boundary Update was presented to the Central City Village Planning Committee and Planning Commission, and was approved on May 20th (4-0) by the City Council Land Use and Livability Subcommittee. On June 8, 2020, the Phoenix City Council adopted Ordinance Resolution #21832 to recertify and update the boundaries of the Downtown RDA.
Recertification of the Downtown Redevelopment Area 2boundaries are based on a survey conducted in 20192020.
The survey found for all of the properties in the Downtown RDA:
• Over 71% had one or more indicators of slum and blight.
• Approximately 18% were vacant lots
• Approximately 10% were vacant buildings
For more information on the recertification boundary update process, visit: www.investinphoenix.com/ development-opportunities/rda-update
In accordance with ARS 36-1479-C, the purpose of the Redevelopment is as follows:
ARS 36-1479-C:
“The land uses and building requirements proposed in a redevelopment plan shall be designed with the general purpose of accomplishing, in conformance with the general plan, a coordinated, adjusted and harmonious development of the municipality and its environments which will, in accordance with present and future needs, promote health safety, morals, order, convenience, prosperity and the general welfare, as well as efficiency and economy in the process of development, and including among other things, adequate provision for traffic, vehicular parking, and the promotion of safety from fire, panic, and other dangers, adequate provision for light and air, the promotion of the healthful and convenient distribution of population, the provision of adequate transportation, water, sewerage and other public utilities, schools parks, recreation and community facilities and other public requirement, the promotion of sound design and arrangement, the wise and efficient expenditure of public funds, the prevention of the recurrence of slum conditions or conditions of blight and the provision of adequate safe, and sanitary dwelling accommodations.”
This plan provides identifies Downtown RDA aspirations and guidance to achieve them. Some strategies and actions within this plan could be implemented as development occurs, as a component of rezonings, or through integration into city street improvements or other capital projects. Strategies and actions included in this plan are unattached to funding sources, feasibility studies, capital improvement programs, additional analysis and public participation may be needed for their implementation. In the future the city may choose to fund portions of this plan. This plan is designed to work in concert with other adopted plans that may be applicable to the Downtown RDA.
1 Arizona Revised Statutes (ARS) Title 36-1479: https://www.azleg.gov/viewdocument/?docName=https://www.azleg. gov/ars/36/01479.htm
2 Redevelopment Study Area Boundary Storymap https://storymaps.arcgis.com/ stories/48d5aa74a9064ccdaea0228f4b6f2ee3
ADOPTED RELEVANT AREA PLANS
Adoption Dates
REDEVELOPMENT AREA PLANS
Booker T. Washington
Redevelopment Area Plan
January 23rd, 1979
Special Redevelopment Area Plan
November 10th, 1981
Government Mall
Redevelopment Area Plan
April 1st, 1987
7th Street & Buckeye Road Redevelopment Area Plan
November 1st, 1989
Eastlake Park
Redevelopment Area Plan
March 14th, 1990
Hope VI Special
Redevelopment Area Plan
The updated Downtown RDA Plan synthesizes and continues support of other redevelopment plans and adopted plans applicable to the Downtown RDA. As part of the development of the Downtown RDA, Each of the Redevelopment plans with boundaries overlapping or entirely within the Downtown RDA were summarized and changes since adoption of that plan were identified. (See Appendix A). To identify adopted redevelopment plans goals that could be used to inform the Downtown Redevelopment Plan and goals that could be carried forward into the Downtown Redevelopment Plan, the goals of the adopted redevelopment plans with boundaries overlapping or entirely within the Downtown RDA were grouped into broad redevelopment strategies of land use compatibility, community and housing, health/safety and environment and economic vitality and diversity. These goals were then assessed with regards to their relevance to redevelopment objectives of preventing unwanted uses, encouraging desired uses, optimizing land assembly, stabilize and preserving neighborhood assets, designing healthy and safe environments, and supporting jobs and employment opportunities. While many of the older RDA plan goals were relevant and did inform the Downtown Redevelopment Plan, others were not relevant and were not moved forward into this Downtown RDA Plan (See Appendix B).
OTHER ADOPTED PLANS
Downtown Phoenix Urban Form Project
February 2nd, 2008
Central City Village Character Plan Policy Document
Eastlake Garfield TOD Policy Plan
May 27th, 2015
PHX Land Reuse
Strategy Phase I*
November 2017
South Central TOD
Community Plan
March 3rd, 2022
February 19th, 2003
Central City South Redevelopment Area Plan
June 2nd, 2004
Downtown Redevelopment Plan
January 30th, 2019
TODAY
Note: The Downtown RDA includes the Phoenix Land Reuse Strategy Planning Area.
*The Phoenix Land Reuse Strategy Phase II was published June 2020.
The following concepts are integrated into all aspects of the plan:
A healthy community is a sustainable and resilient community. This plan supports a healthy downtown Redevelopment Area by incorporating strategies and actions to provide, housing and mobility options, high wage economic opportunities, cultural affirmation and, places to socially connect for all residents regardless of age, gender identity, race, income, or cultural identity.
Recognizing housing is a basic need and includes strategies and actions to provide affordable, workforce and market rate housing for all those who wish to live downtown.
The public engagement process was guided by a commitment to ensuring all voices in the community were included in the development of this plan:
• Spanish-speaking interpreters were available at all meetings.
• All community meetings were held on a weekday evening and repeated on a Saturday morning to encourage maximum participation.
• The project team toured the Downtown RDA with community members to fully understand their interests and identify plan opportunities.
• A Neighborhood Steering Committee representing neighborhoods and organizations in the Downtown RDA met regularly to provide guidance.
• City staff provided presentations about the plan to any requesting entities, including neighborhood groups, school boards, stakeholders, and members of the public.
• Meetings were held with key stakeholders to understand key Downtown RDA topics.
• All meeting materials and other project information was made available on a widely advertised project website.
The Downtown Redevelopment Area Plan update was developed over a two-year period (beginning in March, 2022), with a focus on creating a document to reflect shifting trends and development conditions within the Downtown RDA today. This plan update also provides guidance that comprehensively address the needs and opportunities unique to the diverse neighborhoods and communities within the Downtown RDA boundaries.
PHASE 1: LEARN
• Existing Conditions
• Downtown RDA Demographics
• Site Understanding
• Focus Group
• 3 NSC Meetings
PHASE 2: OPPORTUNITIES
• Downtown RDA Alternatives
• Market Study
• 2 Community Meetings
• 2 NSC Meetings
• Central City Village Meeting
• Arizona Dept. of Administration Meeting
PHASE 3: ACHIEVE
• Draft Plan
• Design Guidelines
• Street Guidelines
• 3 Community Meetings
• 8 NSC Meetings
• 3 NGO Meetings
• *Requested group presentations
PHASE 4: ADOPT
• Final Plan
• Council, Boards, & Commission Meetings
People
Trends
Places
Infrastructure
Community
Considerations
Occupying approximately 1% of the total land area and home to 1% of the residents of the City of Phoenix, over 10,000 housing units are in the Downtown RDA. However, the economic impact of the Downtown RDA far exceeds it’s physical size with almost 10% of the City’s employment, the Downtown RDA is an important economic contributor to the City’s qualify of life.
| Study Area Boundary
1% of City Land Area
1% of City Residents
*Source: EDPCO, 2022 ESRI Forecasts; US Census 2000 & 2010 Decennial data converted by ESRI into 2020 Geography
Source: 2022 ESRI Market Profile By the
10% of City Employment
City of Phoenix
A larger percentage of Downtown RDA residents, ages 16 - 54, are employed and hold an advanced degree, compared to the city as a whole**. This may reflect the presence of Arizona State University (ASU) Graduate, Law, and Nursing Colleges in the Downtown RDA, despite the large number of residents who have not graduated highschool.
*Source: EDPCO Market Profile, 2022 ESRI Forecasts; US Census 2000 & 2010 Decennial data converted by ESRI into 2020 Geography
The Downtown RDA 2020 U.S. Census population is over 20,000 residents, approximately 1.24% of the total city population.
• From 2022 to 2027, the population in the Downtown RDA is projected to increase 21% - a rate substantially faster than the City as a whole1.
Over 63% of Downtown RDA residents 15+ have never married (single) as compared to almost 40% residents citywide; There are also less family-households (45%) and more nonfamily households (10%) compared to the City (64%; 9%)
More than half (56%) of Downtown RDA residents are persons of color.
• Persons of Hispanic origin comprise more than 40% of the Downtown RDA residents in 2022; a decline from 55% in 2010. 2
1 EDPCO Market Profile, 2022 & 2027 ESRI Forecasts
2 EDPCO Market Profile, 2022 & 2027 ESRI Forecasts
** Note: Hispanic Origin can include multiple races and ethnciities and is defined in the US Census.
*Source: EDPCO Market Profile, 2022 ESRI Forecasts; US Census 2000 & 2010 Decennial data converted by ESRI into 2020 Geography
*Source: EDPCO Market Profile, 2022 ESRI Forecasts; US Census 2000 & 2010 Decennial data converted by ESRI into 2020 Geography
The Downtown RDA is becoming a place where people desire to live:
• Between 2022 and 2027, the number of households in the Downtown RDA is projected to increase by 31%.
• Over 63% of Downtown RDA residents 15+ have never married as compared to almost 40% of residents citywide.
• Downtown RDA household size is smaller than that of the City as a whole, and is projected to decrease over the next five years.
The vast majority (84%) of Downtown RDA residents rent their home as compared to (45%) of City residents. This is projected to increase slightly over the next five years.
In 2010, nearly 45% of Downtown RDA households were single-occupancy, compared to 27% Citywide; family-households constituted less than half (45%) of Downtown RDA households with two (2) or more people, much lower than compared to the city (64%). The average estimated 2022 Downtown RDA household size is 2.06 persons as compared to 2.71 persons citywide. Population within the Downtown RDA is expected to increase 21% from 2022 (21,234 persons) to 2027 (25,701 persons)substantially faster than citywide (3.4%)1.
Source: 2022 ESRI Market Profile
1 * Source: Esri forecasts for 2022 and 2027. U.S. Census Bureau 2010 decennial Census data converted by Esri into 2020 geography)
**Due to timing of this Study, recent census or other data was not available for geographic units other than zip codes. Please see the Market Study for more information.
Overall, there is a higher percentage of Renters (53.3%) who are cost-burdened and use a larger portion of their household income on Gross Rent, than homeowners (39.3%) who are costburdened with their Monthly Owner Costs.
A quarter of Renters are severely cost-burdened and spend 50% or more of their household income on housing costs.
When compared to the City, both Renters and Homeowners within the Downtown RDA spend more of their Household Income on housing costs. Factors such as affordable housing availability, job opportunities, and accessibility can impact costs of living and should be considered.
A household is considered ‘Cost-Burdened’ when more than 30% of their household income is used on Housing Costs.
The Redevelopment Area Boundary Study found 9.5% of all residential buildings were vacant. At least one indicator of slum and blight was found in 58% of the occupied residential properties with the Downtown RDA.
A slum or blighted area contains conditions that endanger life or property including:
• Dilapidated, deteriorated, aging or obsolescent buildings or improvements.
• The inadequate provision for ventilation, light, air, sanitation or open spaces.
• Overcrowding.
The existence of conditions that endanger life or property by fire and other causes.*
*ARS 36-1471
Source: American Community Survey 2020
’Blight’ is the terminology used in the survey conducted in 2020, and is determined by the presence of 2 or more ‘Slum & Blight indicators.
**Indicators can include, broken windows, vacant buildings, damaged facade/entryways, etc. For
Area Study
**In 2020, a total of 7,031 properties, or parcels, were surveyed as part of the Downtown Redevelopment Area boundary evaluation to evaluate the potential existence of slum and blight indicators. Of the 7,031 properties surveyed, 4,953 properties, or seventy-one percent (71%), of the properties within the redevelopment survey area exhibited one or more indicators of slum and blight. Included in this survey are 1200 condominium units located in several buildings throughout the redevelopment area. This slum & blight analysis excludes these condominium units.
In 2022, approximately 10,659 housing units were located within the Downtown RDA. Nearly 12.5% of all 2022 Downtown RDA housing units are owner occupied and 21% are vacant (including apartments)*.
Within the Downtown RDA, there are a total of 7,333 apartment units, within 36 developments. The average rent for a unit within these complexes is approximately $200 per month more or 12% higher than the rents in the larger Downtown RDA Primary Market Area. The Central Avenue corridor (zip codes 85003 and 85004) has the highest apartment rents although the vacancy rate for those complexes is extremely high due to the number of new units that have been developed in the last few years and not absorbed by renters. Average apartment rents in zip codes 85007 and 85034 are much lower ranging between $1,027 and $1,169 per month (2022) compared to the average apartment rent in the Downtown RDA of $1,817 per month.
There is a lack of moderate to high density housing in the southern and western portions of the Downtown RDA and most higher density developments are located north of Jefferson Street between 7th Street and 7th Avenue. While higher density housing is needed in these areas, it should be developed at a density sensitive to the neighborhood. Housing densities that mimic the densities north of Jefferson Street between 7th Street and 7th Avenue would be out of scale in the southern and western portions of the Downtown RDA.
Five apartment developments (developments consisting of more than five units) are located in the Eastlake Neighborhood, one apartment development is located west of 7th and north of Jefferson Streets and five apartment developments are located south of Jefferson Street. Apartment developments south of Jefferson Street include one market rate complex (Alta Warehouse District complex at 7th Avenue and Lincoln Street with average rents at $1,945 per month). An additional 931 units in four affordable, subsidized developments include and are not limited to:
» The Symphony at 1050 South 16th Drive
» Mathew Henson Senior complex at 1045 South 8th Avenue
» Mathew Henson Family complex at 840 W. Tonto Street
» Arizona Housing at 209 West Jackson Street in the Warehouse District.
Monthly rents in these developments range from $523 at the Arizona Housing complex (all small studio units) to more than $1,000 at Mathew Henson and The Symphony.
The Downtown RDA boundary study found a majority of the houses within the Downtown RDA have at least one indicator of slum and blight. A list of the indicators of slum and blight used in the study are listed in the study. As a result, the City council was able to determine that with regards to the Downtown RDA, “A shortage of housing of sound standards and design, adequate for family life, exists in the municipality. (In conformance with ARS 13-1479 G. 1.) The market study prepared as a part of this planning process found the City of Phoenix housing market has not grown at the same rate as population. Between 1990 and 2020 the number of households in Phoenix grew by 243,997. During that same period, 220,000 new housing units were produced. Historic underproduction was magnified when construction virtually shut down during the recession of 2008. Since that time, construction has slowly increased but has not reached the level of production achieved prior to the recession.”
*Source: U.S. Census
Homeownership rates in all Downtown RDA neighborhoods are lower than the City as a whole. The highest homeownership rate is in the Nuestro Barrio Unidos neighborhood followed by St. Matthews, Oakland, and Madison Pioneers Coalition and Grant Park neighborhoods. Neighborhoods with higher homeownership rates are generally located farther from the Downtown Core. Regardless of homeownership rates, all Downtown RDA neighborhoods have long-time residents. Downtown RDA neighborhoods closer to the downtown core are experiencing more redevelopment activity than those located farther away, and have large resident populations that do not own their home.
In these high-renter population neighborhoods, there is a high percentage of housing cost-burdened homeowners. Additionally, the majority of Downtown RDA neighborhoods have housing cost-burdened population shares greater than that of the City as a whole, highlighting the immense need for affordable housing in the Downtown RDA. In the Downtown RDA, the St. Matthews neighborhood has the highest incomes in the Downtown RDA ($51,578) with 53.3% of its renter population bearing a higher housing costburden than renters citywide and in the Downtown RDA. The Central Park Neighborhood, with a lower than City of Phoenix median income of $43,599 has 63.5% of its renter population that is housing cost-burdened.
The Downtown RDA has a substantially higher percentage of very low & low income households than the City:
• Almost half of Downtown RDA households make less than $35,000 annually, as compared to 22% Citywide.
• The Downtown RDA has a substantially lower percentage of families in household income brackets above $35,000, than the City.
• At the median household income of $34,522, maximum affordable rent would be $863 per month. Government incentives would be required to develop affordable housing at this income level.
$100,000 - $149,999 $150,000 - $199,999
$75,000 - $99,999
$50,000 - $74,999
$35,000 - $49,999
$25,000 - $34,999
$15,000 - $24,999
Source: ESRI
Source: ESRI
With a 2022 daytime population of over 94,000 people, the Downtown RDA is more populous than the City of Flagstaff, AZ.
The Downtown area is an important center of business for Phoenix with a daytime population of more than 94,000 people, including 15,000 students. Yearly visitors to the Downtown is estimated at 6 million including 3 million to sporting events and 1.1 million to theater performances. Since 2005, public and private investment has transformed the Downtown into a center of residential, educational, research, and bioscience activity.
More than 32% of the Downtown RDA labor force (ages 25+) has a Bachelor’s or Graduate/Professional Degree as compared to 31% citywide.
Of those residents over 24 years old, 83% living in the Downtown RDA are employed as compared to 85% of residents citywide.
More than half (54.2%) of the 2022 Downtown RDA labor force worked in the services industry, slightly more than Phoenix residents citywide (47.6%). Other Downtown RDA residents worked in a variety of industries including and not limited to retail trade (9.6%), transportation/ utilities (9%), manufacturing (6.9%), finance, insurance, and real estate (5.9%), construction (5%) and public administration (4%).
The Greater Phoenix retail market has finally recovered from the long-term effects of the Great Recession despite the impact of the growth of online commerce during the pandemic. With vacancy rates in the Greater Phoenix market reaching 12% after the recession, retail development activity slowed down (see “Appendix C | Market Analysis (Housing, Retail, & Industrial) 182”2022 Downtown RDA Retail Market Study). Absorption of vacant retail space over the last five years was primarily driven by value retailers and fitness centers.
With vacancy rates now reaching a historic low of 5%, development activity has started again including the redevelopment of several former regional mall sites. New development activity has been led by grocery-anchored retail centers and most recently by large community centers being built on the periphery of the metro area. Low vacancy rates will further stimulate development activity, particularly in suburban areas with growing populations.
The Downtown RDA currently contains one traditional grocery store, a Fry’s that opened in 2019 at the intersection of Jefferson Street and 1st Street in the CityScape project. It offers all the services found in a traditional Fry’s market including a coffee bar and a wine bar to provide services to the Downtown daytime population. Parking is provided in an adjacent garage which may complicate shopping for some residents.
The Downtown RDA is also served by several traditional grocery stores situated around the periphery of the Downtown RDA but in close proximity to most residents. These stores include two Food City stores, a Los Altos Ranch Market, a Safeway, a Rancho Grande market, and a small Baiz Market. The Downtown RDA is also served by several “dollar” stores which offer a limited selection of grocery items.
Based on the density of the population of the Downtown RDA and modest household incomes, the demand for grocery services in the Downtown RDA is at equilibrium. As the area continues to grow in the future, additional demand may be forthcoming. However, for another grocery retailer to enter the area, the population would likely need to increase significantly along with an increase in household incomes. However, as an alternative to a traditional grocery store, the community could promote the development of small format grocery stores such as the Baiz Market that could provide services to residents, particularly in the southern part of the Downtown RDA.
The Downtown RDA industrial market is influenced by a larger area known as the Airport Industrial Submarket, which encompasses a significant portion of the southern part of the City as shown on “Sky Harbor Airport Industrial Market (CBRE)” In 2022, the region absorbed 25.2 million square feet of industrial inventory and the 2022 Airport industrial market 2.3% vacancy rate for the industrial market is the lowest since records have been kept (CBRE) and lower than the Greater Phoenix Metropolitan Area record-breaking low 3% vacancy rate.
The Airport Area is intensely developed with a variety of uses and an average of 463,900 square feet has been constructed annually within the Airport industrial area since 2005, including the Prologis I-17 Logistics Center which converted a concrete pipe manufacturing facility into a modern distribution center.
With large increases in construction in the Northwest (NW) and Southwest (SW) Valley industrial areas, the 2022 Airport industrial area share of the market fell to 20.2% from 24.8% in 2015. Since 2015, the Airport area industrial market accounts for 8.9% of all industrial space absorption in the Greater Phoenix region.
While rents are increasing for all industrial submarkets, the Airport submarket, which encompasses the Redevelopment Area, experienced the largest percentage increase in rents among all submarkets in the last two years at 43.4% and commands the 2nd highest rents in of all submarkets. The increase in rents in the Airport subregion is indicative of a market that is in high demand but constrained by a limited land supply. Much of the submarket land area is built out and any new development may require the demolition of obsolete, outdated industrial buildings.
9% 3.0% 2022 Phoenix Metro Vacancy Rate
2.3% 2022 Airport Vacancy Rate
Source: CBRE
Source: CBRE
The low vacancy rate for the Airport submarket suggests there is tremendous demand for additional industrial space and that the submarket is essentially at full occupancy. Normally, the vacancy rate for the industrial market is 7% to 8% which allows for new entrants into a submarket as well as turnover for those businesses that need larger building space or where leases are expiring. At a 7% vacancy rate, the Airport submarket should have about 5.4 million square feet of space that is vacant or where leases are expiring. This translates into an unmet demand for Airport submarket industrial space of 3.6 million square in addition to the currently vacant 1.8 million square feet to return to normal market dynamics.
Within the Airport industrial submarket, a lack of available vacant land for industrial development is a disadvantage. Full access to I-10, I-17, and SR 51 provides the Airport submarket area with superior transportation access relative to many other industrial subareas within the region. Most important is the area’s proximity to Sky Harbor and the requirements of logistic companies that need direct and easy access to the Airports shipping and cargo operations.
The General Plan guides land use and zoning. It encourages mixed-use development in the majority of the central and northeastern portions of Downtown RDA. Other General Plan land uses reflect current development, for example, the public use designation of the State-owned land within the Government Mall, the stadiums and Phoenix Convention Center area, and ASU. Downtown RDA neighborhoods that are furthest from the Downtown RDA core reflect General Plan land uses that are compatible with existing development, although not existing zoning.
Vacant land is predominantly located within the Sky Harbor Land Reuse Area and on several large blocks of Stateowned land between 10th and 15th Avenues south of and within the Government Mall. Commercial land uses, which include offices and retail development are the predominant land use in the Downtown RDA, followed by single family residential development.
Zoning guides the specific use of land and sets site height, lot coverage, parking and other standards. Most of the Downtown RDA zoning permits residential development of varying densities including almost 878 acres of land zoned to permit attached and multi-family residential development, as opposed to just over 22 acres of land zoned for development of single family units and some areas where R-5 zoning permits development of multi-family housing in areas that are predominantly single family. Additionally, downtown codes permit a variety of mixed use developments which can include residential components. In the Sky Harbor Land Reuse Area, residential zoning predominates. However, new residential development is prohibited in most of this area by the Federal Aviation Administration (FAA). This plan does not include any changes to zoning ordinances or maps, street layouts, street levels or grades, or building codes and ordinances.
** This map reflects zoning as of 8/30/22. Not shown on this map are special districts and overlay zones.
The purpose of this analysis is to identify areas where new development could occur on vacant land and contributes to the quality of the Downtown RDA and its neighborhoods. In many cases, the zoning for vacant land within the Downtown RDA does not support appropriate or permitted uses. For example, zoning permits single family residential development on most of the vacant land located south of Buckeye Road east of 7th Street within the Sky Harbor Land Reuse Area. However the FAA and city regulations prohibit development for residential use. Also within this area there are large vacant parcels located along Jefferson Street that are zoned for commercial use, but could be developed with residential or other uses. Larger parcels of vacant land west of 7th Avenue and south of Van Buren Street are mostly State-owned and are included in the forthcoming State-led Government Mall planning effort. Large parcels on the east side of 7th Ave. at Grant Street are planned market-rate housing. The balance of vacant land within the Downtown RDA is mostly residentially zoned scattered single or double residentially zoned lots.
The Downtown RDA includes over 250 identified historic and cultural resources including the original Phoenix Townsite, and buildings of cultural and historic significance. These buildings reflect the authentic history and identity of Downtown RDA, as well as the city and state. These places serve as cultural anchors to residents and visitors alike.
1. Norton (William R.) House
2. Wilson-Bartlett House
3. Wright (C.H.) House
4. 2142 W.Monroe St.
5. Aitken (J.M.) House
6. Smith-Lynch House
7. Court of Palms
8. Barthell (O.C.) House
9. North (L.H.) House
10. Dobson Court
11. Dougherty-Peterson House
12. Winship (F.E.) House
13. Kalfus-Peabody House
14. Tovrea (Mrs.Lillian) House
15. 2137 W.Jefferson St.
16. Cronin (C.P.) House
17. St.Claire-Ames House
18. Roberts (Oscar) House
19. Baker (S.K.) House
20. Court (H.J.and Grace) House
21. McCord (Myron and Mary) House
22. Ingalls-Johnson House
23. Grier (William and Mary) House
24. Pinney (William L.and Nathalie T.) House
25. UMOM Lamplighter
26. Circle K Hotel
27. Dick’s Court
28. Tweed (Judge Charles A.) House
29. Crown Filter Queen
30. Bobby Brown Café
31. Copeland and Tracht Service Station
32. Capitol School
33. Pay’n Takit Store #25
34. Arizona State Capitol Building
35. Arizona State Office Building
36. Dobbins-Day House*
37. Ely (Sims) Jr.House
38. Armer House
39. El Zaribah Shrine Auditorium
40. Washington Street Streetscape
41. 17th Avenue Underpass
42. Shell Oil Company
43. Casa del Sol Court
44. Holiday Inn
45. Morreale Hotel Auto Court
46. Gavin Motor Inn
47. Drake Motel
48. Arizona Motor Inn
49. Central Arizona Light and Power Company Substation
50. King’s Rest Hotel Motor Court
51. Monterey Lodge
52. Fountain Auto Court
53. Elder Moffitt House
54. Walbridge (Alfred P.) House
55. University Park Bath House
56. Quebedeaux Chevrolet Showroom
57. Greenway (Luke) American Legion Post 1
58. Egyptian Motor Hotel
59. Vance Bros.Bakery
60. Stapley (O.S.) Block
61. Eyrich-Kohl House
62. Anderson-Johannes House
63. Arizona National Guard Building
64. Adams School
65. Evans (Dr.John M.) House
66. Smurthwaite House
67. Marine Model Gas Station
68. Arizona Cornice Works
69. Harter Commercial Company
70. Piggly Wiggly Grocery Store
71. Carnegie Public Library and Park
72. Library Apartments
73. Gwilliam Grocery
74. Valley Machine Works
75. Arizona Sash, Door and Glass Company Warehouse
76. Dunbar (Paul Laurence) School
77. Henson (Matthew) Public Housing Project
78. House of Prayer Church of God in Christ
79. St.John’s Institutional Baptist Church
80. Thompson (O.C) House
81. Neoclassical Cottage
82. Neoclassical Cottage
83. Bank (Dr.Joseph) Medical Office Building
84. McKinley Medical Center
85. Knights of Pythias Building
86. Greystone Apartments
87. Seargeant-Oldaker House
88. Pierce (Harry E.) House
89. DeMund (Herman) House
90. Alexandria Court
91. Stoddard-Harmon House
92. Dunlap (Charles H.) House
93. Westward Ho Apartments
94. KPHO TV Studio
95. Hotel Westward Ho
96. U.S.Post Office
97. Moeller Apartments
98. Evans (William) House
99. Coe (H.M.) House
100. Pugh (Charles) House
101. Phoenix Laundry And Dry Cleaning Company
102. City Center Motel
103. Firestone
104. Whitney (J.T.) Funeral Chapel
105. YMCA
106. Phoenix Elementary School Dist #1 Admin.Bldg.
107. England (A.E) Motors, Inc.
108. Imperial “400” Motel
109. Angelus Furniture/ Pay’n Takeit #12
110. Day (Dud R.) Motor Company
111. First Presbyterian Church
112. Masonic Temple
113. First Baptist Church
114. Welnick Arcade Market
115. Security Building
116. Hotel San Carlos
117. Heard Building
118. Gooding Block
119. Sixth Avenue Hotel
120. Valley Plumbing and Sheet Metal
121. Arizona Title Building
122. Title and Trust Building
123. Orpheum Theater
124. Walker (J.W.) Building
125. First National Bank Plaza
126. City Council Chambers
127. Maricopa County Courthouse
128. Maricopa County Complex
129. Luhrs Tower
130. Luhrs Post Office Station
131. Luhrs Building
132. Stag Hotel
133. Pratt-Gilbert Building
134. General Electric Supply Warehouse
135. Santa Fe Freight Depot
136. Storage Warehouse
137. Chambers Transfer and Storage Company Warehouse
138. Arrow Van and Storage
139. Phoenix Union Station
140. Sun-Ray Chemical Co.
141. Central Avenue Underpass
142. APS Building
143. Cobb Brothers Market Warehouse
144. Gas Works (Boundary Expansion)
145. McGinnis (N.B.) Equipment Warehouse
146. Clarence Saunders Store #7
147. Grant Park
148. El Portal Restaurant
149. Pyramid Cottage
150. Larson (C.A.) House
151. Duppa-Montgomery Adobe
152. American Legion Post 41
153. Cooley Auto Repair
154. Goettl Brothers Metal Products
155. St.Monica’s Church
156. Lugo (Luis) Bakery **
157. Arizona Building Company House #11
158. Friendly House
159. Classic Bungalow
160. Adobe Rowhouse
161. Arizona Building Company House #4
162. Arizona Building Company House #5
163. Morales (Carlos) House
164. Arizona Building Company House #7
165. Arizona Building Company House #9
166. Tapp (I.W.) Residence and Tapp’s Dining Room
167. Vernacular Residence
168. St.Anthony’s Catholic Church
169. Patterson (William H.) Elks Lodge #477
170. Vernacular Adobe Residences
171. Flores (Isabel) Grocery
172. Yaun Ah Gim Groceries
173. Vernacular Adobe Residence
174. Sharp (M.J.) House
175. Adams (W.E.) House
176. Sharp (W.C.) House
177. H.Firpo Poultry House
178. Sam’s Central Service Station **
179. La Estrella Tortilla Shop
180. First Southern Baptist Church
181. City of Phoenix Fire Station No.4
182. Pemberton (Sarah H.) House
183. Grace Lutheran Church
184. Barbara Jean Apartments
185. Knipe (Leighton G.) House
186. Davis Apartments
187. Stephens (C.P.) DeSoto Six Motor Cars
188. First Church of Christ Scientist
189. Lincoln-Mercury-Phoenix, Inc.
190. Mehagian’s Furniture Store
191. Merryman Funeral Home
192. Lamb Hotel
193. Farish (William A.) House
194. Burns Apartments
195. McKinley School
196. Emerson (Louis) House
197. The Ashley Apartments
198. U of A Medical School/Phoenix Union
199. Valley Center
200. Professional Building
201. Hanny’s
202. Fry Building
203. Jefferson Hotel
204. Electrical Shop and Supply Warehouse
205. Arizona Hardware Supply Company Warehouse
206. Phoenix Merchandise Mart
207. Phoenix Steam Laundry
208. Western Wholesale Drug Company Warehouse
209. Chambers Transfer and Storage Co.Central Warehouse
210. Fuller (W.P.) Paint Co.Warehouse
211. Sun Mercantile Building
212. Arizona Citrus Growers Association Warehouse
213. Home Builders Planing Mill
214. Arizona Sash and Door Company Warehouse
215. Phoenix Seed and Feed Company Warehouse
216. Gerardo’s Building
217. Arvizu’s El Fresnal Groccery Store
218. Blake, Moffitt and Towne Janitorial and Puper Supply
219. Ong Yut Geong Wholesale Market Warehouse
220. Anchor Manufacturing Co.
221. Momsen, Dunnegan and Ryan Co.Warehouse
222. Graham Paper Company Warehouse
223. First National Bank of Arizona, Central & Grant
224. Primera Iglesia Metodista Unida
225. Phoenix Linen and Towel Supply Co.
226. Queen Anne Cottage
227. Carver (George Washington) High School
228. General Sales Company Warehouse
229. Southwest Cotton Company
230. J.H.Welsh & Son Contracting Co.
231. Cate Drugs
232. Hughes House
233. Firpo (Henry and Angle) House
234. Warehouse/ Arizona Cushions and Umbrella Manufacturing
235. Friendly House Charter School
236. Washington Street Streetscape
237. Jefferson Street Streetscape
238. Tanner Chapel Agrican Methodist Episcopal Chruch
239. Dr.Thomas Crump Office
240. Immaculate Heart of Mary Church
241. Immaculate Heart of Mary Auditorium
242. First Mexican Baptist Church
243. Phoenix Christian Center
244. Swindall Tourist Inn
245. Ong’s (Jim) Market
246. Ford-Levy Furniture Company
247. Santa Rita Center
248. Jones-Montoya House
249. Tang (K.L.) Grocery and Residence
250. Gospel Center Church and Dormitory
251. Arnold’s Pickles and Olives
252. Bethlehem Baptist Church
253. Phillips (Lucy) Memorial C.M.E.Church
254. Greenlee-Hammond House
255. Loy-Ong Building
256. Robinson (W.A.) House
257. Aldridge (Aubrey and Winstona) House
258. Hayes (Zoe) House
259. Goode (Calvin and Georgie) House
260. Washington (Booker T.) School
261. Higher Ground Church of God in Christ
262. Utah-ArizonaFreight Lines
263. Eastlake Park
264. Arizona Compress & Warehouse Company
265. Adobe House
266. Adobe House
267. Adobe House
268. U.S.Post Office
269. Adobe House
270. D Gutierrez (Phillip and Rosa) House
271. Adobe House
272. Wah (W.H.) and Company Grocery
273. Austin’s Cash Market
274. Neighborhood Grocery
275. Food City
276. Southside Assembly of God
277. Tonatierra Nahuacalli
** Demolished
Community assets are important institutions which contribute to the identity, pride and stability of the Downtown RDA. They can provide community health benefits by providing places to recreate, learn, worship, and convene with others. Numerous public and private schools, parks, cultural and institutions and sites, and City, State, and County public service buildings are located within the Downtown RDA.
• Throughout the Downtown RDA, transit stops are generally within a 10-minute walk. However, the quality of the walk environment (shade, disjointed sidewalks, lack of sidewalks and convenient crossings) is uneven and declines from the core to the peripheral neighborhoods.
• Rail access declines significantly in the southeast and southwest parts of the Downtown RDA.
• Walk access to employment drops outside the core of the Downtown RDA.
• Vehicle Miles Traveled (VMT)—which correlate with household transportation costs in the Downtown RDA—are higher outside of the Downtown Core, in areas with lower household incomes than in the Downtown Core.
• The bicycle network has east-west routes through the center of the Downtown RDA; north-south access is continuous along 3rd Ave., 5th Ave., and 15th Ave. Discontinuous stretches of bicycle infrastructure exist on some routes outside the Downtown Core.
• Transit options within the Downtown RDA core area extensive, with access to Express, RAPID, Circulator, Local, and light rail transit service. Numerous eastwest transit routes exist through the Downtown RDA core, and in the northern portion of the Downtown RDA near the light rail line. The western and southern portions of the Downtown RDA lack access to highquality transit routes; these areas are limited to local transit service, with routes that may only run at 30-minute frequencies.
Access to high-quality transit is more limited in the western and southern portions of the Downtown RDA. Light rail transit provides access to larger employment centers outside the Downtown RDA. Consequently, limited access to light rail limits employment options for some Downtown RDA residents – especially those in the west and south portions of the Downtown RDA. The five-mile South Central light rail extension will connect South Phoenix to the regional light rail system, operating from downtown Phoenix to Baseline Road along Central Avenue and improving high quality transit service for the central Downtown RDA area.
As shown in the adjacent maps, access to employment within a 15-minute walk is greatest within the Downtown RDA core, with fewer opportunities in the peripheral neighborhoods. This aligns with trends in daily Vehicle Miles Traveled (VMT) per household, which increases as distance from the Downtown Core increases. Household transportation costs, which largely reflect trends in household VMT, are also higher outside the core of the Downtown RDA. The figure to the right, showing walk time to transit stops, further emphasizes the point that households in the western and southern portions of the Downtown RDA have less access to transit than those within the Downtown RDA core. Improving transit access in these areas is critical to providing equitable transportation options for all residents. The under construction South Central Extension/Downtown Hub rail project, which will extend the existing light rail system south from downtown Phoenix will increase high-capacity transit access in the southern portion of the Downtown RDA.
• The majority of the existing water infrastructure within the selected redevelopment area have exceeded their expected lifespan and are therefore subject to failure (e.g., pipe breaks).
• Water demand in the Downtown RDA is projected to remain the same or decline because of high efficiency water usage fixtures/appurtenances and decreased landscape irrigation.
• Broadband or high-speed Internet access allows users to access the Internet and Internet-related services. Broadband is an important tool for expanding educational and economic opportunities. The Downtown RDA is well served by broadband.
• Broadband coverage and accessibility are not synonymous, as cost considerations may exclude segments of the population. The Federal Affordable Connectivity Program (2021) provides subsidies to certain households based on income. 5G* wireless technology is similarly available throughout the area. *5G is the 5th generation mobile network
The Downtown RDA includes over ten distinct neighborhoods, the Phoenix Bioscience Core, the Downtown Core, and Government Mall.
Downtown RDA neighborhoods provide diverse demographic and economic character, history, and identity enriching the experience of the Downtown RDA. Some of the neighborhoods in the Downtown RDA are also adopted Redevelopment areas. With the adoption of this Plan, the redevelopment plans within the Downtown RDA will be replaced by this redevelopment plan. Maintaining and enriching these unique neighborhoods as the downtown continues to evolve is a fundamental underpinning of this plan
neighborhood organizations listed by the city include:
1. Booker T. Washington
2. Central Park
3. Eastlake
4. Evans Churchill
5. Grant Park
6. Madison Pioneers Coalition
7. Nuestro Barrio Unidos
8. Oakland
9. Roosevelt
10. St. Matthews
11. Triangle
12. Woodland
*Neighborhoods boundaries are subjective to a variety of factors and discrepancies; for this reason, our analysis looks at Neighborhood Organizations that have identified with the City. As a result, some known neighborhoods may not be shown.
Of the Downtown RDA, 59% of land and 34% of the properties are in established neighborhoods.
1,665 Neighborhood Acres 1,979 Neighborhood Properties
2,841 Total RDA Acres 5,831 Total RDA Properties
Registered Neighborhood Organization Non-Registered Neighborhood Organization Downtown RDA Boundary
The Booker T. Washington Neighborhood includes the First Institutional Baptist Church. This neighborhood is served by Valley Metro Light Rail along Washington and Jefferson Streets, with east and westbound stops at 12th Street. The neighborhood includes a mix of single, low and mid-rise multi-family housing at a variety of price points with some vacant land along and close to light rail that could be easily redeveloped. The neighborhood also includes industrial and manufacturing development mostly south of Jefferson Street along the BNSF railroad tracks. The majority of the Booker T. Washington Neighborhood, with the exception of the area west of 7th Street, is also within the Eastlake Neighborhood.
In 2020, the Census population for the Booker T. Washington Neighborhood was 1,139, representing an increase from 327 in 2010. A large portion of this increase can be attributed to the construction of new mid- and high- rise housing within the neighborhood. With the new housing and population growth, the neighborhood’s diversity has experienced a slight decline. This is demonstrated by a decrease in the percent of Latino populations from 39% to 25% within the neighborhood.
• There is a larger percentage of people between 25-44 years of age living in this neighborhood as compared to the Downtown RDA.
• Educational attainment in this neighborhood is higher than in the Downtown RDA, with over 46% of the residents holding a bachelor’s degree or higher as compared to 32% in the Downtown RDA.
• Median household income of $45,656 is substantially higher than that of the Downtown RDA ($34,522).
Graduate Degree or
Bachelors Degree
Some College or Associates
High School or GED
No High School Degree
• Slightly more than 94% of people aged 16 and over are employed in the Booker T. Washington neighborhood - about the same as in the Downtown RDA.
• 70% of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population, reflecting the high level of educational attainment of residents.
• About 16% of residents are employed in the services sector, as compared to about 54% in the Downtown RDA.
• About 16% of neighborhood residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• The average home value in this neighborhood of $257,065 is slightly higher than the Downtown RDA overall average ($255,700) (2020 U.S. Census).
• Nearly 14% of housing units are vacant, less than the overall Downtown RDA of 21%.
• Although the neighborhood does not have any vacant lots, 4% of properties have vacant buildings.
Median Household Income
The Central Park Neighborhood is a predominantly single-family neighborhood located south of Chase Field. This neighborhood embraces Central Park, which includes a community center and neighborhood recreation facilities. The neighborhood includes locally owned businesses including the Calderon Hitman Boxing Gym, which serves area youth. The South Central Light Rail Extension will stop at the western edge of the neighborhood along Central Avenue at Lincoln Street and Buckeye Road. Select streets within the neighborhood have been identified for sidewalk improvements, new trees, ADA curb ramp reconstruction, and bicycle improvements as part of the City’s Transportation 2050 (T2050) Mobility Improvements Program. The 3rd Street Rio Salado to Downtown Connector project will provide an active transportation connection through the neighborhood, extending south with a multi-use path across the Rio Salado.
2020 Census data reports 308 residents living in the Central Park neighborhood, a population decrease of 30% since 2010. Over the past decade, the neighborhood has remained diverse; over 70% of the residents are Hispanic or Latino, and 8% of residents black or African American (this is a slight decrease from 11% in 2010). The Central Park neighborhood includes a larger percentage of residents living in larger households with young children and lower median household incomes than the Downtown RDA.
• While still larger than the Downtown RDA household size of 2.12, household size in this neighborhood has declined from 2.67 in 2010 to 2.31. The neighborhood also had a substantially higher percentage of residents under age 14 and about the same percentage of young adults (15-24 years-old) as the Downtown RDA.
• Educational attainment in this neighborhood is lower than in the Downtown RDA, with nearly 10% of the residents holding a bachelor’s degree or higher as compared to 32% in the Downtown RDA.
Graduate
Bachelors Degree
Some College or Associates
High School or GED
No High School Degree
• Ninety-nine percent of neighborhood residents are employed. 20% of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population.
• Approximately 35% of this neighborhood is employed in the services sector, compared to about 54% in the Downtown RDA.
• About 45% of this neighborhood’s residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• More than twice as many Central Park neighborhood residents own their own homes than those in the Downtown RDA. This may reflect the largely single family development pattern of the neighborhood.
• Nearly 35% of housing units are vacant, more than the overall Downtown RDA of 21%.
• In 2022, ESRI reported the average value of a Central Park home is about $200,400; about 22% lower than the average Downtown RDA home value of 255,674.
The Eastlake Park Neighborhood is served by Valley Metro Light Rail along Washington and Jefferson Streets, with east and westbound stops at 12th Street. The neighborhood includes a mix of single, low, and mid-rise multi-family housing at a variety of price points with some vacant land along and close to light rail that could be easily redeveloped. The neighborhood also includes industrial and manufacturing development mostly south of Jefferson Street along the BNSF railroad tracks. Several senior housing developments are located within the neighborhood. Several areas within the neighborhood have been identified for bicycle and pedestrian improvements as part of the City’s T2050 Mobility Improvements Program.
• The Census 2020 population of Eastlake Park within the Study Area is reported as 878, representing a 5% decrease from 2010.
• Currently, residents of Eastlake account for almost 7% of the Downtown RDA population.
2022 ESRI data reports:
• The median age of neighborhood residents is slightly older than the Downtown RDA (36.8 years and 34.3 years, respectively).
» A larger percentage of people over 65 live in Eastlake than the Downtown RDA, and the Downtown RDA has a larger percent of people 19 years and younger than Eastlake.
• Residents have a higher degree of educational attainment than the Downtown RDA (almost half have a college degree or higher).
• Median household income is substantially higher in Eastlake than in the Downtown RDA.
Graduate Degree or Higher
Bachelors Degree
Some College or Associates
High School or GED
No High School Degree
• Overall, the percentage of people employed in Eastlake are about the same as in the Downtown RDA.
• 70% of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population.
• 15% of this neighborhood is employed in services, as compared to 54% in the Downtown RDA.
• About 16% of this neighborhoods’ residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• Light rail, which opened in 2008, passes through this neighborhood along Washington and Jefferson streets and has catalyzed new residential development in this neighborhood. Since 2010, the number of housing units in Eastlake has more than doubled from 450 to 1030. Over the same time frame, the percent of vacant units has declined by half, from 15% to seven (7%) percent, indicating new construction and revitalization of this area.
• The average home value in Eastlake ($216,667) is slightly lower than the Downtown RDA average home value ($255,674).
The Evans-Churchill Neighborhood forms the northeast corner of the Downtown RDA, and is only partially located within the Downtown RDA. This neighborhood includes Roosevelt Row, a nationally recognized arts district that hosts the First Friday art walk and Third Friday gallery night. Development within this neighborhood includes high rise residential with street level retail and dining uses, and parking garages. An Arizona Public Service substation, designed to blend in with the Roosevelt streetscape is located at the southwest corner of 7th and Roosevelt Streets, with an additional substation at Garfield and 2nd Street. The neighborhood is part of the City’s Downtown North South Bikeway Study area, which will provide recommendations for safe, efficient bicycle, pedestrian, and transit facilities.
By 2027 ESRI projects the population in this neighborhood to increase almost 34% from about 2,155 to 2,884 people - a rate of growth more four times higher than the Downtown RDA over the same time period. This could be due, in part, to the 2006 opening and ongoing growth of the ASU downtown campus. In 2020, this neighborhood accounts for 7% of the Downtown RDA population.
2022 ESRI data reports:
• The median age of neighborhood residents is somewhat older than the Downtown RDA (almost 31 years as compared to 34.3 years, respectively).
• Median income is substantially lower than that in the Downtown RDA, but is projected to increase almost 50% over the 2022-2027 time period.
• A smaller proportion of residents under age 20 and a larger percentage of residents over age 65 live in this neighborhood than in the Downtown RDA.
• Neighborhood residents have a higher degree of educational attainment than the Downtown RDA (36% have a college and 20% have a graduate degree).
• 2022 Household size in Evans Churchill is also substantially smaller (1.54) than in the Downtown RDA (2.06).
Graduate Degree or
Bachelors Degree
Some College or Associates
High School or GED
No High School Degree
• This neighborhood has a slightly higher employment rate (96%) than the Downtown RDA.
• Seventy two percent of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population
• Nineteen percent are employed in services (as compared to 54% in the Downtown RDA
• About 8% of this neighborhoods’ residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• Since 2010, The number of housing units in this neighborhood has increased 154% from 753 to 1910.
• The percent of owner occupied units has declined from 8% to 4% of all units.
• The number of vacant units has remained fairly constant at around 27%.
The Grant Park Neighborhood includes an American Legion Post, the William Patterson Elks Lodge, and St. Anthony’s Parish. This mostly Hispanic, single family neighborhood is on the west side of the underconstruction South Central Light Rail with stops at Central Avenue and Lincoln Street and Central Avenue and Buckeye Road. Several areas within the neighborhood have been identified for ADA and bicycle improvements as part of the City’s T2050 Mobility Improvement Program.
The Grant Park neighborhood includes about 675 people (2020 Census). Two thirds of the neighborhood is Hispanic or Latino as compared to 44% in the Downtown RDA. Since 2010, the population of this neighborhood has decreased 33% from 966 residents.
2022 ESRI data reports:
• The median age of neighborhood residents is substantially younger than the Downtown RDA (28 years as compared to 34.3 years, respectively).
• Grant Park residents have larger average household sizes (3.07) than the Downtown RDA (2.06).
• A substantially larger percentage of Grant park population is age 19 and younger and a smaller percentage of population is age 65 and older than the Downtown RDA.
• Grant Park household residents may be less affluent than in the Downtown RDA as a whole; neighborhood median household income is 12% lower than that of the Downtown RDA and 39% lower when comparing neighborhood per capita income.
• While a majority of Grant Park housing units are renter occupied (40%), it is still less than the almost 67% in the Downtown RDA.
Graduate
Some
High
No
• Grant Park Residents have a lower degree of educational attainment than the Downtown RDA, with 40% of residents over 25 years old who are not High School Graduates as compared to 22% in the Downtown RDA. This may also account for some of the income difference between this neighborhood and the Downtown RDA. Ten percent of Grant Park residents have a bachelor’s degree or higher as compared with 32% of Downtown RDA residents.
• Almost 99% of Grant Park residents over 16 years old are employed as compared to 95% of the over 16 years old Downtown RDA population.
• 20% of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population.
• 35% of Grant Park residents are employed in services, as compared to 54% in the Downtown RDA.
• About 45% of this neighborhoods’ residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• Since 2010, the number of housing units in the neighborhood has decreased 19% from 323 to 262.
• Nearly 35% of housing units are vacant, more than the overall Downtown RDA of 21%.
• Renter occupied housing units have decreased slightly, from 47% in 2010 to 40% in 2022, while owner occupied units have increased slightly from 25% to 26% between 2010 and 2022.
The Nuestro Barrio Unidos includes several neighborhoods (including Nuestro Barrio, Cuatro Milpas, Ann Ott, El Campito, Golden Gate, San Juan Bautista), Barrios Unidos and Nuestro Parks, the Sylvestre Herrera Elementary School, the historic Santa Rita Hall, the site of Cesar E. Chavez’s 24-day protest fast in 1972, and a planned cultural corridor celebrating important neighborhood residents. The City owns a large percentage of the land in this neighborhood south of Buckeye Road and North of I-17; much of that land remains vacant while some of it is used for municipal operations including a park and a police station Redevelopment and revitalization of this neighborhood is addressed through the Phoenix Land Reuse Strategy developed for Sky Harbor noise mitigation land west of Sky Harbor Airport. In 2022 the Aviation Department was awarded a USDOT ‘RAISE’ grant to design and construct its Land Reuse Strategy recommendations. Portions of this neighborhood are included in Transportation 2050 (T2050) Mobility Study Area #1 and are being prioritized for the construction of mobility and ADA projects.
FAA regulations prohibit the construction of new housing within this portion of the Downtown RDA. Consequently, the population decreased 28% from 2010 to 2022 as people relocated from this neighborhood. In 2020 the U.S. Census determined that this neighborhood had 874 residents with an average household size of 3.5 and 81% of the residents in this neighborhood identified as Hispanic or Latino.
• The median age of neighborhood residents is younger than the Downtown RDA (30 years as compared to 34.3 years, respectively).
• Residents’ median household income ($43,504) is 26% higher than the Downtown RDA ($34,522).
• Per capita income is 18% lower than the Downtown RDA - which may reflect a larger portion singleworker households than the Downtown RDA.
• Almost two-thirds of Nuestro Barrio housing units are renter occupied, which is less than the almost 67% in the Downtown RDA.
• Residents have a substantially lower degree of educational attainment than the Downtown RDA, with 38% of residents over 25 years old who are not High School Graduates as compared to 22% in the Downtown RDA. Eight percent of Nuestro Barrio residents have a bachelor’s degree or higher as compared with more than 30% of Downtown RDA residents.
Employment Profile:
• Nuestro Barrio has a lower employment rate than the Downtown RDA with 88% of residents over 16 in the labor force - despite the fact that the area has a smaller percentage of residents over 65 years old than the Downtown RDA.
• 29% of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population.
• 28% of residents are employed in the service industry as compared to 54% in the Downtown RDA.
• About 42% of this neighborhoods’ residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
Land Use and Building Conditions:
• Of the 288 houses within the area, 13% are vacant.
• Housing stock has declined almost 35 percent from 2010 through 2020, reflecting those properties that were purchased as a part of a buyout related to noise impacts from Sky Harbor airport.
Median Household Income
$34,522
The Oakland Neighborhood is a primarily residential historic district that includes the Capitol School (K-8 grade), the Phoenix Rescue Mission Changing Lives Center and administrative offices, University Park, a Holiday Inn Express hotel, the Bimbo Bakery, and a Car Wash. A portion of the Grand Avenue Arts District is within the neighborhood. Various mobility improvements—such as sidewalks, ADA ramp reconstruction, traffic signal upgrades, street lights, shade trees, and bikeways—have been identified within the neighborhood as part of the T2050 Mobility Improvement Program.
The population of the Oakland neighborhood has remained fairly steady over the past decade at about 1,570 people. The household size within this neighborhood decreased from 3.01 in 2010 to 2020 and is now an average of 2.53 - larger than that of the Downtown RDA’s 2.06. Slightly more than half of this neighborhood is persons who are Hispanic or Latino.
• Thirty-two percent of Oakland residents are under age 19 as compared to 24% in the Downtown RDA. This could account for the larger household sizes in this neighborhood and possibly reflect some of the population at the Phoenix Rescue Mission Changing Lives Center, which serves women and children struggling with homelessness, addiction and trauma.
• Although over 100 new housing units have been added to the neighborhood over the 2010-2022 time frame, the proportion of owner-occupied households has also declined by about 8% from 2010 to 2020.
• The median age of neighborhood residents is younger than the Downtown RDA (29 years as compared to 34.3 years, respectively).
• Residents’ 2022 median household income of $32,636 is slightly lower than the Downtown RDA ($34,522).
• Residents have a substantially lower degree of educational attainment than the Downtown RDA, with 33% of residents over 25 years old who are not High School Graduates as compared to 22% in the Downtown RDA. Fifteen percent of Oakland residents have a bachelor’s degree or higher as compared with more than 30% of Downtown RDA residents.
• Oakland has a similar employment rate than the Downtown RDA with 95% of residents over 16 in the labor force.
• Twenty eight percent of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population.
• 32% of residents are employed in service, compared to 54% of Downtown RDA.
• About 39% of this neighborhoods’ residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• Since 2010, the number of housing units increased slightly from 666 to 688.
• The number of vacant units has also decreased from 22% in 2010 to 9% in 2022.
• Owner occupancy in the neighborhood decreased from 16% in 2010 to 12% in 2022.
This neighborhood is experiencing substantial new development including new high- and mid-rise housing, and commercial development. The portion of the neighborhood not within the Downtown RDA is divided by I-10. The neighborhood includes the Central Station, Phoenix Civic Space Park, facilities for Arizona State University, the downtown YMCA, the Westward Ho Senior Living apartments, and some hotel and office development.
Since 2010, the population of the Roosevelt neighborhood has increased from just over 1,100 to 1,611 people in 2020. The Roosevelt neighborhood average household size (1.5 persons) is substantially smaller than the 2.06 within the Downtown RDA. Persons of color account for less than half of this neighborhood’s residents as compared to 59% in the Downtown RDA.
• Median household income in Roosevelt is lower than that of the Downtown RDA.
• This neighborhood also has a larger percentage of its population over age 65 and between the ages of 2024 than the Downtown RDA. This could be a reflection of ASU and the Westward Ho populations.
• Residents have a higher degree of educational attainment than the Downtown RDA, with 51% of residents over 25 years old who have a bachelor’s degree or higher as compared with slightly more than 30% of Downtown RDA residents. Similarly, just over 7% of residents in this neighborhood have less than a high school degree as compared with about 22% of Downtown RDA residents.
• Roosevelt neighborhood has a similar employment rate than the Downtown RDA with 97% of residents over 16 in the labor force.
• Seventy four percent of neighborhood residents are employed in office or remote work as compared to about 54% of the Downtown RDA population.
• Seventeen percent of this neighborhood’s residents are employed in the service industry, compared to more than half in the Downtown RDA.
• About 9% of this neighborhoods’ residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• Over the 2010-2022 time frame the proportion and number of owner-occupied households has decreased from five to one percent of all units.
• Notable is the decrease in renter occupied units from 88.4% in 2010 to 68.5% in 2022. This most likely reflects new construction.
• Vacancy rates in the neighborhood have also increased from six to 30%, also probably due to the increase in units and new construction within the area.
The mostly residential St. Matthew’s neighborhood is named for the St. Matthew’s Catholic Church located on the north side of Van Buren Street at 20th Drive. The future Valley Metro Light Rail Capitol Extension is planned along the east edge of the neighborhood at 19th Avenue and along Van Buren Street. The neighborhood is bordered by industrial and transportation uses that have external impacts on the neighborhood. The Van Buren edge of this neighborhood is impacted be traffic which is often backed up due to activity at the rail yard which forms this neighborhood’s eastern edge along 19th Avenue. Adams Street through the neighborhood is mostly lined with single family residential homes and is impacted by traffic accessing I-17. Jefferson Street crosses I-17 and is also a high volume roadway with speeds that conflict with the residential activities along it. The southern boundary of the neighborhood is an industrial use (Schuff Steel) and rail lines.
Between 2010 and 2020 population in this neighborhood has increased 8%. Over 60% of neighborhood residents identify as Hispanic or Latino. A 2020 average of 2.95 persons per household within this area is substantially higher than the 2.06 within the Downtown RDA.
• The St. Matthews neighborhood has a larger population under age 20 than the Downtown RDA, suggesting younger families living in the area.
• Median household incomes in St. Michael’s are slightly higher than that of the Downtown RDA, potentially reflective of the larger household size.
• Residents have a substantially lower degree of educational attainment than the Downtown RDA, with 9% of residents over 25 years old who have a bachelor’s degree or higher as compared with slightly more than 30% of Downtown RDA residents. Thirty-six percent of residents in this neighborhood have less than a high school degree as compared with about 22% of Downtown RDA residents.
• The St. Matthew’s employment rate is lower than the Downtown RDA with 92% of residents over 16 in the labor force compared to about 95% in the Downtown RDA.
• Neighborhood residents employed in office or remote work constitute about 35% of the workforce compared to about 54% of the Downtown RDA population.
• About 13% of the area residents are employed in the Services industry as compared to over 54% in the Downtown RDA.
• Over half (52%) of this neighborhoods’ residents are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• The total number of housing units declined less than 3% from 2010 to 2020.
• In 2020 about 8% of the housing in this neighborhood was vacant (down from 24% in 2010).
• In 2022, half of all housing units were renter-occupied. Since 2010, the number of owner occupied units in this neighborhood increased 10% to 41% of all units. With a net loss of housing units, the increase in rental units and decrease in vacant units could indicate a growth in the desirability of the neighborhood, as more vacant units are converted to rentals.
The mostly residential Triangle Neighborhood borders Grand Avenue, which is a revitalizing arts, commercial and residential area and the subject of the Greening Lower Grand Avenue Plan. The 7th Avenue edge of the neighborhood includes vacant land. This land could be developed with appropriately designed mid-rise development.
The Triangle neighborhood includes a 2020 census population of 649 people. About 42% of neighborhood residents identified as Hispanic or Latino in 2020. Since 2010 population has decreased approximately 16%.
• The 1.83 persons per household size (down from 3.29 in 2010) is lower than the 2.06 within the Downtown RDA, and may indicate a shift from families to more single or newly formed families in this neighborhood.
• The population profile of the neighborhood is similar to the Downtown RDA, with slightly fewer people ages 20 to 34.3 years old and slightly more people under 20 years old than the Downtown RDA.
• Median household incomes of $51,578 are higher than that of $34,522 in the Downtown RDA.
• The Triangle neighborhood higher than Downtown RDA median household income is potentially reflective of the 35% college and above educational attainment of residents (compared to about 32% in the Downtown RDA).
• Almost 99% of Triangle neighborhood residents are employed.
• A high percentage (65%) of residents are employed in office or remote work.
• About 30% of Triangle neighborhood residents are employed in services.
• Of the 98.5% of Triangle neighborhood residents employed, 11% are employed in non-office or on-site work as compared to 22% in the Downtown RDA.
• Since 2010, the number housing units in this neighborhood has increased by 25%, evidenced by new, low-rise residential developments.
• The number of owner occupied units increased from about 27% to 35% between 2010 and 2022.
• Vacant units accounted for 13% of all units in 2020, significantly lower than the 24% of units in 2010.
The residential Woodland neighborhood lies between the Oakland neighborhood and the Government Mall Redevelopment Area. The mostly residential neighborhood is separated from Van Buren Street by Woodland Parkway which includes a tree-lined buffer from which the neighborhood derives its name. This neighborhood is distinct because it is surrounded on the south, east and west by mostly State owned land and development. The development of this historic neighborhood marked the beginning of expansion of the original Phoenix townsite. This neighborhood includes the Eyrich House, at 1015 West Woodland Avenue, which is one of the oldest buildings in Phoenix.
The Woodland neighborhood had 183 residents in 2020. Less than in 2022, 30% of the people in this neighborhood identified as Hispanic or Latino. The population of this neighborhood declined 24% from 242 in 2010.
2022 ESRI data reports:
• In 2020 the household size of 1.0 (person) was below the 2.06 household size within the Downtown RDA.
• This neighborhood has a smaller percent of people under age 25 than the Downtown RDA and a larger percent of people between the ages of 25 and 65 years old than the Downtown RDA. This could indicate this neighborhood is composed of mostly single person households.
• Woodland neighborhood median household income is comparable to the Downtown RDA.
• A slightly smaller percentage of Woodland neighborhood residents have bachelor’s degrees or higher than than Downtown RDA residents.
• Almost 84% of all residents are employed, lower than in the Downtown RDA as a whole.
• Fifty one percent of all Woodland residents are employed in office or remote work.
• Thirty four percent of all residents are employed in services.
• Fifteen percent of all residents are employed in nonoffice or on-site work as compared to 22% in the Downtown RDA.
• From 2010 to 2022, the percentage of owner occupied housing units in the Woodland neighborhood increased from 10% to 19%. Vacant units accounted for 17% of all units in 2022, about the same as the 17% vacant units in 2010.
The Madison Pioneers Coalition Neighborhood includes a portion of the Government Mall, some Arizona Department of Transportation Buildings, the BNSF rail line, the historic Pioneer Cemetery, and the Phoenix Human Services Campus.
The 2020 U.S. Census states the Madison Pioneers Coalition neighborhood includes 840 people and 46 housing units. The city believes that the population is much higher, and these numbers do not reflect the substantial number of unhoused population in this neighborhood. The population of this neighborhood declined about 23% from 1,068 persons in 2010.
• About half of the population in this neighborhood is unhoused or living in group quarters, reflective of the Human Services Campus managed shelters.
• The total daytime population in this neighborhood includes 4,711 workers. Many of these people work for the State, the Human Services Campus and small businesses within the neighborhood.
• Almost 29% of the population has a bachelor’s degree or higher, slightly less than the Downtown RDA.
Graduate Degree or
Bachelors Degree
Some College or Associates
High School or GED No High School Degree
• Because of the substantial number of residents in this neighborhood that are unhoused or living in group quarters, employment data is unreliable.
• Because of the substantial number of residents in this neighborhood that are unhoused or living in group quarters, housing unit and housing vacancy data is unreliable.
Source: EDPCO Market Profile (Neighborhoods), ESRI forecasts for 2022 and 2027. U.S. Census Bureau 2000 and 2010 decennial Census data converted by Esri into 2020 geography. * Booker T. Washington & Eastlake Neighborhoods include overlapping counts
1 For definitions of ESRI Daytime Population: https://storymaps.arcgis.com/stories/278effd970d342fc9c9fb08f928d1cd0 Daytime Workers can include residents and non-residents who are employed in the area, such as military; Daytime Residents refer to people who live in the area and can be employed and not at work, populations under 16 years of age, & working age persons who are unemployed or not in the labor force (such as retirees, homemakers, college students, misc. non-institutional and institutional group quarter populations in nursing homes, juvenile detention centers, homeless shelters, etc.)
Source: EDPCO Market Profile (Neighborhoods), ESRI forecasts for 2022 and 2027. U.S. Census Bureau 2000 and 2010 decennial Census data converted by Esri into 2020 geography.
As an engine of the City, there are important planning challenges within the Downtown RDA that must be addressed as it continues to thrive. These include and are not limited to:
• A lower percentage of Downtown RDA residents hold white collar, management/business/financial, or professional jobs as compared to the City as a whole.
• A higher percentage of Downtown RDA residents hold administrative support (15.9%) and services (23.6%)jobs than the City as a whole (13.0% & 16.9% respectively)1
• A 2022 median household income of $34,522 - more than 48% less than the Citywide $66,999.2
• Limited access to a full service grocery store and other residential retail services in the Downtown RDA west of Central Avenue and south of Jefferson Street.
• A significant portion of residents pay more than 30% or their income for housing (housing cost-burdened).
• A high proportion of single family housing that is in need of repair (based on a 2020 survey).
• A significant population that is un-housed.
• Limited, vacant land available for new housingespecially at higher densities.
• Single family and low-density residential areas that are impacted by industrial and transportation uses including the BNSF railroad, Interstate 17, and high noise impacts from aircraft overflight.
• Aging park infrastructure and design.
• Traffic impacts that include cut-through traffic and illegal parking, and restricted access during events from event venues, in particular the stadium area.
• A lack of landscaping or shade in many areas of the Downtown RDA; many areas have a tree canopy cover of less than 10%
• Uneven access to high quality public transportation (i.e. light rail).
• High speed, high volume traffic that impacts neighborhoods (St. Matthew’s).
• Higher crime rates (a portion of the Downtown RDA is one of three “moderately high hot spots for crime citywide and one of five “very high” property crime citywide.)
• Mid-century and other historic buildings may not be registered and thus may not have protections from negative impacts such as demolition.
1 2022 Median Household Income Source: EDPCO Market Profile, ESRI forecasts for 2022. U.S. Census Bureau 2000 and 2010 decennial Census data converted by Esri into 2020 geography.
2 2022 Median Household Income Source: EDPCO Demographic and Income Profile, ESRI forecasts for 2022 and 2027. U.S. Census Bureau 2010 decennial Census data converted by Esri into 2020 geography.
Stakeholders share their experiences to help inform plan map creation.
Community Members provided input and identified ares and concerns for consideration.
Implementation
Planning & Development
Community Identity & Quality of Life
Economy
Mobility
Housing
Partnerships
Implementation of the Downtown Redevelopment Area Plan, acquisition and preparation of redevelopment sites, and financing of redevelopment projects within the Downtown RDA can be accomplished through prioritizing investments within the City of Phoenix Capital Improvement Program and other departmental programmatic efforts, implementation of the Development Map and accompanying Building Types and Design Guidelines included in this plan, and application of funding tools that could include the Government Lease Excise Tax, federal, state and local housing incentives, tax relief programs, and development agreements. Opportunities also exist to apply Federal Community Development Block Grant Program funds to move forward specific plan strategies, and pursue other public and private grants, partnerships, and investments in the downtown.
In accordance with A.R.S. § 36-14791, families are not anticipated to be displaced from the redevelopment project area.
✓ UPDATES THE 1979 DOWNTOWN RDEVELOPMENT PLAN
✓ INCLUDES ALL NEIGHBORHOODS & STAKEHOLDERS IN THE UPDATE ✓ CONSOLIDATES AND UPDATES OLDER REDEVELOPMENT PLAN
✓ RECOGNIZES THE DOWNTOWN AS A COLLECTION OF INTERTWINED NEIGHBORHOOD ✓ IDENTIFY & SUPPORTS OPPORTUNITIES FOR DOWNTOWN NEIGHBORHHOODS STABILIZATION & DEVELOP IN KEEPING WITH THE VISION OF THE NEIGHBORHOOD PLANS
NEIGHBORHOODS COMMUNITY
1 https://www.azleg.gov/viewDocument/?docName=http://www.azleg.gov/ars/36/01479.htm
This plan recommends strategies & actions to enhance the quality of life within the Downtown Redevelopment Area by encouraging a healthy environment and inclusive community and providing housing that is affordable to all residents and economic opportunity (See ““Equity Framework”” on Pg. 26) .
The Downtown RDA Plan strategies and actions are organized into the following topics: Planning & Development, Community Identity & Quality of Life, Economy, Infrastructure & Mobility, Housing, and Partnerships.
Per State Statue A.R.S. § 42-6209(F) and A.R.S. § 36-1479, plan authority, background definitions, and implementation tools and mechanisms can be found in Chapters 2, 3, & 4.
Chapter 2 includes
• A statement of the boundaries of the redevelopment project area.
• A map showing the existing uses and conditions of the real property within the redevelopment project area.
Chapter 3 includes:
• A statement of the proposed method and estimated cost of the acquisition and preparation for redevelopment of the redevelopment project area and the estimated proceeds or revenues from its disposal to redevelopers.
• A statement of the proposed method of financing the redevelopment project.
• A statement of a feasible method proposed for the relocation of families to be displaced from the redevelopment project area. Information showing the standards of population densities, land coverage and building intensities in the area after redevelopment.
• A statement of the proposed changes, if any, in zoning ordinances or maps, street layouts, street levels or grades, building codes and ordinances.
• A statement as to the kind and number of site improvements and additional public utilities which will be required to support the new land uses in the area after redevelopment.
• Information showing the standards of population densities, land coverage and building intensities in the area after redevelopment.
• A land use plan showing proposed uses of the real property within the redevelopment project area.
Strategy 1:
Ongoing plan implementation supporting sustainable, appropriate development within the Downtown RDA.
Action 1a: Implement this plan in a timely manner through existing and new City programs and policies, and through partnerships with other appropriate entities.
Action 1b: Approve new development in accordance with the Development Types Map included in this Plan and align development with preferred and secondary building typologies assigned to each Development Type.
Action 1c: Encourage developers within the Downtown RDA to consult this plan when building within the Downtown RDA, and apply to new and re-development within the Downtown RDA the design guidance included in this Downtown RDA plan.
Action 1d: Consider expanding application of the Walkable Urban Code (WUCode) where appropriate throughout the Downtown RDA.
Action 1e: Encourage integration of Low Impact Development (LID) techniques for all public and private downtown development.
Action 1f: Integrate Green Stormwater Infrastructure (GSI) and techniques including bioswales, bioretention systems, rain gardens, and other water conservation measures into public right of way landscape
Action 1g: Develop flood mitigation measures for the St. Matthew’s, Oakland, and Grand Avenue neighborhoods and reassess measures with updated flood studies.
Action 1h: Work with Arizona Department of Administration to ensure that redevelopment of land owned by the State of Arizona is in conformance with this plan and contributes to the overall quality of life within the Downtown RDA.
Action 1i: Reduce Urban Heat Island effect through the incorporation of shade trees and alternative pavement techniques such as permeable pavement and cool pavement.
Action 1j: Ensure new development is compatible with airport operations and overflight.
Strategy 2:
Provide technical, zoning enforcement, and funding support to enhance structures and properties in the Downtown RDA.
Action 2a: Continue to offer technical support for repair and renovation of single family homes in the Downtown RDA.
Strategy 3: Reduce the number of vacant lots and structures in need of significant maintenance throughout the Downtown RDA.
Action 3a: Develop new and continue to offer existing programs that encourage & support sensitive renovation of commercial and multifamily residential facades and structures throughout the Downtown RDA. Make property owners and others aware of these programs through regular advertisements and prominent posting on the City website.
Action 3b: Work with neighborhoods and appropriate City agencies to ensure vacant lots remain clean, weed-free, and where appropriate, fenced. Additionally consider working with owners of vacant lots and the neighborhoods in which they are located to identify appropriate interim uses that could
Strategy 4: Encourage retail services to locate in appropriate locations throughout the Downtown RDA.
Action 4a: Work to locate a small scale grocery store within the Downtown RDA. Consider in particular, the following locations:
• On the west side of 7th avenue south of Buckeye Road (Matthew Henson Neighborhood)
• Along Grant Street
Action 4b: Develop support to incubate small storefront local retail--such as coffee shops, restaurants, and online businesses-and neighborhood services & amenities that support daily needs in close proximity to residents (i.e. laundromat, dry cleaners, etc.) along Buckeye Road and Grant and Van Buren Streets and in other appropriate locations throughout the Downtown RDA.
This plan has seven (7) Development Types defined below. Development Types guide development and the character of a given area through compatible building types and design. They are informed by adopted plans and do NOT replace zoning.
See ‘Building Type Definitions‘ on Page 92 for a list of appropriate buildings.
• Small Dwelling
• Standard Dwelling
Low-Moderate
• Standard Dwelling
• Multiple Dwelling Units/ Townhomes
• Multi-Family Residential
• Special Residential Types
• Multi-Family Development
• Service & Retail-Small Scale
• Office- Small to Moderate Scale
• Service & Retail-Small Scale
• Office- Small to Moderate Scale
• Downtown Core
• Multi-Family Development
• Special Residential (Manufactured Housing/ Modular Housing Only)
• Small Dwelling
• Special Residential (Manufactured Housing/ Modular Housing Only)
• Multiple Dwelling Units/ Town Homes
• Special Residential
• Office- Small to Moderate Scale
• Multiple Dwelling Units/ Townhomes
• Special Residential (Live Work Only)
• Special Residential (Excluding Manufactured Housing)
• Service Retail- Small Scale
• Office- Small to Moderate Scale
• Service & Retail-Small Scale
• Flex-Moderate-toLarge Scale
• Office- Small to Moderate Scale
• Service & Retail-Small Scale
Phoenix Downtown Redevelopment Area Development Type Map
Low Density Residential
Low-Moderate Density Residential
Moderate Density Residential
Downtown Core
Mixed-Use Residential (MXD-1) Employment
Industrial Mixed Use Commercial (MXD-2)
Downtown RDA Boundary
There are five (5) categories of Building Types that typically correspond to general land uses: Residential- Lower Density, Residential- Mid-Higher Density, Commercial, Employment, & Downtown Core. Each category has several building types that can be used across various Development Typologies (see ‘Page 88’).
• Height: 1-2 Stories (1 story TYP)
• Building Size: 400-1,200 SF
• Note: Maximum 1 ADU per single family residence
• Height: 1-2 Stories (1 story TYP)
• Building Size: Less than 1,00 SF
• Height: 1-2 Stories (1 story TYP)
• Less than 4,000 SF
• Height: 1-2 Stories
• Building Size: 5,000+ SF
• Density: 4-8 DU’s/AC
• Height: 1-2 Stories
• Building Size: 6,000+ SF
• Density: 6-12 DU’s/AC
• Height: 1-2 Stories
• Building Size: 6,000+ SF
• Density: 6-12 DU’s/AC
• Height: 1-2 Stories
• Building Size: 8,000+ SF
• Density: 8-16 DU’s/AC
• Height: 1-2 Stories
• Building Size: 10,000+ SF
• Density: 8-20 DU’s/AC
• Height: 2-3 Stories
• Lot Size: 0.5+ AC
• Density: 12-25 DU’s/AC
• Height: 2-3 Stories
• Lot Size: 0.5+ AC
• Density: 12-25 DU’s/AC
• Height: 2-3 Stories
• Building Size: 1-2 AC
• Density: 20-30 DU’s/AC
• Height: 4-7 Stories
• Building Size: 1+ AC
• Density: 30-60 DU’s/AC
• Height: 4-7 Stories
• Building Size: 1+ AC
• Density: 30-60 DU’s/AC
Senior Housing
• Height: 2-4 Stories
• Lot Size: 1+ AC
Manufactured Housing / Modular Housing
• Height: 1-2 Stories
• Lot Size: 4,000-8,000 SF
• Density: 20-50 DU’s/AC
Co-Housing
• Height: 1-3 Stories
• Lot Size: 1+ AC
• Density: 10-30 DU’s/AC
Service & Retail- Small Scale
Neighborhood Commercial Center / Convenience Center
• Site Area: 1.5-5 AC
• Gross Leaseable Area: 10k-50k SF +/-
• FAR: 0.20-0.35
• Density: 4-10 DU’s/AC
Live-Work
• Height: 2-3 Stories
• Lot Size: 0.5+ AC
• Density: 10-30 DU’s/AC
Market / Small Store
• Site Size: 0.5+ AC
• Height: 1 Story
• Building Size: 10k-20k SF +/-
Studio Office / Makers Space
• Site Area: 0.1 - 0.5+ AC
• FAR: 0.3-0.6
• Height: 1-2 stories
• Building Size: 1k-10k+ SF
Small-scale space(s) for creative and business professionals, etc.
Appropriate as infill development
Office Pad / Office Condo
• Site Area: 1.5-5+ AC
• FAR: 0.3-0.6
• Height: 1-3+ stories (3 floors TYP)
• Building Size: 10k-30k+ SF
Low-rise, stand-alone office building serving single or multi-tenants
May be build-to-suit or speculative
Office Flex (including Incubator / Co-Working)
• Site Area: 1.5+ AC
• FAR: 0.3-0.5
• Height: 1-2 Floors with Floor-to-Ceiling Height <18’
• Building Size: 25k-60k+ SF
Flexible office, R&D, and light industrial space
Often provides business assistance to start-up and early-stage companies
Office Mixed-Use
• Site Area: 2-5+ AC
• FAR: 0.5-0.75
• Height: 2-4 Stories
• Building Size: 35k-300k+ SF
Incorporates ground floor service, retail, food & beverage, etc.
Typically, more urban in character
Single Tenant Flex
• Site Area: 2 - 40+ AC
• FAR: 0.2-0.3
• Height: 1 - 2 Floors with Floor-to-Ceiling Height < 18’
• Building Size: 10k - 100k+ SF
Accommodates combination of functions including office, R&D, light industrial, small-scale distribution, etc.
Normally constructed for and occupied by single tenant
Multi-Tenant Flex
• Site Area: 5 - 40+ AC
• FAR: 0.2-0.3
• Height: 1 - 2 Floors with Floor-to-Ceiling Height < 18’
• Building Size: 20k - 100k+ SF
Accommodates combination of functions including office, R&D, light industrial, small-scale distribution, etc.
Provides flexible space for multiple tenants / typically speculative product
Single-Tenant Light Industrial
• Site Area: 2 - 20+ AC
• FAR: 0.2-0.3
• Height: 1 Floor with 20’-26’+ Floor-to-Ceiling Height
• Building Size: 10k-300k+ SF
Especially fit for specialized manufacturing, including technology-based business
Normally build-to-suit for single tenant / large-scale processes
Multi-Tenant Light Industrial
• Site Area: 5 - 40+ AC
• FAR: 0.2-0.3
• Height: 1 Floor with 20’ - 26’+ Floor-to-Ceiling Height
• Building Size: 20k - 300k+ SF
Generally accommodates various small-scale assembly and warehousing activities
Speculative product
Residential Tower
• Height: Mid-Rise (up to 12 floors) to High-Rise Tower)
• Density: 80+ DU’s/AC
Tower may “sit” on larger podium May include street level retail
Commercial Office Tower
High-rise tower Tower may “sit” on larger podium May include street level retail
Mixed-Use Tower
High-rise tower Tower may “sit” on larger podium Varied mix of commercial office, residential, and hotel uses May include street level retail
There are seven (7) example sites of the following types of development: Low Density Residential, Low-Moderate Density Residential, Moderate Density Residential, Mixed-Use Residential, Mixed-Use Commercial, Employment, & Industrial. Each development example provides scenario sites and guidance for potential building designs (see ‘Page 88’).
Consider Neighborhood Context. Contribute to a visually coherent street environment in the design and development of buildings and projects; buildings should normally orient to the street and relate to their surroundings in terms of scale and massing.
Provide Clear and Functional Site Organization. Place site elements, including buildings, circulation routes, parking, outdoor common space, and landscape areas to achieve an orderly and functional layout; the site plan should afford clear pedestrian movement and wayfinding.
Ensure Safe & Efficient Access, Circulation & Parking. Design vehicular, pedestrian, and bicycle circulation for safe, efficient, and convenient site access and utilization. Position and design parking facilities to minimize their visual impact on the street and reduce multi-modal conflicts by reducing curb-cuts.
Moderate Building Scale & Massing. Encourage compatibility in height and scale with existing structures in the immediate vicinity. Relate different building types through changes in height, scale, and mass to establish a visual transition, for example by introducing upper floor step backs
Make Buildings Aesthetically Pleasing. Design visually attractive buildings that improve the aesthetic quality of the site and surroundings; give each building a unified composition, achieving a sense of proportion and balance in both exterior form and the placement of such features as windows, doors, and other architectural elements.
Provide Useable Outdoor Space. Integrate private and communal outdoor space as appropriate. Location and size should support human occupation and use, for example, communal spaces should be centrally located and scaled to take on the character of an outdoor room, while private outdoor spaces should directly serve each dwelling unit.
Encourage Rich & Harmonious Landscape Design. Provide a landscape setting that enhances the overall aesthetic character and function of the site and creates a pleasing environment for pedestrian circulation and gathering. Consider special landscape treatment at entryways and pedestrian gathering areas, for example, through accent planting, decorative hardscape, etc.
Respect Local Design Traditions. Support culturally appropriate design solutions; in particular, emphasize climate-responsive building and landscape design. Where appropriate, integrate works of community art and environmental graphics, especially those that tell the story of the community’s heritage.
Promote Sustainable Design Practices. Engage in ecologically-responsible site development and building practices. For example, introduce site shading to create comfortable micro-climates and reduce the heat island effect, and support water-wise landscape practices that emphasize native and drought tolerant plants and efficient irrigation.
Ensure Airport Compatibility. Prohibit noise sensitive land uses within the high noise impact areas. Consider native landscape features within a two mile radius of the airport to reduce wildlife hazards.
The illustrations above depict specific design principles as noted on the previous page
Low density residential housing comes in many different forms and styles. In the redevelopment area, parcels are typically small with 50 ft or less of street frontage and often provide lot access via a rear alley. The image above as well as those on the next page are examples of best practice for infill housing design.
1. Front and side setbacks should approximate that of adjacent and nearby buildings. Dwellings should normally orient themselves to the street, and garage doors should not dominate the street elevation.
2. Introduce architecturally compatible variations in depth and direction of exterior wall planes to create interest and reduce mass; additionally, consider varying roof form to complement a dwelling’s mass and articulation
3. Facade aticulation is encouraged and may include change of wall plane, door and window treatment, façade details, and/or other architectural treatment.
4. Use windows and doors to provide architectural expression and create a distinctive design; window openings should be placed to ensure privacy.
5. Choose materials, textures, and colors suitable to the scale and character of the dwelling; additionally, details should reflect the structural and material integrity of the building.
6. Use quality materials that convey a sense of permanence and withstand weather and wear; building materials appropriate to the desert environment and light colors that reflect the heat are encouraged, while the following materials are
generally discouraged: unfinished metal, corrugated fiberglass, corrugated sheet metal, and nonarchitectural grade plywood.
7. Use front porches and decks to add architectural interest, provide useable outdoor space, and create a pleasing transition between indoors and outdoors.
8. Give perimeter walls and fences a decorative appearance, e.g., through changes in material and texture, or a landscape buffer; utilitarian fencing material such as chain link and barbed wire are discouraged.
9. Locate and design secondary and accessory dwelling units to fit the site and surrounding neighborhood and achieve visual compatibility with the primary dwelling; employ quality construction for secondary and accessory dwellings.
10. Landscape front and street side yard areas to complement the character of the dwelling and surrounding neighborhood; give preference to native and water conserving plants, and the use of turf grass is generally discouraged.
Note: Drawings are conceptual and design guidance is intended as aspirational
The illustrations above depict specific design principles as noted on the previous page
In neighborhoods with street and alley access, and where adjacent lots can be consolidated into a single parcel, there is an opportunity for higher-density, yet more moderately sized units that may require dedication and pavement improvements. The 0.48 acre example above consolidates 3 vacant lots to create 12 units in two buildings. with an internal courtyard and associated surface parking. The plan generally maintains a similar cadence of building width so as not to overwhelm adjacent properties and provides more opportunities for site landscaping to the benefit of
the entire neighborhood.
1. Encourage compatibility in height and scale with the surrounding neighborhood; provide a transition in scale to adjacent smaller structures, for example by introducing a step back above the second floor and/or increased setback.
2. Orient buildings and individual units and their entrances toward streets and/or communal outdoor spaces to the extent feasible.
3. Modulate exterior building walls and the roof line to create visual interest, especially along streets and active pedestrian areas.
4. Articulate building facades through change in wall plane, door and window treatment, and other compatible architectural treatment such as balconies and canopies that provide visual relief.
5. Use windows and doors to establish scale and provide architectural interest; there should be a clear pattern of fenestration that unifies the building while giving expression to individual units.
6. Provide convenient and clearly identifiable pedestrian walkways, designed to minimize conflicts with vehicular access and circulation; shaded walkways and connections are encouraged.
7. Position parking facilities to reduce their visual impact on the street; for example, locate parking behind buildings, interior to the block, or in subterranean facilities, and alley access is encouraged.
8. Incorporate appropriately scaled communal outdoor space, such as courtyards and terraces; these spaces should be defined by buildings and/or landscape to take on the character of an “outdoor room.”
9. Encourage private open spaces such as porches, balconies, or patios that are directly accessible from individual units and of a size that affords comfortable use, for example accommodating outdoor furniture and seating.
Note: Drawings are conceptual and design guidance is intended as aspirational
In mixed-residential areas, opportunities exist to consolidate adjacent underutilized parcels of varying sizes along existing streets to provide planned infill. This 1.91-acre example depicts a 53-unit townhome development with each unit providing “tuck under” garage parking for each unit and a central communal outdoor space.
1. Encourage compatibility in height, scale, and pattern of setbacks with the surrounding neighborhood; provide a transition in scale to an adjacent smaller structure, for example by introducing a step back above the second floor and/or increased setback.
2. Orient buildings and individual units and their entrances toward streets and/or communal outdoor spaces to the extent feasible.
3. Modulate exterior building walls and the roof line to create visual interest, especially along streets and active pedestrian areas.
4. Articulate building facades through change in wall plane, door and window treatment, and other compatible architectural treatment such as canopies and porch overhangs that provide visual relief; architectural overhangs that provide shade are especially encouraged.
5. Use windows and doors to establish scale and provide architectural interest; there should be a clear pattern of fenestration that unifies the building while giving expression to individual units
6. Provide convenient and clearly identifiable pedestrian walkways, designed to minimize conflicts with vehicular access and circulation; shaded walkways and connections are encouraged.
7. Position parking facilities to reduce their visual impact on the street; for example, locate parking behind buildings, interior to the block, or in garages; garage doors should not dominate the street elevation and alley access is encouraged.
8. Incorporate appropriately scaled communal outdoor space, such as courtyards; these spaces should take on the character of an “outdoor room” that is defined by buildings and/or landscape and introduce canopy trees and shade features such as pergolas and trellises.
9. Offer private open spaces such as porches, balconies, or patios that are directly accessible from individual units and of a size that affords comfortable use, for example accommodating outdoor furniture and seating.
Note: Drawings are conceptual and design guidance is intended as aspirational
For lots along higher volume streets or in commercial areas, mixed-use redevelopment provides a more suitable transition to adjacent neighborhoods. In this 0.93-acre site example, this site can accommodate a 5,000 square foot retail building and three (3) residential duplexes totaling six (6) units. The retail building takes advantage of the corner location, while the duplexes are compatible in character with nearby residential use.
1. Accommodate integration of commercial use, while ensuring that the location and design of commercial activities does not interfere with the privacy and comfort of nearby residential use.
2. Promote compatibility with the surrounding context in terms of scale and massing; where larger buildings are located adjacent to smaller buildings and residences, provide an increased setback and/or transition in scale, for example by introducing a step back above the second floor.
3. Orient buildings and individual units toward streets and/or communal open spaces to the extent feasible; commercial buildings in particular should establish a strong relationship with the street, for example by building at or near the property line and providing ground floor transparency.
4. Modulate exterior building walls and roof lines to create visual interest, especially along streets and outdoor gathering areas; avoid overly boxy and monotonous buildings.
5. Articulate building facades through change in wall plane, door and window treatment, and other compatible architectural treatment such as canopies and overhead shade structures that provide visual relief.
6. Use windows and doors to establish scale and provide architectural interest, while differentiating nonresidential from residential buildings; there should be a clear pattern of fenestration that unifies each building while giving expression to individual dwelling units.
7. Layout vehicular access, circulation and parking for safety and convenience, while mitigating visual and environmental impacts on the street and nearby residential use; landscape treatment is recommended to screen and shade commercial parking lots and buffer adjacent residences, and pedestrian pathways should be clearly delineated and shaded.
8. Incorporate public and communal outdoor space; these may include generous sidewalks and small plazas in support of commercial activities, and such features as courtyards and parklets for residential use.
9. Include private open spaces such as porches, balconies, or patios that are directly accessible from individual units and of a size that affords comfortable use, for example accommodating outdoor furniture and seating.
Note: Drawings are conceptual and design guidance is intended as aspirational
On larger sites that comprise a majority of a typical block, especially when in proximity to transit facilities, consider vertically-mixed-use development to densify the area and create ground-floor activity. In the 1.7 acre example above, the proposed development includes a six-floor, mixed-use building totaling approximately 21,000 square feet of ground floor retail and services and 175 dwelling units; parking is both subterranean and within a wrapped podium that also supports a roof top amenity deck.
1. Establish a strong relationship between the building and street, generally building at or near property line along public streets; use building height to reinforce the street edge and shape public space, encouraging multi-story buildings in proximity to transit.
2. Moderate the scale and mass of larger structures and provide transitions to adjacent smaller structures, for example by introducing a step back above the second floor and/or increased setback.
3. Modulate exterior building elevations and the roof line to create visual interest; introduce fenestration, balconies, or other architectural elements (e.g., eaves, awnings, canopies, varied roof lines, etc.).
4. Encourage ground floor uses that support street level activity and social gathering; minimize the amount of street frontage devoted to vehicular access, parking, servicing, and blank walls.
5. Introduce shade elements and architectural details that add visual interest at street level and animate the building edge; the ground floor should be differentiated
from upper levels, for example, through changes in massing, architectural relief, materials, etc.
6. Distinguish commercial from residential entrances and provide a high degree of ground floor transparency for commercial activities; public entrances should be readily accessible and identifiable.
7. Position parking facilities to minimize their visual impact on the street and areas of pedestrian activity; where feasible, subterranean and podium parking are encouraged.
8. Accommodate both public and communal outdoor space, for example, courtyards and roof decks that support social gathering and recreational activities; these spaces should take on the character of an “outdoor room.”
9. Encourage private open spaces such as balconies that are of useable size and directly accessible from individual units.
Note: Drawings are conceptual and design guidance is intended as aspirational
A small, single story office pad (10,000 sf) with associated surface parking on a 0.69-acre corner lot. Challenges associated with this site include 1) maximizing building square footage, while providing suitable parking and outdoor space amenities; and 2) minimizing parking’s visual impact from the street on a corner lot.
1. Orient buildings toward public streets and/or public outdoor space, and encourage compatibility in height and scale with existing structures in the immediate area
2. Accentuate building corners and primary entrances through distinctive massing and architectural treatment.
3. Locate main building entries so that they are readily identifiable from adjoining streets, primary access drives, and/or public outdoor space.
4. Modulate exterior walls; blank, unadorned wall surfaces are to be avoided, especially along public streets and areas with high pedestrian traffic.
5. Use fenestration, as well as changes in wall planes, overhangs and sunshades, material, texture, and color to create shadow line and articulate building walls.
6. Provide exterior shading along critical exposures; the use of highly reflective exterior glazing should be minimized.
7. Site parking facilities to minimize their visual impact on the street, as far as feasible; introduce canopy trees to reduce parking’s visual and environmental impacts.
8. Provide useable outdoor space, incorporating such amenities as attractive plantings, benches and seating, etc.; these areas should also incorporate canopy trees and/or shade structures.
9. Utilize landscape to create comfortable micro-climates and reduce the heat island effect; in particular, select and place canopy trees and provide structures to shade pedestrian areas.
Note: Drawings are conceptual and design guidance is intended as aspirational
Multi-tenant flex is an important component of a city’s building mix as it offers, lower-cost, flexible spaces for a range of uses including storage/distribution, office, and light industrial workshops. On this 1.75 acre site example site, the street frontage along all four sides affords convenient site access; however, the shallow depth poses a special challenge to the placement of service and loading areas and limits efficient site development. The proposed development depicts a series of modestly-scaled multi-tenant flex buildings totaling approximately 20,000 square feet.
1. Orient buildings to public streets and or primary access drives to the extent feasible, with main entries located so that they are readily identifiable and accessible.
2. Reduce the visual mass of large buildings and introduce visual interest where feasible; in particular, accentuate building corners and/or primary entrances through distinctive massing.
3. Modulate exterior walls and avoid blank, unadorned wall surfaces along streets and areas with high pedestrian traffic; for example, consider recesses and changes in material, texture, and color.
4. Introduce ground floor transparency at primary building entrances and along areas with high pedestrian traffic; the use of highly reflective exterior glazing is discouraged
5. Consider placing canopies or similar shade structures at main building entries to introduce shade and provide architectural and interest.
6. Locate service and loading areas to minimize their visual impact; in particular, loading docks, overhead doors, and trash areas should be screened from views along streets and high pedestrian traffic areas.
7. Ensure that service and loading areas, including space for truck maneuvers, are located completely within the project site and do not intrude on streets.
8. Use compatible landscape treatment to break up the expansiveness of surface parking lots, and to reduce parking’s visual and environmental impacts.
Note: Drawings are conceptual and design guidance is intended as aspirational
Strategy 5: Preserve buildings designated as historic or determined historic-eligible by federal, state, or city governments.
Action 5a: Continue to track Downtown RDA buildings designated as historic or determined historic eligible by federal, state, or city governments.
Action 5b: Provide incentives to preserve and disincentives for the destruction or inappropriate modification of historic resources within the Downtown RDA.
Strategy 6: Maintain the physical and social fabric of the community and building richness within the built environment.
Action 6a: Identify non-historic buildings of merit and sensitive sites or structures and encourage integration of them into future developments.
Strategy 7: Immediately address the need to recognize the potential historic status of Downtown RDA properties that were constructed post World War II.
Action 7a: Formally identify Post World War II and other eligible historic buildings within the Downtown RDA, and add these sites to the City’s list and map of potentially eligible properties.
Action 7b: Create an updated and more detailed list of potentially historic properties than is provided on the Potential Historic Resources Map in this Plan.
Action 7c: Because the 50-year window for common historic eligibility is constantly moving, update the Downtown RDA survey of Potential Historic Resources at intervals no greater than 10 years.
Strategy 8: Provide technical assistance to help mitigate some of the challenges that accompany working with historic buildings.
Action 8a: Provide technical and other assistance for renovation of historic and/ or culturally significant buildings and facades within the Downtown RDA.
Action 8b: Consider providing technical assistance in the form of:
• Informational and educational programs regarding the city’s existing allowances for historic buildings in zoning and building codes.
• City grant programs, such as Historic Preservation Incentive programs 1
• Assistance in securing grants or other financial incentives from the state or federal governments.
• Providing technical assistance in listing, assessment, and preservation technologies, either by city staff or contracted professionals.
Strategy 9: Celebrate the unique characteristics of Downtown RDA neighborhoods through design guidelines contained within the Downtown RDA Plan as a basis for design review & development
Action 9a: Use the public ROW within each neighborhood to reinforce its sense of identity and character. Consider landscape design and planting selections that are consistent throughout each neighborhood, and unique to that neighborhood, reinforcing its feeling of community identity.
Action 9b: Use signage and other wayfinding aids (such as kiosks) to reinforce the identity of all the various “places” around the Downtown RDA and identify unique attractions, neighborhoods, parks, and other features and to discourage overnight sleeping or camping.
Action 9c: Consider installing maps and/or information kiosks throughout the Downtown RDA that identify unique attractions, neighborhoods, parks, and other features.
Action 9d: When desired by the neighborhood, work with the City of Phoenix Office of Arts and Culture to integrate art that reflects the culture and history of the neighborhood into public spaces, buildings, and rights of way.
Action 9e: Develop funding and strategies to screen open industrial land uses from arterial streets and from streets that adjoin housing.
Action 9f: Work with the Phoenix Office of Arts and Culture in collaboration with the Phoenix Historic Preservation Office to conduct a “Neighborhood History” project that documents the unique features, residents, and history of each neighborhood in the Downtown RDA.
Action 9g: Work to conserve the low scale historic industrial/maker space character of the buildings and uses in the area between 7th and 17th Aves. between Madison and Harrison Streets.
Strategy 10: Enhance safety & quality of life for all Downtown RDA residents and visitors.
Action 10a: Work to provide housing for all unhoused people that are living within the Downtown RDA.
Action 10b: Continue to support organizations that work to help unhoused populations to reduce homelessness within the Downtown RDA.
Action 10c: In neighborhoods that want it, consider the City of Phoenix Gated Alley Program to increase safety and discourage overnight sleeping or camping.
Action 10d: Work with Phoenix Office of Heat Response & Mitigation and Sustainability Departments to for climate responsive design.
Action 10e: Utilize existing parks, community centers, and open spaces for community programming and activities. Continue to enhance and invest in community and open space infrastructure.
Action 10f: Partner with property owners in the Capital Mall area, including along West Washington and Jefferson streets, to make infrastructure improvements and plan events such as the United States’ Semiquincentennial, that honor the City’s position as the Arizona State Capital.
There are numerous potential historic resources within the downtown, especially in the western portion of the Downtown RDA. These potential resources, mostly built after World War II, reflect a rapid and dynamic period of population growth, cultural shifts, and development. Because these resources are not currently designated as historic, they may be at risk of demolition or to alterations that make their designation as an historic resource unsustainable.
In most cases, eligibility criteria for National Register of Historic Places and City of Phoenix historic register listings hinge on three elements: (1) historical significance, or the property’s relationship to an important event or theme in the history of the nation, state, or locality; (2) historical integrity, or the property’s ability to convey its significance through its physical features, and (3) age greater than 50 years. Existing surveys of historic resources in the Downtown RDA were mostly completed more than 20 years ago. Many properties in the Downtown RDA that were constructed after World War II may today meet the age criterion, but would have been passed over in historic surveys because, at the time, they were less than 50 years old.
As one component of the Downtown RDA Plan, a preliminary historic resource update was conducted. All known previously-identified historic properties were first identified. A “windshield survey” was then undertaken to identify potential historic resources within the Downtown RDA today. Over 70 currently unrecognized properties were identified that appear to meet age and integrity criteria for historic listing.
These “Potential Historic Resources” may or may not meet all of the criteria for historic listing. At this point, they appear to meet age and integrity criteria. In order to definitively classify each as historic-eligible, or not, requires additional study to more fully identify potential historic events, themes, architectural trends, etc. under which the property may be considered significant.
Strategy 11: Create incentives to encourage appropriate development throughout the Downtown RDA.
Action 11a: Partner with property owners within the Downtown RDA to promote ongoing investment through assistance with rezoning, zoning adjustments and other Planning and Development Department processes. Collaborate with property owners within the Downtown RDA on updates to existing codes and ordinances such as, but not limited to, the Downtown Phoenix Code.
Action 11b: Work with local property owners to educate them about appropriate development opportunities within the Downtown RDA.
Action 11c: To stabilize existing and encourage new retail and entertainment throughout the Downtown RDA, work with not-for-profit organizations, educational institutions, and community partners to offer and promote entrepreneurship classes to Downtown RDA residents, and others interested in or currently operating businesses in the Downtown RDA.
Action 11d: Work with community partners to provide support for new developers that are interested in developing retail, medical facilities, housing, and other employment opportunities within the Downtown RDA. In particular, reach out to disadvantaged developers and small business owners who have historically been the subject of inequitable opportunities.
Action 11e: Within the Downtown RDA, provide incentives for the redevelopment of obsolete industrial properties (i.e. fee waivers, expedited permit processing, etc.) to encourage transition of heavy industrial uses —those that may have fumes, noises, and outdoor storage, processing, and manufacturing/fabrication—to enclosed uses that are compatible with residential neighborhoods.
Action 11f: Establish marketing strategies that highlight the diversity of the Downtown RDA while making areas outside the Downtown Core (7th Street and 7th Avenue north of Jefferson Street) and other nearby employment centers eligible for appropriate economic development programs and activities historically focused on the Downtown.
Action 11g: Expand the use of the Government Property Lease Excise Tax (GPLET) and other economic development tools throughout the Downtown RDA to support and catalyze desired development in conformance with this plan.
Action 11h: Connect entrepreneurs and small businesses with partners and programs that can provide business funding opportunities
Action 11i: Expand entertainment venues and opportunities near the sports arenas and stadiums
Strategy 12: Within the Downtown RDA, continue to provide appropriate locations for employment and manufacturing use that result in positive or no impacts on the quality of life in the Downtown RDA.
Action 12a: Market the areas identified for employment uses within the Downtown RDA to commercial developers and major employers. In particular, focus on areas east of 7th street south of the railroad tracks to build up a daytime population to support retail services for existing residents.
Action 12b: Promote the assembly of small land parcels into larger functional parcels that can accommodate labor supported businesses.
Action 12c: Identify properties that are suitable for transition to modern and higher wage development and promote them for sale or lease through advanced planning and zoning actions.
Action 12d: Over time, work to support and stabilize the mixed use industrial area and encourage maker-space that conserves the character of the buildings on the north side of Grant Street between 16th and 11th Avenues.
Strategy 13: Solicit and support within the Downtown RDA and in conformance with this plan, development of employment opportunities that are not service-based.
Action 13a: Identify, solicit, and incentivize employers to locate within the Downtown RDA that support existing technology, science, and academic- based businesses already in and near to the Downtown RDA.
Action 13b: Work with existing training program and facilities, such as Gateway Community College, to improve access to trade schools and promote maker space, business incubator and accelerator facilities.
Action 13c: Develop incentives to encourage new businesses that are more labor-focused rather than land-intensive for the employment areas designated within the Downtown RDA.
Action 13d: Partner with Sky Harbor to expand employment training efforts to all residents within the Downtown RDA.
Action 13e: In order to encourage redevelopment within the Sky Harbor Land Reuse Strategy Area, provide incentives for redevelopment of the catalytic sites and other properties.
Strategy 14: Encourage community-oriented retail services to locate in appropriate locations throughout the Downtown RDA.
Action 14a: Work to locate a small scale grocery store within the Downtown RDA. Consider in particular, the following locations:
• On the west side of 7th avenue south of Buckeye Road (Matthew Henson Neighborhood)
• Along Grant Street
• Along Buckeye Road
Action 14b: Develop support programs to incubate small, storefront local retail located within walking distances of residents along Grant and Van Buren Streets, Buckeye Road, and in other appropriate locations throughout the Downtown RDA. Businesses could include coffee shops, restaurants, online businesses, and other neighborhood services that support residents’ and visitors’ daily needs.
Action 14c: Consider marketing locations to retail brokers for local-serving retail that include:
• The west side of 7th Avenue across from the Phoenix Memorial Hospital,
• Along Grant Street,
• Near planned light rail stations,
• Along Buckeye Road, or
• Along Van Buren Street between I-17 and 17th Avenue.
Strategy 15: Enhance all types of mobility throughout the Downtown RDA.
Action 15a: When considering street improvements and reviewing development within the Downtown RDA, consult and apply where feasible the Mobility and Street Concepts Map and other City plans referenced in this section.
Strategy 16: Create and maintain a lighted, safe, and attractive pedestrian environment throughout the Downtown RDA.
Action 16a: Create pedestrian crossings on Downtown RDA streets intersecting Downtown Thoroughfares. Foster investment in enhanced pedestrian crossings for Community Connectors and Transit-Oriented corridors across Downtown Thoroughfares and intersections specifically at the following locations:
• Sherman Street and 7th Avenue
• Buckeye Road and 7th Street
• Pima Street and 7th Street
• 21st Avenue at Washington, Adams, and Jefferson Streets.
Action 16b: Build a sidewalk on the west side of 19th Avenue south of Van Buren Street.
Action 16c: Ensure that the TOD and other planning work developed as part of the light rail projects within the Downtown RDA support safe, convenient, and attractive pedestrian access between the north and south portions of the Downtown RDA, or between the east and west sides of 19th Avenue.
Action 16d: Create a sidewalk maintenance, replacement and provision schedule that results in safe, maintained, and shaded sidewalks throughout the Downtown RDA within the next ten years.
Action 16e: Develop a new, non-motorized circulation plan that connects the neighborhoods, attractions, and activity centers within Downtown RDA.
Action 16f: Enhance the appearance and safety of the historic WPA underpasses on Central Avenue.
Action 16g: Enhance the appearance and comfort of pedestrian and bicycle safety on Jackson Street at the 7th Avenue Overpass.
Strategy 17: Throughout the Downtown RDA create and maintain a safe and attractive bicycle network that helps to increase access and create shorter distances to destinations and transit.
Action 17a: Locate bike lanes along Grant Street between 19th Avenue and 7th Street.
Action 17b: Incorporate upgraded bike lanes along light rail routes on Central Avenue and Washington and Jefferson Streets.
Action 17c: Locate separated bike lanes along Buckeye Road throughout the Downtown RDA.
Action 17d: Convert the 15th Avenue Demonstration Project to a permanent bikeway as it provides an important north south connection through the west side of the Downtown RDA, connecting it to Christown Mall, and providing a direct crossing of Grand Avenue.
Action 17e: Implement the recommendations of the 2023 City of Phoenix Active Transportation Plan.
Action 17f: Advance bicycle infrastructure projects identified through the Phoenix Connected Active Neighborhoods Program’s (PhxCAN) Central City village outreach process.
Strategy 18: Create a public transportation network that connects communities, supports the local economy, and improves the livability and long-term sustainability of the Downtown RDA for all.
Action 18a: Consider micro-transit or a neighborhood circulator to provide access throughout the Downtown RDA.
Strategy 19: Manage event parking to minimize impacts on the Downtown RDA neighborhoods, in particular those around the stadiums & Phoenix Convention Center.
Action 19a: Encourage use of non-vehicular transportation assets such as Light Rail, Bus, and shared micromobility for downtown events.
Action 19b: Encourage stadium and event visitors to more effectively utilize parking garage assets in downtown core to prevent negative parking impacts on abutting and adjacent neighborhoods, (e.g., Central Park, Grant Park, and Booker T. Washington neighborhoods).
Action 19c: Develop strategies to mitigate the impacts of event traffic and parking on the surrounding neighborhoods that could include and not be limited to resident only parking permits, or prohibiting parking on event days.
Action 19d: Work with Valley Metro and major event centers downtown to expand awareness of the RailRide program to event attendees and encourage parking outside the Central Park neighborhood.
Strategy 20: Manage motorized circulation to minimize its interference with pedestrian and bicycle circulation and to reduce its unwanted impacts on residential areas & the quality of life within the Downtown RDA.
Action 20a: Continue to implement the Taylor Street Paseo and look for other opportunities to activate alleys as connectors throughout the Downtown RDA
Strategy 21: Improve access to adjoining neighborhood areas, services, and amenities outside the Downtown RDA.
Action 21a: As part of the Development approval process, continue to review all plans for development to ensure connectivity within and to areas outside the Downtown RDA.
Strategy 22: Maintain water, sewer, and other infrastructure to support existing, new, and redevelopment within the Downtown RDA.
Action 22a: Continue to review development to ensure that existing infrastructure is adequate. Action 22b: Include funding in the CIP to update Downtown RDA infrastructure to support planned development.
The Mobility and Street Concept map and accompanying definitions on the following pages identify and describe key routes/corridors through the Downtown RDA. Tools and strategies that can be applied to these routes to improve mobility throughout the Downtown RDA are described in the Downtown RDA Toolbox section in this chapter. This information is conceptual and illustrate potential streetscapes but are not directly in conjunction with the City of Phoenix Street Classification Map1. It is recommended that the 2023 City of Phoenix Active Transportation Plan2 be consulted for practical guidance on the applicability and design of these tools.
Downtown Thoroughfare
Streets primarily focused on providing mobility, with safe and accessible sidewalks (with or without limited bike infrastructure)
Multimodal Corridor High volume streets that cater to vehicular traffic while providing multiple modes of safe travel for pedestrians, bikes, and buses. These can include infrastructure improvements to prioritize walking, cycling, and public transportation, and be used to transform corridors that are currently dominated by cars into more sustainable options
Transit Oriented Corridor Streets that provide pedestrians with easy access and connection to Light Rail Transit (LRT) and contribute to the pedestrian and bike environment
Community Connector Lower traffic routes providing key connections across neighborhoods for people on foot or bike. These streets provide facilities for walking and cycling that are comfortable for a wide segment of the population
1 City of Phoenix Street Classification Map: https://phoenix.gov/streetssite/ Documents/098996.pdf
2 2023 City of Phoenix Active Transportation Plan: https://.phoenix.gov/streetssite/Documents/Phoenix_Active_ Transportation_Plan.pdf
Downtown Thoroughfares are key corridors providing high volumes of vehicular traffic, however strategic and opportunistic improvements should consider access, safety, and comfort of other modes, including transit, bicycles, and pedestrians. The pedestrian realm should be considered appropriate for high traffic corridors.
These improvements may include:
• Roadway changes, such as: transit only lanes, shared bike/bus lanes, or business access and BRT lanes.
• Roadside changes such as sidewalk widening or the addition of shade trees and structural shade, lighting, street furnishings, or transit shelters.
Improvements should focus on providing safe crossing opportunities, particularly at intersections with key walking and bicycling routes. Crossing enhancements may include:
• High-visibility crosswalks to motorists approaching from a longer distance;
• Improved lighting directly at the crossing to increase driver awareness;
• Enhanced signage and pavement markings;
• Traffic control devices such as traffic signals, pedestrian-activated flashing beacons, or High Intensity Activated Crosswalks (HAWK);
Additional details for street improvements can be found in the “Downtown RDA Mobility Toolbox | Term Definitions” on page 137
• Curb extensions or median refuge islands to shorten the crossing distance and/or enable a pedestrian to cross one direction of traffic at a time; and
• Widened sidewalks to increase space for pedestrian maneuverability, and accessibility on downtown bridges over the railroad at 7th Ave and 7th St.
Caption: Artist rendering of a Downtown Thoroughfare showing repurposing of the outside travel lanes as a business access and transit (BRT) lane, improved landscaping providing shade, transit bus shelters and lighting. The rendering above does not meet NACTO standards but is meant to represent streetscape improvements that could be added to a corridor to make it a more transit compatible environment. Any improvements would need to meet Street Transportation Department guidelines and standards.
Multimodal Corridors are key corridors accommodating high volumes of vehicular traffic while also providing adequate accommodations for bicycles and a comfortable walking environment.
Improvements should focus on completing and enhancing the sidewalks, and adding bike lanes where they are missing.
Roadside improvements should include:
• Shade trees and structures,
• Lighting, and
• Street furnishings, including transit shelters.
Crossing enhancements may include:
• High-visibility crosswalks that are more visible to approaching motorists from a longer distance;
• Improved lighting directly at the crossing to increase driver awareness;
• Enhanced signage and pavement markings;
• Traffic control devices such as traffic signals, pedestrian-activated flashing beacons, or High Intensity Activated Crosswalks; and
• Curb extensions or median refuge islands to shorten the crossing distance and/or enable a pedestrian to cross one direction of traffic at a time.
Additional details for street improvements can be found in the “Downtown RDA Mobility Toolbox | Term Definitions” on page 137
Transit Oriented Corridors are envisioned as the primary corridors providing equal importance for all modes of travel, including:
• Pedestrians,
• Users of mobility devices,
• Bicycles,
• E-bikes or e-scooters,
• Light-rail transit, and
• Private automobiles.
These streets are anticipated to offer a safe and comfortable environment for vulnerable users, particularly people on foot or bike, through the provision of mode separation, frequent crossing opportunities, well-lit and well-designed streetscape with attractive landscaping, shade trees and structures, and street furnishings.
Additional details for street improvements can be found in the “Downtown RDA Mobility Toolbox | Term Definitions” on page 137
Caption: Artist rendering of a Transit Oriented Corridor Route showing light rail transit, a two-way protected bike lane, improved landscaping providing shade, and lighting. Note, the two-way protected bike lane or on-street parking could also be positioned in the far right lane if the existing location is necessary for business access. Rendering above is a concept and has not been vetted for practical use.
Community Connectors are envisioned as key connections across neighborhoods for people on foot or bike. These streets are to provide facilities for walking and cycling that are comfortable for a wide segment of the population.
• Sidewalks should be separated from the curb by landscape strips that provide shade trees and space for street furnishings such as benches or public art.
• Bike facilities should be separated from automobile traffic to enhance the safety and comfort and make bicycling a viable option for riders who may be less experienced or confident.
• Depending on traffic speed and volume, bike facilities may be separated from travel lanes using striped buffers, striped buffers with added vertical delineators, or physical separation such as curbed medians.
Additional details for street improvements can be found in the “Downtown RDA Mobility Toolbox | Term Definitions” on page 137
The following two street types, not highlighted on the Street Typology Map, fill out the Downtown RDA street network.
Caption: Artist rendering of a Neighborhood Corridor showing bicycle lanes, lighting, and on-street parking.
Caption: Artist rendering of a Neighborhood Street showing bicycles sharing the street and enhanced street landscaping.
The Downtown RDA Mobility Toolbox provides a listing of strategies that can be considered to improve the streetscapes throughout the Phoenix Downtown RDA. In all instances, a thorough understanding of issues to be addressed should be the starting point. Consideration and evaluation of the circumstances, constraints, and opportunities inherent with each street and location should be considered. Implementation of any mitigations must be fully evaluated and balanced within the broader goals of the local neighborhood, greater community, and the City as a whole.
The references to Street Typologies indicates where the different strategies or tools may be most appropriate. The tools presented here are further described in the section following the table.
PEDESTRIAN
FURNITURE
SIDEWALK
The following are referenced in brackets throughout this section and provide sources for the working descriptions used:
» NACTO – Urban Street Design Guide
Urban Street Design Guide | National Association of City Transportation Officials (nacto.org)
» FHWA – Federal Highway Administration – Proven Safety Countermeasures
Proven Safety Countermeasures | FHWA (dot.gov)
» PHX ATP – Phoenix Active Transportation Plan
Street Transportation Active Transportation Plan (phoenix.gov)
Note: For tools preceded by the symbol, additional design guidance and considerations for implementation can be found in the 2023 Phoenix Active Transportation Plan.
Crosswalk: Parallel or dashed pavement markings that indicate safe intersection or mid-block crossing locations for pedestrians, bicyclists, and other nonmotorized transportation users. Markings also indicate that approaching vehicles should yield to those within the crosswalk. [NACTO]
High Visibility Crosswalk: Crosswalks that incorporate design features such as highly visible and reflective patterns, improved lighting, and enhanced signing and pavement markings to increase visibility and safety for those crossing the roadway. [FHWA]
Raised Crosswalk: An enhanced crosswalk feature utilizing traffic-calming techniques such as speed tables. The raised crosswalk elevates pedestrians and increases their visibility.
Scramble Crosswalk: Allows pedestrians to cross an intersection in all directions, including diagonally, while all vehicle traffic is stopped.
Pedestrian Paddle Sign: A pedestrian paddle sign is an in-lane device that provides indication to drivers where to yield for pedestrians in a crosswalk.
Median Refuge Island: A concrete median designed for a person walking across a street to pause between directions of traffic with protection from moving vehicles.
School Safety Zone: Reduce the speed limit to 15 mph when children are present on residential streets during the pre- and post-school bell times. Reduced speed signs are posted within 500ft of school boundaries.
Accessible Pedestrian Signal (APS): Pedestrian push button with non-visual communication formats about when it is safe to cross the street.
High-Intensity Activated Crosswalk (HAWK): A hybrid, button-activated beacon that uses progressive flashing and solid yellow and red lights to notify drivers to crossing pedestrians; when not in use, the beacons stay dark. Pedestrian-Activated Flashing Beacon: Button-activated yellow LED lights that use an irregular flashing pattern to alert people driving to the presence of a person in the crosswalk.
Leading Pedestrian Interval: The walk signal displays first to allow people walking to enter the intersection before cars traveling in the same direction.
Separated Bicycle Lane: An exclusive bicycle facility physically separated from motor traffic and distinct from the sidewalk. Separated bicycle lanes may be one-way or two-way, and may be at street level, at sidewalk level, or at an intermediate level. [NACTO]
Protected Bicycle Lane: A space for bicycles to travel in the road, but separated from vehicle traffic. They use planters, curbs, parked cars, or flexible posts to create protective barriers.
Buffered Bicycle Lane: A bicycle lane paired with a painted buffer that creates space for vehicle drivers to comfortably avoid the bicycle lane and allows space for bicyclists to pass each other safely.
Conventional Bicycle Lane: Bicycle lanes provide dedicated space for bicycle riders in the roadway, marked by striped lane markings for one-way bicycle travel on a street.
Bicycle Boulevard: A low-speed, low-volume roadway that is designed to enhance comfort and convenience for people bicycling. Bicycle Boulevards incorporate unique signage and pavement marking, traffic calming and diversion features to maintain low vehicle volumes, and convenient major street crossings. [PHX ATP]
Bike Box: Designated area at the head of a traffic lane in an intersection that allows bicyclists to safely and visibly position themselves ahead of traffic during a red light signal.
Two-Stage Bicycle Turn Box: A designated, painted box in signalized intersections that offers bicyclists a multistage process to safely and more visibly make a left turn across an intersection from a bike lane.
Bike-Bus Boarding Platform: Raised in-lane stops for buses that extend directly from the curb (featuring sloped edges to allow bicycle lane to ride over the platform).
Bus Boarding Island: Concrete islands that provide in-lane stops for bus operators, enhance transit stops for bus riders, and eliminate conflicts with bicyclists.
Bus Bulb: Concrete curb extensions that align the bus stop with the parking lane, allowing buses to stop and board passengers without ever leaving the travel lane.
Farside Intersection Stop: Placing bus stops after a traffic light improves bus travel time and increases visibility of pedestrians by allowing them to cross behind the bus where they are more visible to drivers.
Shared Bike/Bus Lane: A shared travel lane that accommodates both bicycles and buses at low speeds. These shared lanes are typically used where dedicated and separated transit lanes and bicycle facilities cannot be provided. [source: Shared Bus-Bike Lane | National Association of City Transportation Officials (nacto.org)]
Transit Shelter: Basic transit shelters include comfortable seating, space for wheelchairs and other mobility devices, wayfinding signage with transit information, and lighting (either in the shelter or nearby).
Transit Platform: ADA requirement for a 5-foot by 8-foot landing pad for wheelchair/mobility devices to be able to easily/safely board/de-board a bus via the deployed ramp.
Bulbout/Bumpout: A traffic calming device that extends the curb and sidewalk into the roadway, narrowing the road at the intersection. This will make pedestrians more visible to vehicles by providing a protected area with a shorter crossing distance (and therefore less time exposed to traffic) and also protect parked cars on the roadway.
Edge Line: Solid lines striped along the outer edge of the lane to narrow curb lanes that are wider than the recommended 10ft to 12ft. The adjusted travel lane gives drivers the perception of a narrower roadway and encourages slower driving speeds.
Intersection Tightening: Uses temporary materials like paint, plastic bollards, and reflective markers to visually and physically narrow the street at intersections.
Lane Reconfiguration: Reorganize the street to reduce excessive speeding and protect all road users.
Left Turn Calming: Hardened centerlines and median extensions that reduce vehicular left turn speeds and improve visibility.
Concrete Median: A raised permanent median that separates opposing directions of travel lanes.
Striped Median: A striped median uses painted lines to separate opposing directions of travel lanes in the street.
Conventional Curb Extension: An extension of a sidewalk or curb line out into the parking lane, which reduces the effective street width. Curb extensions are appropriate where there is existing on-street parking.
[FHWA - Curb Extensions (dot.gov)]
Chicane: Offset curb extensions that force vehicles to move laterally. [NACTO]
Choker: Midblock curb extensions that visually or physically constrict the roadway. Chokers are also known as pinch points, and may include cut-throughs for bicyclists. [NACTO]
Neckdown: Curb extensions used as gateways to minor streets. [NACTO]
No Left Turn: Restricting left turns where they present issues can improve transit performance, general traffic performance, and walking and bicycling safety at the same time.
No Right on Red: Prohibits vehicles from making right turns during a red signal. This road treatment allows pedestrians to cross the adjacent crosswalk without concern for right-turning drivers.
No U-Turn: Prohibits U-turns where they were previously allowed. “No U-Turn” signs help keep drivers and pedestrians out of dangerous, high-risk situations.
Protected Left Turn Signal: Provides people turning left with an exclusive opportunity to turn while opposing traffic and pedestrians are stopped, resulting in a significant reduction in conflicts among people driving and walking.
Slip Lane Closure: Slip lanes are lanes dedicated for right turn movements. Closing and reshaping these lanes can create more comfortable crossings for people walking by preventing free flow right turns.
Speed Feedback Sign: Uses radar technology to determine the speed of an approaching vehicle and then displays that speed to the person driving via a digital sign.
Speed Table: A midblock measure that raises the entire wheelbase of a vehicle to reduce its traffic speed. Speed tables are longer than speed humps, flat-topped, and suited to lower speed streets.
New Traffic Signal: Reduces conflicts and confusion at intersections for all users and provides people walking with dedicated crossing opportunities.
Curb Ramp: Transitional surfaces that provide access on and off of streets and sidewalks. Curb ramps include color-contrasting, detectable warning surfaces and accessible slopes to accommodate nonmotorized transportation users of all ages and abilities. [Source: Pedestrian Ramp | NYC Street Design Manual] Pedestrian-Level Street Lighting: Increases visibility for pedestrians and vehicles, creates a more inviting and accessible space for pedestrians to use, and increases feelings of security at night.
Street Furniture: Amenities such as lighting and benches that increase the comfort, safety, and user experience of sidewalks for pedestrians of all ages and abilities. May also include amenities such as trash receptacles, water fountains, newspaper kiosks, tree pits, and parking for bicycles/micromobility devices. [NACTO base]
Widened Sidewalk: Wider sidewalks accommodate users of all ages and abilities by providing increased space for passing pedestrian traffic and increased maneuverability for people using wheelchairs, motorized scooters, strollers, and other mobility devices.
Green Infrastructure: Streetscape elements such as flowthrough planters, trees, vegetation strips, and bioswales that capture stormwater runoff and assist with sustainable stormwater management. These elements also provide aesthetic spaces for pedestrians, bicyclists, and motorists alike.
Mobility Hub: Mobility hubs provide connections to multiple modes of transportation such as bicycling, micromobility, and transit. Mobility hubs also provide amenities to increase the ease of nonmotorized transportation use, such as racks or corrals for bicycles and micromobility devices, transit shelters, and benches.
Wayfinding Signage: Guidance signs indicating the direction of existing bicycle lanes/other bicycle routes; signs showing distance/time to nearby destinations.
Strategy 23: Expand the supply of appropriately located affordable, workforce, & market-rate housing for all throughout the Downtown RDA.
Action 23a: Continue to work with not-forprofits and other entities to provide affordable rental and owner-occupant housing to help existing Downtown RDA residents remain in their community and discourage displacement.
Action 23b: Over the next decade, work with the Arizona Department of Housing, notfor-profits, and other entities to promote the development of affordable housing options throughout the Downtown RDA.
Action 23c: Discourage the concentration of any one type of housing (market rate or affordable) in any one portion of the Downtown RDA or in any one neighborhood through zoning and incentives.
Action 23d: Infill vacant lots in residential areas with compatible, higher density residential uses that are in accordance with this Plan.
Action 23e: To increase the amount of housing in the Downtown RDA at all price points, promote new, higher-density developments in accordance with the plan and where it is compatible with surrounding uses.
Action 23f: Permit Accessory Dwelling Units (ADUs) in accordance with City zoning Ordinance G-71601 within the Downtown RDA.
Action 23g: Promote the development of tiny homes on vacant lots to increase the amount of housing available in the Downtown RDA. Consider amending the zoning ordinance to permit more than one tiny home per lot in single family-zoned districts.
Action 23h: Look at the feasibility of increasing Gap or Interim Funding (similar to the State) for new, affordable, and workforce housing construction.
1 https://www.phoenix.gov/pddsite/Documents/TA-5-23%20 Summary%20Sheet%2010.11.23-Updated.pdf
Action 23i: Use GPLET funding to increase the amount and range of workforce housing unit types affordable to a wide range of incomes within the Downtown RDA.
Action 23j: Consider creating an overlay or granting variances that adjust the R1-6 zone within the Downtown RDA to allow for mixed densities, and reduced setbacks and lot coverages that can accommodate duplex, fourplex and six-plex developments.
Strategy 24: Work with the Arizona Departments of Housing (ADOH) and Administration (ADOA) to identify opportunities for affordable and workforce housing development on State-owned property.
Strategy 24a: Work with the ADOH to use Low Income Housing Tax Credits (LIHTC) to develop a range of housing that are affordable to a wide range of incomes on a portion of properties within the Downtown RDA that are owned by the State of Arizona.
Action 24b: Work with the State of Arizona to participate in planning for land owned by the State of Arizona in the Government Mall area so that development of State-owned property is compatible with this plan and includes a diversity of housing types.
Strategy 25: When appropriate, preserve existing housing stock.
Action 25a: Work with City Departments and other entities to rehabilitate and preserve the existing housing stock.
Strategy 26: Provide housing for all people at all ages, incomes, and abilities.
Action 26a: Enhance housing opportunities for those in need, such as transitional housing for homeless, veterans, and LBGTQ+ populations. Utilize ADA grants and funding sources to assist with building improvements and renovations.
Strategy 26b: Encourage compatible redevelopment of privately held parcels in the airport high noise area; for parcels with existing residential entitlements, require noise mitigation through building materials, acoustical analysis and aviation easement recordation.
Housing will be needed in the future
Source: 2022 ESRI Market Profile
In conformance with ARS 36-1479.G, Downtown RDA plan housing strategies and actions:
• Help to meet increased demand for new housing that may have resulted due to redevelopment of other areas within the Downtown RDA and the City.
• Help to create a healthier community by providing safe, decent, and sanitary housing.
• Ensure that historically residential areas remain so, and ensure that the area is developed predominantly for residential use.
Strategy 27: Continue to engage Downtown RDA residents, businesses, and landowners in City planning, permitting, and development decisions.
Action 27a: Create and maintain a Downtown RDA Plan Implementation webpage that provides ongoing information about implementation of this Plan and other planning activities within the Downtown RDA.
Action 27b: Through an ongoing organization (such as the Phoenix Community Alliance or the Phoenix Revitalization Corp.) or as a City committee, create a community group that represents the entire Downtown RDA. Provide to this group regular reports on the progress of the implementation of this plan. Include representatives of each neighborhood, a diversity of property and business owners, and community services and/or betterment organizations on the Committee.
Action 27c: Identify a location in each neighborhood where information about planning and zoning issues, applications for liquor licenses, and requests for event permits can be posted. Appropriate locations include public (i.e. parks & libraries) and non-profit facilities. Additionally, notify each neighborhood organization about new applications, permit request, and community programs.
Action 27d: Consider working with the Phoenix Community Alliance and Downtown Phoenix Inc. to expand their service area to include all of the Downtown RDA.
Action 27e: Continue to support active neighborhood associations, organizations, and entities.
Action 27f: Prioritize zoning enforcement, code compliance, and noise complaints within the Downtown RDA.
Action 27g: Continue to work with Phoenix PD on community policing and other programs that increase the safety within the Downtown RDA.
Action 27h: Increase awareness of the City’s myPHX311 app to direct residents in notifying the city about maintenance, nuisance, or other topics within the Downtown RDA.
Action 27i: Continue to work with City and Downtown booster groups such as Arizona Forward, Valley Partnership, and other civic entities such as Salt River Project, Arizona Public Service to identify and execute betterment, beautification, and other projects that will improve downtown and the quality of life for its residents and visitors.
Action 27j: Contribute to the sustainability of airport operations through collaboration on projects that may create wildlife hazard attractions within 2 miles of the airport.
City of Phoenix Police Department | ARS Incident Reports for Listed Property Offenses (Excluding Shoplifting) Citywide
Action 1g: Community safety and enforcement are important as the Downtown RDA faces higher densities of property offenses within the City. Extracted from City of Phoenix Police Department | Crime Static Maps, 2023 2nd Quarterly Incident Reports (4/1/23-6/30/23)
• Phased implementation and coordinated building demolition and new construction to minimize the disruption and/or temporary displacement of people.
• Provide new housing and business locations in the neighborhood for residents and businesses wishing to remain, before the buildings they are presently occupying are removed.
• Provide temporary relocation housing at rents people can afford.
• Creating a safe and stimulating environment for people.
• Eliminating environment deficiencies (as per law)
• Providing land for public facilities
• Changing land (includes clustered housing)
• Removing impediments to land development through land assembly, improved streets and public utilities.
• Establishing a high level of urban design through technical assistance.
• Land disposition to encourage redevelopment. Redevelopment Techniques
• Rehabilitation of structures to at least minimum standards when possible.
• Preserve historic buildings and buildings of merit.
• Provide relocation assistance to displaced residents.
• Rezoning to bring land uses into conformance with the Redevelopment Plan.
• Site Plan Review
• Retail permitted within residential areas with approval.
• Commercial development
• Maximum Height: 4 stories
• Streetscapes: Well landscaped
• Includes parking standards
• Some street closures recommended
• Park planned as predominant use between 6th and 12th Streets
Booker T. Washington was an American educator, author, orator, and advisor to several U.S. presidents. A dominant figure in the African American community in the United States from 1890 to 1915, he established Tuskeegee Institute in Alabama and was summoned by President Theodore Roosevelt to the White House in 1906.
This Redevelopment Area has experienced substantial changes since adoption of this plan, including the addition of light rail along Washington and Jefferson Streets and construction of Heritage Science Park and AZ Science Center, ASU at, the Mercado, Children’s Museum of Phoenix, a parking garage for the Civic Center and Renaissance Park, Artisan Park View apartments. Within the Downtown RDA, the Booker T. Washington RDA includes mostly commercial development south of Washington Street including Chase Field and the Right Field parking garage, and City administration and private offices. Residential development as a result of the RDA is mostly north of Washington Street and includes single family housing, McCarty on Monroe and Washington Manor Apartments. Other non-residential development in this area includes the Faith North School and commercial uses along Washington Street.
ADOPTED: JANUARY 23RD, 1979
UPDATES: NONE
Residential | 5 to 30 DU/AC and can include apartments, townhouses, patio homes, single family and semidetached houses.
General Commercial | Any except industrial activities in accordance with a list of permitted uses. Must be compatible with adjacent residential uses.
VisitorOriented Commercial Cultural Center | Economically feasible base for structures of cultural, historic, or architectural significance supportive of the Phoenix Convention Center. Includes office, retail, hotels, or trade center.
Public/Quasi Public | Schools, churches, community and city service centers.
Plan Objectives:
• Remove the most incompatible land uses and the most seriously deteriorated residential and commercial buildings which detract from the functional unity, aesthetic appearance, economic vitality and social welfare of this area of the City.
• Prevent the re-occurrence of blight and blighting conditions.
• Preserve existing residential stock and character where feasible and create an environment which will contribute to the health,safety, welfare and value of the properties within the Redevelopment Area.
• Provide a hospitable and secure environment for private investment and maximize private investment opportunities.
• Encourage the redevelopment of underutilized, vacant and cleared properties.
Redevelopment Techniques
• Continue planning and provide technical assistance and counseling.
• Provide public services at a level consistent with those elsewhere in the city. Remove or install public improvements to achieve plan objectives.
• Engage in special redevelopment actions.
• Prepare land for redevelopment through acquisition, clearance and land preparation, property disposition, development contracts, deed restrictions, and subdivision.
• Rehabilitate those structures that will encourage private sector redevelopment and relocate residents when necessary due to property acquisition.
ADOPTED: NOVEMBER 10TH, 1981
UPDATES: NONE
Single Family / Infill Incentive
Residential | Recognizes single family homes that are financially feasible to rehabilitate and the need for new multifamily housing to meet housing needs of the neighborhood. Desired densities from 15 to 30 du/ac.
Commercial Office | Recognizes existence of compatible commercial businesses and allow for compatible new commercial and office development.
Mixed Use | Provides flexibility with respect to future commercial or office plans not anticipated at this time. Further refinement and definition accomplished as private sector investment occurs.
This Redevelopment Area is located along the eastern border of the Booker T. Washington RDA. It is wholly contained within the Downtown RDA. Since adoption of the plan, some redevelopment has occurred in the southern portion of the RDA including the Mason Oliver apartments at 12th and Washington Streets (A), demolition of houses at the Southwest corner of 12th and Adams Streets (B)
Plan Objectives:
• Eliminate substandard, deteriorating and obsolete buildings and environmental deficiencies which detract from the functional, aesthetic and economic welfare of the redevelopment area.
• Promote compatible land uses within and around the redevelopment area.
• Assemble land into functional parcels compatible with the proposed land uses.
• Provide efficient, safe and functional circulation systems which minimize conflicts between different modes of transportation within and around the redevelopment area.
• Prevent the re-occurrence of blight conditions in the redevelopment area.
• Encourage the employment of residents from the adjacent neighborhoods in the construction, operations and maintenance of redevelopment projects.
• Encourage coordination of the 7th Street and Buckeye Road Redevelopment Plan projects with the efforts of other redevelopment areas in the Central City Village.
• Enhance the sense of community and neighborhood within the Central City Village to increase the area’s attractiveness as a place to live, work and play.
• Ensure that the stability and protection of the surrounding residential areas is not affected by future projects in the 7th Street and Buckeye Road Redevelopment Area.
Redevelopment Techniques
• Continue planning and provide technical assistance and counseling.
• Provide public services at a level consistent with those elsewhere in the city. Remove or install public improvements to achieve plan objectives.
• Engage in special redevelopment actions.
• Conduct environmental assessment prior to acquisition of any land by the City.
• Prepare land for redevelopment through acquisition, clearance and land preparation, property disposition, development contracts, deed restrictions, and subdivision.
• Rehabilitate those structures that will encourage private sector redevelopment and relocate residents when necessary due to property acquisition.
• Site Plan Review
• Applicable city zoning and building standards.
• Additional criteria for land acquired and/or disposed of by the City include controls and limitations:
» To avoid overcrowding of structures and the creation of traffic congestion on public streets.
» To maintain sufficient open space to provide for landscaping and other amenities and for pedestrian movement and activity.
» To maintain a balance between demands on and capacities of public utilities, facilities and services.
» To ameliorate extreme climatic conditions and encourage energy conservation.
» To ameliorate negative environmental conditions.
• Vehicular circulation should be directed toward 7th Street or / and Buckeye Road to protect the residential neighborhood to the south of the redevelopment area. 5th Street between Buckeye and Pima Street abandoned.
ADOPTED: NOVEMBER 1ST, 1989
UPDATES: NONE
Industrial | Clean manufacturing such as electronics assembly, warehouse and distribution for retail and wholesale, industrial office, and service maintenance facilities controlled by A-1 and A2 zoning standards.
Community Commercial | Commercial service uses should smaller industrial uses be developed as opposed to larger developments. Includes service stations, banks, restaurants, and motels controlled by C-3 zoning standards.
This RDA included a vacant metal salvage yard and an abandoned landfill site and six residential structures, three of which were deemed in need of extensive repairs. Since designation of the RDA, three new buildings have been constructed (A). Storage uses remain along 7th Street and along Buckeye Road east of 5th Street.
Plan Objectives:
Land Use
• Promote compatible land uses within and around the Redevelopment Area.
• Eliminate and discourage future land uses that will degrade or contribute to the further decline of the Area.
• Encourage continuity of land uses established by efforts in the Downtown, Booker T. Washington (NDP) and Special Redevelopment Areas to maximize the redevelopment benefits in the Area.
• Encourage the redevelopment of underutilized, vacant and cleared properties.
Housing
• Promote the development and retention of decent, safe and affordable housing in the area.
• Preserve the existing housing and character where feasible, and encourage relocation and infill of homes where appropriate.
Economic Development
• Encourage a variety of services and retail establishments to locate within the Redevelopment Area.
• Increase and improve the quality and accessibility of job opportunities for the residents of the Eastlake Park area.
• Promote opportunities for skills training and job placement.
• Encourage appropriate commercial uses along the major thorough-fares to take advantage of the Redevelopment Area’s proximity to Downtown, freeways and the airport.
Transportation
• Provide a safe and efficient circulation systems for vehicles, bicycles and pedestrians.
Environment
• Encourage development which will prevent the reoccurrence of blighted conditions within the Redevelopment Area.
• Maximize opportunities to create a safe and pleasing environment for those who live in, work in, or visit the redevelopment area.
• Encourage and promote an upgraded visual image of the area that will benefit the residents and visitors.
Public Safety
• Vacant homes and other abandoned buildings must be kept secured or demolished to eliminate their use for unlawful purposes.
• Continue planning and provide technical assistance and counseling.
• Provide public services at a level consistent with those elsewhere in the city. Remove or install public improvements to achieve plan objectives.
• Engage in special redevelopment actions.
• Conduct environmental assessment prior to acquisition of any land by the City.
• Prepare land for redevelopment through acquisition, clearance and land preparation, property disposition, development contracts, deed restrictions, and subdivision.
• Rehabilitate those structures that will encourage private sector redevelopment and relocate residents when necessary due to property acquisition.
• Develop Eastlake as a focus point for the inner city area.
• Develop and increase educational and employment opportunities, health services and cultural/recreational facilities.
• Stabilize and retain existing business and organizations to encourage the preservation and enrichment of the physical and cultural traditions of the neighborhood.
• Provide street trees which line the streets of the residential area indicated on the Land Use Plan.
• Identification gates could be provided at the edges of the residential area for aesthetic identification only, and would not impede traffic flow into the area. At Monroe Street and west of 16th Street; at Adams Street and west of 16th Street; and at Monroe Street and east of 13th Street.
• Provide emergency home repairs to those residents with inadequate facilities such as plumbing, electrical, cooling/heating,.
• Voluntary demolition of substandard structures.
• Property maintenance code education.
• Potential relocation of non-conforming or noncompatible uses away from the residential area.
• Soundproofing Program: Insulate eligible homes within the 65 Ldn area.
• Eastlake Park housed the Mansion of the Territorial Governor of AZ in the early 1900’s at 13th and Jefferson Streets.
• Booker T. Washington Memorial Hospital, one of the first private hospitals in the area was located at 1341 Jefferson Street.
• City of Phoenix District 8 Councilman Calvin Good lived at 1502 E. Jefferson Blvd., the former site of the Eastlake Park School.
• The original Booker T. Washington School at 12th and Jefferson Streets is reused as the New Times Building.
ADOPTED: MARCH 14TH, 1990
UPDATES: NONE
Residential Single family and low density (5-15 du/ac) consistent with R1-6, R-2, and R-3 zoning districts.
Commercial | Dale of both goods and services to the surrounding neighborhoods and to the surrounding community such as local grocery stores, delicatessens, drug stores, barber and beauty shops, coin operated laundries and branch banks
Residential l Office | Existing residential encouraged to remain, redevelop as 15+ du/ ac residential or office. R-o, C-O, or R3, R3-A, R-4 or R4-A zoning appropriate.
Industrial | Light industrial with screened outdoor uses compatible with residential uses to the east of 16th Pl.
Parks | Eastlake Park to be improved and maintained to incentivize redevelopment and infill residential.
Public | Maintain and stabilize Shaw
Elementary
Since adoption of the RDA, significant changes have occurred within Eastlake, primarily associated with the construction of light rail along Washington and Jefferson Streets. In 2015, This plan and the Eastlake Neighborhood Plan were superseded by the Reinvent Phoenix Eastlake -Garfield TOD Policy Plan These have included demolition of some buildings along Jefferson and Washington Streets, construction of new transit-oriented development including multifamily residential developments appropriate to the TOD landscaping and traffic movement changes associated with light rail.
Redevelopment Goals
• Adequate space for all centralized functions of government, and for necessary or desirable support activities including housing, restaurants, shops, offices, and services.
• Encourage cultural activities within the mall.
• Usable open space, including the State Capitol as a central focus.
• Circulation and parking for ease of pedestrian and vehicular access.
• Full compliment of mixed density, mixed income housing.
• Commercial development, including a sports complex, developed with private funding to the maximum extent possible.
• Encourage preservation, restoration, and/or integration of historic of significant structures within or adjacent to the redevelopment area.
• Conserve existing residential neighborhoods north of Van Buren Street.
Redevelopment Objectives
• Update space needs projections for State, County, and City government, in five year Increments, to the year 2010, and relate them to a development program in the Mall.
• Determine the future role of the federal government in the Governmental Mall area.
• Continually update existing circulation system, and develop a short and long term circulation plan.
• Determine areas for location of nil levels of government.
• Develop over-all urban design concepts:
» Stare Capitol -central focus.
» Pedestrian plan and environment
» Common landscape themes/street furniture.
» Integration of transit facilities.
» Building massing and materials plan.
» Integration of historical buildings and character
• Address-spatial needs and impact of the proposed sports complex.
• Develop implementation .and funding programs.
• Develop a relocation plan for inappropriate uses.
• Conduct a historic survey to identify sensitive sites or structures and adopt a program for integrating them into future developments.
• Site Plan Review
• Applicable city zoning and building standards.
• Landscaping to provide for pedestrian movement and activity.
• Ameliorate extreme climatic conditions and encourage energy conservation.
• Ameliorate negative environmental conditions.
• Modify circulation to create one-way roads (Washington and Jefferson Streets, terminate Grand Avenue expressway at Fillmore and 10th Street, Create direct connection along 10th Street from proposed stadium to Grand Avenue Expressway. Close 17th Avenue between Washington and Adams Street. Possible two-way transportation corridor along Harrison (should RR tracks be eliminated).
• Bus Service along Van Buren, Washington, Jefferson, 19th and 17th Avenues.
ADOPTED: APRIL 1ST, 1987
UPDATES: NONE
Public/QuasiPublic State, County, City offices and proposed sports complex.
Residential Single-family residential to remain (regardless of R1RI zoning. HIgher densities appropriate along abutting major streets.
Mixed Use (Residential/ Office) Carefully controlled commerical activities compatible with existing residential uses.
Retail / Support Services Retail to support residential and public uses.
Private Office Privately developed office buildings that would benefit from proximity to Government uses.
Industrial Industrial development sensitive to the office and residential character of the area.
Since adoption of the Redevelopment Plan, new government buildings have been constructed along Washington and Jefferson Streets. Social service provider facilities have been constructed including the Phoenix Rescue Mission Changing Lives Center along 15th Avenue south of Polk Street and the Central Arizona Shelter Human Services Campus around Jackson and 11th Avenues. New residential development includes the ReNue Downtown Apartments, infill development and redeveloped residential single family homes north of Van Buren Street, and some vacant lots due to demolition of existing buildings at the east end of the RDA south of Jefferson Street.
Redevelopment Goals & Objectives
• Eliminate and prevent the re-occurrence of substandard, deteriorating and obsolete buildings and environmental deficiencies which act as a disincentive for private reinvestment.
• Promote assemblage of land into functional parcels for redevelopment compatible with proposed land uses.
• Support quality infill housing.
• Promote compatible land uses with and around the RDA including providing functional circulation systems which minimize conflict amount different transportation modes; preserving quality housing, enhancing sense of community within RDA and Central City South neighborhood, ensure stability and protection of surrounding residential areas are improved by projects within the RDA.
Redevelopment Techniques
• Continuing Planning.
• Technical Assistance and Counseling,
• Provide public service consistent with that provided elsewhere in the City.
• Prepare land for redevelopment using land acquisition, clearance and preparation for development, land disposition,entering into contracts to regulate the development of land, land subdivision.
• Rehabilitation of structures.
• Relocation.
• Removal or installation of public facilities or improvements.
Planning Criteria & Development Standards
• None identified.
ADOPTED: FEBRUARY 19TH, 2003
UPDATES: NONE
Residential 3.5 to 5 dwelling units per acre This density range accommodates traditional lot residential product types and cluster developments that typically might be found in the R-2 zoning district, (up to ten DU/acre).
Residential 10 to 15 dwelling units per acre higher density attached housing, multifamily condos or apartment type residential. Singlefamily and lower density development would also be permitted if less than ten acres.
Commercial Neighborhood supported retail and service activity.
Public/Quasi Public Dunbar Elementary School property.
Open Space
Since adoption of the redevelopment plan, a strip center on 7th Ave. and Buckeye and new housing has been developed.
Plan Goals
• Quality housing in attractive, well served neighborhoods:
• Central City South area will have a clean, healthy and safe environment, free of crime and vehicular hazards.
• Central City South should be an attractive area in which to locate new businesses and in which a trained work force will want to live and work.
• Neighborhoods should be protected from the adverse impacts of incompatible land uses.
Plan Objectives (Strategies)
Quality Housing in Well Served Neighborhoods:
• Complete the Matthew Henson Hope VI Project on schedule. The revitalization program will remove 372 of existing, obsolete public housing units on the Matthew Henson site and redevelop it with 469 new family and senior housing units, a youth center, a community resource center, and recreational space and community gardens. An additional 142 units, including for sale single-family homes, will be constructed within the larger project area as the final phase of development.
• Promote private sector development of new single-family, owner-occupied housing homes on vacant lots. readily view any persons or activity taking place on their streets. Many of the homes built by investors are not owneroccupied. Increasing single-family ownership housing would improve neighborhood stability in the community.
• Rehabilitate existing housing that is economically feasible to improve.
• Encourage mixed use development around Progress Plaza (south west corner of 7th Avenue and Buckeye Road) and, Grant Park (southwest corner of 2nd Avenue and Grant Street).
• Promote cultural identity and preserve historic character. Properties of historic interest should be preserved, where feasible, and protected from incompatible developments.
• Protect and preserve neighborhoods by eliminating blight and illegal uses, improving property maintenance and screening incompatible land uses.
• Support the development of neighborhood retail service activity, including a possible new shopping center anchored by a grocery store.
Clean, healthy and safe environment, free of crime and vehicular hazards:
• Protect residents from environmental hazards and pollution.
• Reduce crime rates and alleviate the perception of crime in the area.
• Reduce cut-through truck traffic.
• Improve pedestrian safety and street appearance.
Attractive area in which to locate new businesses and in which a trained work force will want to live and work
• Increase the range of jobs and employment opportunities for local residents.
• Link the community to the investment, business, cultural, recreational, entertainment and employment opportunities found in the Rio Salado, Downtown and Capitol Mall areas.
Neighborhoods should be protected from the adverse impacts of incompatible land uses.
• Support the transition of industrial activity and open land uses to uses that are compatible with nearby residential neighborhoods.
ADOPTED: JUNE 2ND, 2004
UPDATES: NONE
• Central City South Interim Overlay District (Section 656 Phx. Municipal Code). Requires special permits for homeless shelters, open outdoor primary uses and used car sales. Prohibits slaughterhouses, solid waste facilities, billboards and junk, wrecking and salvage yards. Use permit required for day labor hiring and associated transportation centers, pawn shops and tattoo shops.
• Also imposes Commerce Park/ General Commerce Park development standards on all A-1 and A-2 (industrial) development.
• New developments on less than 10 acres subject to administrative review by Planning and Development Department.
• All new homes (no exceptions) subject to single family design review (Section 507 Tab A, II) and new one and two unit per lot residential development also subject to the following:
» All driveways and parking spaces shall be hard surface.
» Each dwelling unit shall have at least one covered parking space located in a garage or under a carport. The design of the covered parking shall be substantially similar with regard to texture, color and material to that of the housing.
» The front yard open space of a two unit per lot development shall be landscaped and separated from the driveway and parking areas by a three foot wall, fence, or physical barrier.
» Unless all Zoning Ordinance required parking is provided along an alley, a contiguous one-half of the area between the rear lot line and the setback line shall be landscaped and separated from the driveway and parking areas by a physical barrier such as a three foot wall or fence.
» Where two detached units are placed on a single lot, a notice that the lots are not to be split without prior City approval shall be recorded prior to issuance of building permits and the recorded document noted on the submitted site plan. (Ord. No. G-4453, 2002; Ord. No. G-4516, 2003)
1. South Area Plan and the proposed General Plan Land Use Map amendments approved Complete
2. Hope VI Matthew Henson Revitalization Program: Complete construction of the approved development plan and continue supporting efforts such as community and economic development programs
Complete & Ongoing
3. Housing Development: Provide assistance to infill housing developments and complete a HUD-funds environmental assessment to determine, due to issue of noise, where those funds are eligible to be used.
4. Improve Existing Housing: Target neighborhoods in which to provide assistance to rehabilitate and preserve housing.
5. Mixed Use Areas: Work with property owners, investors and developers to achieve mixed use development in two targeted areas:
6. 7th Avenue and Buckeye Road
7. 2nd Avenue and Grant Street Shopping Center at SWC of 7th Ave. & Buckeye, 2nd and Grant now APS utilities.
8. Eliminate Blight: Identify blighted properties and work to eliminate that blight.
9. Stronger Code Enforcement: Establish community code enforcement strategies, with particular emphasis on:
» Inoperable vehicles
» Junk, litter and debris
» Open and vacant buildings and structures
» Outside storage
10. CIP Bond Program: Develop and prioritize a list of capital projects that will support revitalization activities and seek funding through the next city Bond Program.
11. Brownfields Program Funding: Secure additional funds for the Brownfields Program to encourage investment in the redevelopment of brownfields.
12. Elevated Freeway: Work with ADOT to construct noise and screen walls along the elevated portion of the I-17 Freeway. Complete
13. Neighborhood Policing: Promote Block Watch groups and neighborhood awareness of the Police Department’s Community Action Officers in the community.
14. Alley Improvements: Work with Public Works and Police departments to transition all alley trash pick up to curb side service.
15. Street Lighting: Identify the need and install additional lighting in areas needing better visibility.
16. Sidewalk Improvements: Complete the construction of sidewalks in all residential areas of Central City South. Not Complete
17. Neighborhood Traffic Mitigation: Work with neighborhoods to address needed local street traffic mitigation. Not Complete
18. Arterial Street Retrofit: Retrofit Buckeye Road, Central and 7th avenues with landscape and pedestrian improvements. Not Complete
19. Bus Stop Improvements: Identify and complete improvements to make bus stops more comfortable for passengers. Not Complete
20. Assistance for Businesses: Provide financial, technical and workforce development assistance to existing and new businesses, particularly those that provide services to area residents.
21. Education and Training: In partnership with the community, help area residents to obtain education and training that would enable them to get well paying jobs.
22. Marketing Program: Develop a marketing program to attract businesses, jobs and residents to the area.
23. Central City South Interim Overlay District: Monitor compliance with provisions of the Central City South Interim Overlay District and update the overlay district to implement plan objectives. Complete and ongoing
24. Screening of Non-Conforming Land Uses: Develop funding strategies to provide screening between non-compatible land uses. Not Complete
3.5 to 5 du/acre
10-15 du/Acre Higher density attached townhoues, condos, or apartments. This use located over the Residential 3.5-5 and a portion of the Commercial along 17th Avenue north of Buckeye Road contains the city’s A.L. Krohn housing project and supports residential restoration of existing motor courts
Mixed Use (MU) Promotes a mixture of residential products, neighborhood and destination commercial uses and activities supportive of area residents and businesses. Development shall be walkable and transit friendly and may be at a higher intensity of use than the surrounding area. Community interest in developing mixed use residential and Mercado-type retail around Grant Park.
Mixed Use - Hospital Related
Public/Quasi Public and Commercial Striped Due to access to Phoenix Memorial Hospital may be assembled and redeveloped for medical related activity. The Enterprise Academy and Tertulia Elementary School are charter schools and developed for public use.
Commercial At 19th Avenue and Buckeye Road support a traditional shopping center with a major grocery store.
Commerce/Business Park Includes industrial areas. Areas with incompatible land uses be phased out and hazardous industrial activity and open land uses be transitioned from residential areas.
Parks/Open SpacePublicly Owned
Mixed Use Tansition Commerce Business park to 10-15 du/acre
Likely to redevelop with residential as market conditions change over the years.
Transportation I-17 Corridor
Plan Theme
• Strong Local Economy: Eastlake-Garfield is a hub of locally-grown businesses,
• Housing Affordability for all Residents: diverse housing options welcome residents of varying
• Walkable Neighborhoods: Investments in shade trees, vegetation and sustainable construction materials, have cooled temperatures, and a diverse mix of land uses, and networks of transportation options make Eastlake-Garfield walkable and bikeable.
Eastlake Park Plan Themes:
• Walkable Neighborhoods and Quality Open Spaces: Narrowed traffic lanes on Washington and Jefferson Streets have created safer conditions for pedestrians and cyclists; Eastlake Park continues to provide safe, easy access to open space for active recreation and sports (Walkscore > 90)
• Strong Local Businesses and Low Cost of Living: local businesses in mixed-use buildings, residents can meet most of their shopping needs in the neighborhood
• Housing Affordability for All Residents: Live-work units occupy some 3 to 5 story mixed-use buildings along Washington and Jefferson Streets, as well as historical buildings that save resources and celebrate the community’s past. Together, the older and newer buildings provide centrally located housing and workspaces for local artists, sculptors, furniture makers, and restaurant owners, among others.
Plan Vision
•A sustainable community centered around the light rail comprised of existing residents, church members and those seeking a more pedestrian-oriented urban lifestyle.
•A community offering a variety of housing options including single family, multifamily, infill, live-work units, assisted living, senior housing and affordable housing.
•The spiritual center of the African American community with numerous churches that serve the entire metro area.
•A community with a rich cultural heritage that is recognized through the rehabilitation of historic homes and properties, historical entry markers and interpretive signage.
•A destination for locals and a point of interest for national travelers with unique community-based businesses such as co-working spaces, grocery stores, pharmacies, eateries and entertainment venues.
•A community with the beautifully renovated Eastlake Park as its focal point, hosting a farmers’ market and historic walking tours on Sundays, the annual Juneteenth Celebration and regular concert performances at the historic band shell.
•A resurgence of a neighborhood that could be used as a model that could be replicated across the country.
Planning Criteria & Development Standards
Includes the following Investment Priorities:
• Eastlake, Edison and Verde Parks and small plazas and squares around which neighborhood oriented businesses can cluster.
• Van Buren, Jefferson and 13th Street are complete Streets.
• New light rail station at 16th Street and 12th street priority transit hubs.
• 16th Street, Van Buren Street, Roosevel Street transit route priorities.
ADOPTED: MAY 27TH, 2015
UPDATES: NONE
1. Adopt a Best Practice Form Based Code
Improve Predictability and Transparency in the Development Review Process
Create Standard Plans
Facilitate Walkable Urban Demonstration Projects
Develop an Innovative Infrastructure Financing Tool
Construct Innovative Housing Demonstration Projects
Coordinate Affordable Housing Programs with the Conceptual Master Plan
Encourage Live-Work and Accessory Dwelling Units
Enhance the Efficiency and Quality of Existing Housing
Revitalize Unique and Historic Commercial Buildings 11. Transform Public Schools into Neighborhood Opportunity Hubs 12. Develop an Eastlake-Garfield Hiring and Purchasing Program
Develop an Eastlake-Garfield Hiring and Purchasing Program 14. Grow the Number of Jobs in Key Eastlake-Garfield Industries 15. Develop a Healthy Corner Store Program 16. Develop Residents’ Skills in Key Eastlake-Garfield Industries
Encourage Community-Based Healthy Food Sources 18. Enhance Existing Recreation Facilities 19. Provide Community Health Resources at Neighborhood Schools 20. Improve Safety in Public Spaces 21. Adopt Best Practice Complete Street and Subdivision Standards 22. Coordinate Transportation Programs with the Conceptual Master Plan 23. Provide District Parking Services 24. Develop Best Practice Green Standards 25. Encourage Green Demonstration Projects 26. Support the Development of District Clean Energy System
27. Provide District Stormwater Management Services
RDA
1. Hold a property owner forum on the Walkable Urban Code and the Infill Development Area.
2. Use the Conceptual Master Plan as a guide when rezoning to the Walkable Urban Code.
3. Expand Infill Development Area to rezoned properties.
4. Study potential Fire Code violations between heavy industrial and residential uses and residential uses south of Jackson Street to include the Union Pacific railway line and the Co-op. The city should report back to the Eastlake Park Neighborhood Association (ELPNA) with a list of businesses in the area, types of materials stored, and recommendations on ways of buffering the community from potential hazards. Ensure that the mandatory emergency document (MSDS-Materials Data Safety Sheets) for proper chemical disposal of hazardous waste are on site and readily available for the Phoenix Fire Department.
5. Research the process for developing airport owned properties as residential uses.
6. Provide for sale transit passes at neighborhood churches, the Helen K. Mason Performing Arts Center (Black Theatre Troupe) and other destinations.
7. Identify code violations and issue notices to property owners.
8. Add Eastlake Park Neighborhood Association Chairperson to city systems to be notified about all requests for rezoning, zoning adjustments (Use Permits/ Variances), PHO hearings, DRC appeals, technical appeals, abandonments, and all site plan preliminary review meetings.
9. Encourage Steering Committee to monitor all zoning hearings.
10. Create a fact sheet and procedural guide on establishing Improvement Districts.
11. Hold a property owner workshop on Improvement Districts as a potential tool for financing enhanced infrastructure and services, including a light rail station at 16th Street.
12. Complete 3 beautification projects, such as murals, colorful building repainting and tree planting.
13. Complete a Water / Sewer infrastructure needs assessment.
14. Create marketing materials for development areas in partnership with property owners.
15. Provide EPNA Chairperson contact information to the Aviation Department and request that they be notified of any public meetings involving the Sky Harbor Airport Land Use Study and that they be provided with a copy of the final report. City will provide Steering Committee with all relevant information regarding Aviation-owned properties within the Eastlake Park neighborhood boundaries.
16. Provide Master developer services to accelerate Plan implementation. Funding to be provided through grants, improvement districts, and other mechanisms.
17. Present Public Transit Recommendations to the Committee on the Future of Phoenix Transportation.
18. Complete a study on the most efficient methods for increasing bus service on 16th Street. Consider local bus routes and urban circulators.
19. Organize a coalition to support public transit service on 16th Street, including neighborhood associations, property owners, St. Luke’s Medical Center, Ranch Market and Maricopa Public Health.
20. Identify a City of Phoenix owned property that could provide an interim use as a public parking lot for surrounding development, in compliance with the zoning ordinance.
21. Add creative wayfinding signage at the 12th Street light rail station.
22. Provide for sale transit passes at Ranch Market and Maricopa Public Health.
23. SKIP
24. Provide Steering Committee and Eastlake Park Neighborhood Association contact information to ADOT and request that they be notified of any public meetings involving the passenger rail plan along the Union Pacific Rail Line.
25. Utilize Complete Streets Program on all newly constructed or retrofitted streets, especially 12th and 16th streets.
26. Identify a multi-family housing investment within the area to include within the Consolidated Plan.
27. Engage Arizona State University on a plan for student housing appropriate for the Eastlake Park neighborhood. Plan.
28. Hold a forum with faith based institutions to develop a strategy to increase the supply of high quality affordable housing and affordable day care services.
29. Develop a Mixed Income housing demonstration project on Madison Street.
30. Develop a “Phoenix Donut” mid rise housing demonstration project.
31. Develop four Mixed Use housing demonstration projects on Washington St. and Jefferson
32. Hold a capacity building forum on Community Development Corporations and identify a lead non-profit to focus on affordable housing in the Eastlake Park neighborhood.
33. Engage Arizona Department of Environmental Quality and Environmental Protection Agency on indoor air quality measurement and vapor intrusion mitigation assistance.
34. Partner with non-profit organizations and businesses to renovate or rehabilitate a minimum of 3 single-family houses.
35. Pursue Choice Neighborhoods Program to redevelop public housing at 10th Street and Monroe Street and at 18th Street and Adams Street.
36. Continue block watch and provide patrols at least 3 evenings per week.
37. Write a grant application for a community-based food source, such as the United States Department of Agriculture Community Food Projects Competitive Grants Program.
38. Provide a stop for the Fresh Express mobile grocery.
39. Identify corporate sponsors or other method for providing resources to replace street lights with LED bulbs.
40. Evaluate the need for high visibility crosswalks at 12th and Washington Streets and Jefferson and 14th Streets and Washington and Jefferson Streets and install where needed.
41. Pursue partnerships with Banner Health, Maricopa County Public Health, St. Luke’s Medical Center and other organizations on providing additional free health screenings, referrals, and other preventative healthcare at Shaw Elementary.
42. Evaluate and modify utility spacing standards to allow planting of shade trees that grow to full size.
43. Research modifications to stormwater regulations to allow onsite retention to be provided within adjacent right of way.
44. Research methods to eliminate the need for a revocable permit for shade structures in the right of way or identify ways to streamline revocable permits.
45. Hold a community tree planting event.
46. Provide an overview of Government Property Lease Excise Tax (GPLET) and impacts as related to possible expansion of Central Business District to Steering Committee and hold forums with affected neighborhoods.
47. Sponsor an Adopt a Street for Jefferson Street.
48. Identify City owned properties appropriate to develop and rezone to the Walkable Urban Code.
49. Identify and issue Requests For Proposals for City-owned properties that are appropriate to develop. Invite the EastlakeGarfield Steering Committee Chair, EPNA Chairperson or designee, to serve on the selection panel.
50. Renovate one church.
51. Write a grant for enhanced school enrichment activities and community improvement projects at Shaw Elementary.
52. Pursue partnerships with banks, credit unions and non-profits on financial education classes for parents at Shaw Elementary, Eastlake Park Community Center, or other institution.
53. Organize 3 neighborhood clean ups.
54. Engage small business incubators on methods for increasing access to entrepreneurship services for District residents.
55. Complete 10 community events at Eastlake Park Community Center, such as education tax credit drives, tax return assistance, and voter registration drives.
56. Pursue partnerships with District employers to provide information about jobs, internships, and apprenticeships at Eastlake Park Community Center.
57. Pursue partnerships with workforce development agencies to provide information about training opportunities, resume writing and interview classes at Eastlake Park Community Center.
58. Write a federal grant to improve economic conditions, including the Promise Zone program.
59. Pursue partnerships to provide Shaw Elementary students with free access to three educational destinations including the Phoenix Children’s Museum, and the Arizona Science Center.
60. Hold a forum with the Eastlake-Garfield Steering Committee, EPNA Chairperson, Downtown Phoenix Inc. and Discovery Triangle on ideas for mutually beneficial partnerships.
• New pathways for building individual and community wealth
• Protection and celebration of historical elements and stories
• Convenient, equitable, individual and community access to free choice in regards to fresh food – such as urban agriculture, the City’s Local Food System program, neighborhood grocery, permanent restaurants and mobile services • Enhanced recreation and entertainment options – affordable to local residents
• Enhanced existing parks with more amenities, shade, and access by connected green, shaded, lighted, safe paths within the neighborhoods
• Infill of vacant lots with diverse housing options appropriate to existing neighborhoods and blend the new with the old (affordable, mixed income housing)
• Parking solutions that balance business and sports needs with residential neighborhood quality of life.
Community Identified and Targeted Investments
• Lincoln Stop: Mixed-use transit stop. Safety improvements, bike and pedestrian improvements, and greening of the corridor for shade and comfort. Central Avenue – pedestrian enhancement for safety and comfort, wider sidewalk, shading – natural and man-made. • Enhanced bus stops.
• West Lincoln Corridor Mixed-use neighborhood. Improved walkability –complete sidewalk network and shading. Lincoln Street Improvements – safety improvements, bike and pedestrian improvements, and greening of the corridor for shade and comfort. • New green space to support residents.
• East Lincoln Corridor Employment Neighborhood. Walkability – enhance street network for better pedestrian connections. Lincoln Street Improvements – safety improvements, bike and pedestrian improvements, and greening of the corridor for shade and comfort.
• North Neighborhoods. Improvement to Buckeye and 3rd Avenue/Street for improved pedestrian, biking safety and connectivity. Improvement of existing parks and green spaces to support development and neighborhoods. – active uses, community gardens space, open/green space and public art.
ADOPTED: MARCH 3RD, 2022
UPDATES: NONE
•Spark Areas are mid- to long-term actions that will happen on three large contiguous developable sites. These areas will act as development catalysts triggering economic growth and revitalization in the area.
•Blocks are contiguous noise land parcels, potentially with adjacent alley abandonments and private property acquisition totaling one acre or more in size. These small development areas offer new uses built to a size and character that complement the neighborhood. They will take place in mid- to long-term actions depending on the local market conditions.
•Quick Hits are interim lot uses or programming that offer the highest potential to deliver community benefits in the near term, while also putting underutilized noise land parcels to better use. These actions will improve neighborhoods, stimulate economic development, and help realize the proposed Cultural Corridor.
• SPARK AREA 1 - EASTLAKE: A mixed-use transit village with affordable residential and complementary amenities.
• SPARK AREA 2 - EL CAMPITO: A hub of innovation that celebrates phoenix’s history and provides jobs, entertainment and training.
• SPARK AREA - BARRIOS UNIDOS: a mixed-use business campus augmented by transportation corridor & community sports park.
ADOPTED: NOVEMBER 2017
UPDATES: NONE
PLAN FOCUS: THE CONNECTED OASIS “THE BIG IDEA”
The primary layers of the Connected Oasis are:
• Green Streets – Streets with shaded sidewalksnatural or structural - and other pedestrian amenities that provide a comfortable and attractive pedestrian environment.
• The goal for Downtown is to make every street a “Green Street.”
• Publicly-Owned Public Spaces Public parks, plazas, and courtyards owned and maintained by a government agency. They provide visual amenities, recreation areas, (including off-leash dog parks) and community event locations for residents, workers, and visitors.
• Privately-Owned Public Spaces – Plazas and courtyards at a building entrance. They provide places where people can take a break, meet someone for lunch, or gather to socialize.
• Privately-Owned Private Space - Open space provided for occupants and/or residents of a building but not accessible to the general public
• Enhanced Pedestrian Corridors – Pedestrian corridors that link major destinations and should be enhanced with streetscape improvements such as benches, lights, signage, shade and pedestrian amenities.
• Pedestrian Intensive Area and Centers – Throughout Downtown there will be active areas that will experience a higher level of pedestrian activity. These areas will require the incorporation of more pedestrian amenities and the inclusion of intense street level activities within the building adjacent to the active area.
• Pedestrian Connectors - Pedestrian connectors located at a smaller scale than the standard street grid that provide more direct routes and are enhanced with street trees, lighting, special paving, and other pedestrian amenities.
• The major components of the Connected Oasis include:
• Urban Exercise Amenities - Pedestrian corridors that provide opportunities for walking, jogging and other urban recreation activities and encourage residents, employees, and visitors to be physically active.
• Streetscape improvements - It is critical that the pedestrian environment be enhanced to provide a more comfortable environment, but it also must provide for a sense of safety. An important contribution to the sense of safety is lighting. Lighting can be used to enhance safety while at the same time being used to enhance the appearance of Downtown.
• Public Art - Public art will be integrated into all components of the Connected Oasis and will be both traditional and non-traditional art.
• Water Elements - Water fountains, drinking fountains, and other elements integrated into public spaces to contribute to a more comfortable pedestrian environment while raising awareness about the history and importance of water in the Phoenix region.
• Events and Programming - While not a physical element of the Connected Oasis, events are a critical component of the Connected Oasis experience that adds activity and excitement to the urban environment.
ADOPTED: FEBRUARY 2ND, 2008
UPDATES: NONE
Village Goals
• Diversify rail options
• Preserve historic neighborhoods
• Expand bicycle and pedestrian connectivity
• Increase affordable housing options
• Reduce superblock developments
• Encourage adaptive reuse of buildings
Land Use Principles
• Communities should consist of a mix of land uses to provide housing, shopping, dining and recreational options for residents.
• Locate neighborhood retail to be easily accessible to neighborhoods.
• Continue to provide adjacent park/ school facilities that are highly effective in meeting the overall educational and recreational needs of the community, while not limiting park access to the general public while school is in session
• Encourage properties and neighborhoods planned for residential use to continue as residential uses rather than being assembled for nonresidential development.
• New development and expansion or redevelopment of existing development in or near residential areas should be compatible with existing uses and consistent with adopted plans.
BTW RDA- BOOKER T WASHINGTON RDA
EL RDA- EAST LAKE REDEVELOPMENT PLAN
SC RDA- SPECIAL REDEVELOPMENT AREA
7BE RDA- SEVENTH STREET & BUCKEYE ROAD REDEVELOPMENT PLAN
DT RDA- DOWNTOWN REDEVELOPMENT PLAN
HVI RDA- HOPE VI SPECIAL REDEVELOPMENT PLAN
GM RDA- GOVERNMENT MALL REDEVELOPMENT PLAN
GOAL 1: Promote compatible land uses with and around the RDA including providing functional circulation systems which minimize conflict amount different transportation modes; preserving quality housing, enhancing sense of community within RDA and Central City South neighborhood, ensure stability and protection of surrounding residential areas are improved by projects within the RDA.
7BE RDA
Ensure that the stability and protection of the surrounding residential areas is not affected by future projects in the 7th Street and Buckeye Road Redevelopment Area.
Prevent the re-occurrence of blight conditions in the redevelopment area.
SC RDA Prevent the re-occurrence of blight and blighting conditions.
HVI RDA
Promote compatible land uses with and around the RDA including providing functional circulation systems which minimize conflict amount different transportation modes; preserving quality housing, enhancing sense of community within RDA and Central City South neighborhood, ensure stability and protection of surrounding residential areas are improved by projects within the RDA.
GOAL 2: Retain, Support and Stabilize Existing Community Organizations, Businesses and Residents
BTW RDA
RDA
Provide new housing and business locations in the neighborhood for residents and businesses wishing to remain, before the buildings they are presently occupying are removed.
Preserve the existing housing and character where feasible, and encourage relocation and infill of homes where appropriate.
RDA GOAL: Encourage a variety of services and retail establishments to locate within the Redevelopment Area.
NEIGHBORHOOD PLAN GOAL: Stabilize and retain existing business and organizations to encourage the preservation and enrichment of the physical and cultural traditions of the neighborhood.
GM RDA
Conserve existing residential neighborhoods north of Van Buren Street.
GOAL 3: Encourage the location of a range of employment types within the RDA and recognize new forms of office and retail developments
RDA GOAL: Increase and improve the quality and accessibility of job opportunities for the residents of the Eastlake Park area.
EL RDA
DT RDA
NEIGHBORHOOD PLAN GOAL: Develop and increase educational and employment opportunities, health services and cultural/recreational facilities.
Assure the provision of public services and facilities adequate to meet the needs of the downtown area and to meet certain additional needs of the city and region.
GOAL 4: Establish high standards for design that contribute to the desired character of the downtown and the individual neighborhoods within it
7BE RDA
BTW
Enhance the sense of community and neighborhood within the Central City Village to increase the area’s attractiveness as a place to live, work and play.
RDA Establishing a high level of urban design through technical assistance.
EL RDA
Encourage and promote an upgraded visual image of the area that will benefit the residents and visitors.
GOAL 5: Assemble Land When Necessary for Desired Redevelopment
BTW RDA Remove impediments to land development through land assembly, improved streets and public utilties.
7BE RDA
DT RDA
HVI
RDA
Assemble land into functional parcels compatible with the proposed land uses.
Provide for the orderly physical and economic growth of the downtown area. Assemble land into parcels fully compatible with respect to shape and size for disposition and redevelopment in accordance with contemporary development needs and standards.
Promote assemblage of land into functional parcels for redevelopment compatible with proposed land uses.
Summary of RDA Plan Goals (Continued)...
Summary of RDA Plan Goals (Continued)...
GOAL 6: Create a safe and healthy environment with the RDA and its individual neighborhoods
GOAL 6: Create a safe and healthy environment with the RDA and its individual neighborhoods
BTW RDA
Creating a safe and stimulating environment for people.
Creating a safe and stimulating environment for people.
GOAL 6: Create a safe and healthy environment with the RDA and its individual neighborhoods
BTW RDA
Maximize opportunities to create a safe and pleasing environment for those who live in, work in, or visit the redevelopment area.
EL RDA
BTW RDA
EL RDA
EL RDA
SC RDA
SC RDA
Creating a safe and stimulating environment for people.
Maximize opportunities to create a safe and pleasing environment for those who live in, work in, or visit the redevelopment area.
Promote compatible land uses within and around the Redevelopment Area.
Maximize opportunities to create a safe and pleasing environment for those who live in, work in, or visit the redevelopment area.
Promote compatible land uses within and around the Redevelopment Area.
Promote compatible land uses within and around the Redevelopment Area.
Preserve existing residential stock and character where feasible and create an environment which will contribute to the health,safety, welfare and value of the properties within the Redevelopment Area.
Preserve existing residential stock and character where feasible and create an environment which will contribute to the health,safety, welfare and value of the properties within the Redevelopment Area.
SC RDA
7BE RDA
7BE RDA
Promote compatible land uses within and around the redevelopment area.
Promote compatible land uses within and around the redevelopment area.
Preserve existing residential stock and character where feasible and create an environment which will contribute to the health,safety, welfare and value of the properties within the Redevelopment Area.
DT RDA
7BE RDA
DT RDA
DT RDA
Preserve and create an environment within the project which will contribute to the health, safety, and general welfare cf the city and preserve the value of properties to remain within and adacent to the area.
Promote compatible land uses within and around the redevelopment area.
Preserve and create an environment within the project which will contribute to the health, safety, and general welfare cf the city and preserve the value of properties to remain within and adacent to the area.
GOAL 7: Encourage adaptive reuse, reinvestment, and new investment in housing, businesses and public areas, services, and facilities
GOAL 7: Encourage adaptive reuse, reinvestment, and new investment in housing, businesses and public areas, services, and facilities
EL RDA
Preserve and create an environment within the project which will contribute to the health, safety, and general welfare cf the city and preserve the value of properties to remain within and adacent to the area.
Encourage the redevelopment of underutilized, vacant and cleared properties.
EL RDA
SC RDA
EL RDA
SC RDA
Encourage the redevelopment of underutilized, vacant and cleared properties.
GOAL 7: Encourage adaptive reuse, reinvestment, and new investment in housing, businesses and public areas, services, and facilities
Provide a hospitable and secure environment for private investment and maximize private investment opportunities.
Encourage the redevelopment of underutilized, vacant and cleared properties.
Provide a hospitable and secure environment for private investment and maximize private investment opportunities.
Encourage the redevelopment of underutilized, vacant and cleared properties.
HVI RDA
SC RDA
Provide a hospitable and secure environment for private investment and maximize private investment opportunities.
Encourage the redevelopment of underutilized, vacant and cleared properties.
Eliminate and prevent the re-occurrence of substandard, deteriorating and obsolete buildings and environmental deficiencies which act as a disincentive for private reinvestment.
Encourage the redevelopment of underutilized, vacant and cleared properties.
Eliminate and prevent the re-occurrence of substandard, deteriorating and obsolete buildings and environmental deficiencies which act as a disincentive for private reinvestment.
GOAL 8: Encourage the development quality affordable and market rate housing throughout the Downtown RDA
GOAL 8: Encourage the development quality affordable and market rate housing throughout the Downtown RDA
Eliminate and prevent the re-occurrence of substandard, deteriorating and obsolete buildings and environmental deficiencies which act as a disincentive for private reinvestment.
GOAL 8: Encourage the development quality affordable and market rate housing throughout the Downtown RDA
EL RDA
EL RDA
EL RDA
Promote the development and retention of decent, safe and affordable housing in the area.
Promote the development and retention of decent, safe and affordable housing in the area.
Promote the development and retention of decent, safe and affordable housing in the area.
DT RDA
Encourage and assist in the provision of an increased supply of good housing in a suitable living environment.
GOAL 9: Remove buildings and land uses that are incompatible with planned and desired development and contribute to neighborhood decline and/or disfunction
Eliminate and discourage future land uses that will degrade or contribute to the further decline of the Area.
EL RDA
SC RDA
7BE RDA
DT RDA
Encourage development which will prevent the reoccurrence of blighted conditions within the Redevelopment Area.
Remove the most incompatible land uses and the most seriously deteriorated residential and commercial buildings which detract from the functional unity, aesthetic appearance, economic vitality and social welfare of this area of the City.
Eliminate substandard, deteriorating and obsolete buildings and environmental deficiencies which detract from the functional, aesthetic and economic welfare of the redevelopment area.
Eliminate substandard and obsolescent buildings, blighting influences, and environmental deficiencies which detract from the functional unity, aesthetic appearance, and economic welfare of this important section of the city, and also prevent the recurrence of blight and blighting conditions.
GOAL 10: Enhance non-motorized and public transit mobility and provide for adequte motorized circulation
EL RDA
7BE RDA
DT RDA
Provide a safe and efficient circulation systems for vehicles, bicycles and pedestrians.
Provide efficient, safe and functional circulation systems which minimize conflicts between different modes of transportation within and around the redevelopment area.
Provide safe, efficient and attractive circulation systems which minimize conflicts between different forms of movement such as pedestrians, automobiles, transit and service vehicles.
GM RDA Circulation and parking for ease of pedestrian and vehicular access.
In order to evaluate the RDA housing market, a study area surrounding the RDA boundaries was identified using zip codes within the central Phoenix Downtown area. Those zip codes include the following and are represented in the map below. The generalized boundary of the RDA is also shown.
• 85003
• 85004
• 85006
• 85007
• 85009
• 85034
The apartment market within the identified zip codes consists of approximately 14,280 units in complexes with more than 50 units. The current average rent for those units is $1,617 per month or $2.14 per square foot. Approximately 75% of all units are in a one-bedroom or two-bedroom configuration.
2-Bedrooms
3-Bedrooms 7841,182$1,635$1. 38
4-Bedrooms 1881,282$1,757$1. 37
5-Bedrooms
Source: RealData
The following chart illustrates the growth in the market since 2010, growing from approximately 4,400 units to the current 14,283 units. The overall vacancy rate at the end of 2022 was 16.0% primarily because of the large number of units that were built in 2021 and 2022. Most of these projects are still in the lease-up phase. Excluding those units, the vacancy rate is estimated at 5.2%. Rents have increased dramatically over the long term and over the past four years grew at more than twice the rate of inflation. The cost of construction has been one factor that has impacted rents along with a shortage of housing units throughout the region.
Source: RealData
For comparison purposes, the average monthly rent in Greater Phoenix is $1,600, slightly lower than that found in the RDA market area. Rents in the region have increased at approximately the same rate as well. The annual increase in rents, however, made a huge jump during the COVID19 pandemic, increasing nearly 30% in one year. Once again, the increase in construction costs during that time was a major factor (due to supply chain disruptions and labor shortages) as well as a shortage of housing units relative to Greater Phoenix’s population growth.
Apartments built prior to 1980 in the RDA are still somewhat affordable. However, for complexes built after 1980, rents increase dramatically. Some of this increase is due to investors purchasing older complexes, redeveloping them, and then increasing rents. This has forced some renters to move and search for lower rent units. Of note is how much of the market has been built since 2010. Prior to 2010, the RDA market area had 5,680 units. Since 2010, another 8,600 units have been built.
Source: RealData
Apartment rents vary by zip code. The lowest rents are found in zip codes 85006 and between 7th Avenue and the Western Edge of the RDA (zip codes 8500785009). The Central Avenue Corridor, zip codes 85003 and 85004, has the highest rents where most of the new complexes have been built.
The apartment market within and surrounding the RDA has undergone significant changes over the past 20 years. Average rents have increased well beyond the rate of inflation, posing significant challenges for low and moderate-income households. Much of the new apartment development has occurred in the northern part of the RDA near Downtown and the Central Avenue Corridor between 7th Street and 7th Avenue. Little new for-rent residential development has occurred in the southern part of the RDA, suggesting the need for the City to further incentivize development south of Jefferson Street However, rising rents affect the entire
market, regardless of location. Overall, the increase in rents in the RDA has followed the pattern found throughout the Greater Phoenix area.
In addition to the growth of the apartment rental market, the RDA has experienced significant sales of single family homes and condominiums. The sale of new housing units has been modest in the RDA market area except for those occurring in zip code 85004 (between Central Avenue and 7th Street) where there has been significant new construction. Sales in zip code 85003 (between Central and 7th Avenues) were strong in 2017 with the development of a few condo projects. Since then, sales have subsided.
Source: RL Brown
Source: RL Brown
Source: RL Brown
Because much of the ownership housing in the RDA is condominiums, the price of newly developed units in the RDA varies from year to year depending on which project is brought to market. In the last two years, ownership unit prices increased on average by 45%. The average price of a unit reached above $1 million in zip code 85003 in 2019 and 2020. Prices in zip code 85004 show a steady increase over the last two years of 47%.
In the resale market, single family activity since 2010 is strongest in zip codes 85006, 85007, and 85009. By comparison, condo sales have been robust in the Central Avenue Corridor. With rising interest rates and stubbornly high prices, resales of both single family homes and condos declined by about 25% in 2022.
Source: Cromford Associates LLC
Source: Cromford Associates LLC
The highest priced single family homes are found in zip codes 85003 and 85004. However, prices in all zip codes have risen dramatically over the past three years. Even in 85009 west of the Capitol, prices have risen by more than 100% in the past 12 years. The average price of a home in the RDA market area is $435,000 and that average has increased by more than 50% since 2019.
Single Family Resales Median Sales Price
Year 850038500485006850078500985034
Average
2010$220,000$67,000$70,000$104,100$26,505$39,675$67,755 2011$196,000$90,750$50,600$84,500$25,000$25,000$57,901 2012$273,625$186,975$87,500$138,000$37,000$33,000$97,770 2013$325,000$244,000$125,000$156,500$60,000$39,000$122,973 2014$349,900$307,500$147,500$201,000$70,000$58,500$153,742 2015$361,000$250,000$183,500$214,950$89,900$70,375$177,592 2016$385,000$265,000$225,000$247,000$119,000$96,000$207,581 2017$442,750$325,500$240,000$274,000$143,170$157,000$232,332 2018$469,000$350,000$281,475$295,000$154,000$169,950$259,097 2019$468,000$409,950$299,900$315,000$181,000$204,998$276,212 2020$532,500$508,500$340,000$365,000$205,000$200,000$312,366 2021$618,500$555,000$400,000$389,500$255,000$338,600$362,755 2022$750,000$532,000$461,432$490,000$320,000$370,450$435,247
Source: Cromford Associates LLC
Single Family Resales Increase in Median Sales Price
2018 5.9%7.5%17.3%7.7%7.6%8.2%11.5% 2019-0.2%17.1%6.5%6.8%17.5%20.6%6.6% 202013.8%24.0%13.4%15.9%13.3%-2.4%13.1%
202116.2%9.1%17.6%6.7%24.4%69.3%16.1%
202221.3%-4.1%15.4%25.8%25.5%9.4%20.0%
Source: Cromford Associates LLC
Condo unit prices have followed a similar pattern as single family homes. The lowest priced condo units are found in 85009 west of the Capitol.
Resales Median Sales Price
2010$135,000$160,000$202,500$148,000$13,950$13,950$130,215
2011$139,700$122,000$27,000$81,175$32,000$78,550$104,231
2012$179,000$159,900$44,500$153,000$38,000$122,000$128,788
2013$227,000$228,500$43,000$149,795$25,600$133,700$164,871
2014$296,000$218,571$265,000$145,000$31,000$155,000$200,841
2015$240,000$231,000$57,500$155,625$92,500$169,900$188,653
2016$262,500$245,000$221,500$125,000$35,000$196,000$212,202
2017$293,750$263,500$68,875$334,900$50,000$230,000$240,487
2018$322,500$257,500$310,000$345,400$55,000$235,000$269,329 2019$290,000$285,000$338,750$268,950$65,000$225,500$267,954 2020$308,750$315,000$223,000$372,500$63,000$260,000$280,795 2021$410,000$350,000$278,500$500,000$110,500$291,000$344,728 2022$488,400$474,500$315,000$346,400$140,000$351,600$416,320
Increase Since
Source: Cromford Associates LLC
Resales Increase in Median Sales Price
9.8%-2.3%350.1%3.1%10.0%2.2%12.0% 2019-10.1%10.7%9.3%-22.1%18.2%-4.0%-0.5% 2020 6.5%10.5%-34.2%38.5%-3.1%15.3%4.8%
202132.8%11.1%24.9%34.2%75.4%11.9%22.8%
202219.1%35.6%13.1%-30.7%26.7%20.8%20.8%
Source: Cromford Associates LLC
The ownership housing market has followed metro-wide trends with increasing housing prices driven by a shortage of available housing, rising construction costs, and, most recently, rising mortgage rates. This situation may persist for the near term until additional housing is built throughout the region.
The following table summarizes the housing trends within the RDA boundaries and its neighborhoods. Overall, median household incomes according to the U.S. Census are well below those of the City of Phoenix and Greater Phoenix. Homeownership is also very low although that would be expected in the central business district of any major city. Of primary concern is the
housing burden of both RDA owners and renters which is well above city-wide averages. For instance, 20.4% of all households in the PMA pay more than 50% of income on housing versus 8.7% city-wide. More than one-half of all renters pay more than 50% of their income on housing with 25.1% paying more than 50%. The need for affordable housing in the RDA is immense and most of the housing recently developed in the area targets higher income professional households who work in the Downtown or surrounding area.
Trends
Source: U.S. Census
In 2020, the City of Phoenix released the Housing Phoenix Plan which outlined a strategy for addressing affordable housing and the underproduction of housing over the past decade. The report suggests that Phoenix currently has a need for more than 163,000 housing units, including market rate and subsidized units. To address this shortage, the goal of the Plan is to create or preserve 50,000 housing units by 2030.
The Plan outlines a series of policy initiatives to be taken by the City to address the housing shortage. With respect to the Redevelopment Plan, several of these initiatives stand out.
• Prioritize New Housing in Areas of Opportunity
• Amend Current Zoning Ordinance to Facilitate More Housing Options
Amend Ordinance to Include Affordable Housing Incentives
Amend Ordinance in Target Areas to Allow for Accessory Dwelling Units (ADUs)
• Redevelop City-Owned Land With Mixed-Income Housing
• Expand Efforts to Preserve Existing Affordable Housing Stock
Land Banking
Implement Community Land Trust Program
There are a variety of additional policy initiatives that will affect reaching the City’s goal of preserving or creating 50,000 housing units by 2030. The above initiatives will directly impact housing initiatives in the RDA. In particular, the Redevelopment Area and its neighborhoods are a significant “area of opportunity” by virtue of their proximity to employment centers, transportation corridors and assets, and the availability of existing infrastructure.
Following is a summary of initiatives that could be implemented in each RDA neighborhood.
This neighborhood has been positively impacted by light rail and consists of a mix of residential, governmental, and commercial uses. A redevelopment plan for the neighborhood has been adopted. The opportunity exists for continued development of higher density residential products similar to what has been built along Washington and Jefferson Streets. However, preservation of existing single family neighborhoods is also essential. Suggested strategies include:
• Rehabilitate and preserve the existing housing stock.
• Promote the development of affordable housing options.
• Promote the redevelopment of underutilized parcels.
• Infill vacant lots with compatible residential uses.
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs)
This neighborhood consists of a mix of residential and commercial uses. A small core of existing single family residential homes exist between Central Avenue and 4th Street. Suggested strategies include:
• Rehabilitate and preserve the existing housing stock.
• Promote the infill of vacant lots in the area with compatible residential uses.
• Promote the development of affordable housing options.
• Promote higher density residential uses along major arterial streets.
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs).
Eastlake Park is adjacent to and similar to Booker T. Washington and has an adopted redevelopment plan in place. Positive impacts to the neighborhood have occurred as a result of light rail. It has a number of vacant lots that are suitable for redevelopment including some that are owned by the City of Phoenix. Successful recent residential projects include Monroe Gardens at 14th Street and Monroe. Suggested strategies include:
• Rehabilitate and preserve the existing housing stock.
• Infill vacant lots with compatible residential uses.
• Promote the development of affordable housing options.
• Promote new housing development at high densities where appropriate and compatible with surrounding uses.
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs).
• Streamline the process for the disposition of City of Phoenix or Aviation Division owned lots.
This neighborhood in the northern part of the RDA has experienced significant development of commercial and high density residential complexes over the past decade. It likely is transitioning to a slightly older and higher income population although Census data does not currently reflect the change. Its median income is modest and one of the lowest in the RDA. However, that should be changing due to the influx of new residents. Few single family homes exist in the area, giving way to office, retail, and high density residential uses. Suggested strategies:
• Continue to promote the mixed-use character of the neighborhood.
• Promote infill of vacant parcels.
• Promote the development of affordable housing options especially since affordable units have been missing from the area
Grant Park is a solid single family residential neighborhood with some commercial uses on its periphery on Central Avenue, Buckeye Road, and 7th Avenue. Vacant parcels in the northern part of the neighborhood may be developed as multi-family in the future. APS also owns a two-acre vacant parcel that could be put to higher density uses. Internal to the neighborhood are a number of vacant lots that could be subject to infill development. Suggested strategies:
• Promote infill of vacant parcels.
• Promote the development of affordable housing options.
• Promote new housing development at high densities where appropriate and compatible with surrounding uses.
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs).
• Preserve the existing housing stock.
The Madison Pioneers Coalition Neighborhood includes a portion of the Government Mall, some Arizona Department of Transportation Buildings, the BNSF rail line, and some rather extensive industrial/commercial uses. Census data indicates it has only 29 residential units. It is impacted
by homeless facilities and encampments that are to be removed. The area has slowly transitioned from residential to governmental and commercial uses. Suggested strategies:
• Permit the transition of private property to commercial uses to continue without introduction of residential uses.
• As part of the Government Mall redevelopment area, residential uses may be appropriate at certain locations.
This neighborhood has had a declining population due to overflights from Sky Harbor International Airport and FAA regulations which preclude the development of residential uses Much of the land in the area has been acquired by the City of Phoenix and the Airport through a voluntary acquisition program. However, privately-owned homes still remain in the area creating a scattered pattern of private and publicly-owned lots. The area has been the subject of a planning effort to redevelop the neighborhood known as the Land Reuse Study (LRS) which will guide development in the future. Suggested strategies include:
• Streamline the process for the disposition of City of Phoenix or Aviation Division owned property within the LRS.
• Provide incentives for redevelopment of the LRS property in order to move the project forward.
The Oakland Neighborhood borders the northern side of the Government Mall area. Its population has remained stable over the past decade, and it may contain some historic properties. The area is predominantly occupied by single family residences but there is a mix of small multi-family properties scattered throughout the neighborhood. Commercial and apartment uses are found along Van Buren Street and Grand Avenue. There appear to be few vacant lots suitable for infill development. Suggested strategies:
• Promote the development of affordable housing options.
• Promote new housing development at high densities where appropriate and compatible with surrounding uses.
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs).
• Stabilize the neighborhood and preserve the existing housing stock.
The RDA boundaries include just the southern part of the Roosevelt Action Association area. That part of the Association area is undergoing significant transformation with the addition of new residential projects including two that recently opened – The Rey Downtown (323 units) at 2nd Avenue and Fillmore and AVE Phx Terra (274 units) at 4th Avenue and Fillmore. A third high rise
residential tower, AVE Phx Sky (254 units) at 2nd Avenue and Fillmore, is nearing completion and scheduled for opening in mid-2023. These are all market based complexes with rents at the high end of the market. The area will likely continue to be transformed with additional high density residential products as well as office, retail, and restaurant uses. Suggested strategies:
• Promote the development of affordable housing options.
• Promote new housing development at densities compatible with surrounding uses.
The St. Matthews area is a relatively overlooked part of the RDA that has modest homes, but generally clean neighborhoods. Some historic homes may be found in the area. The neighborhood has access to light rail but vehicle traffic in the area is impacted by rail lines on 19th Avenue. Through traffic on Adams Street, which is lined with single family homes, also impacts the quiet of the residential neighborhood. Commercial and government uses are found along 19th Avenue and along the southern border of the neighborhood. Vacant residential parcels are available for infill development throughout the area. Suggested strategies:
• Promote the development of affordable housing options.
• Promote new housing development at densities compatible with surrounding uses.
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs).
• Stabilize the neighborhood and preserve the existing housing stock.
This neighborhood borders Grand Avenue and the redevelopment activity that has been ongoing over the past ten years. Much of the commercial development along Grand Avenue has been excluded from the boundary of the RDA. Redevelopment activity is apparent in the neighborhood including the development of the Center 8 Townhome complex of 30 units (between 8th and 9th Avenues just south of Roosevelt Street) that have sold at prices from the mid to high $300,000 range. Median incomes in the Triangle Neighborhood are the highest of the RDA neighborhoods. Redevelopment of individual lots is also noted throughout the area. Continued growth of the neighborhood is expected in the future as a result of the extensive development of the Roosevelt Action Association area to the east of 7th Street. Suggested strategies:
• Promote the development of affordable housing options.
• Promote new housing development at densities compatible with surrounding uses.
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs).
• Stabilize the neighborhood and preserve the existing housing stock.
Woodland Historic District
The residential Woodland neighborhood lies between the Oakland neighborhood and the Government Mall Redevelopment Area. This small neighborhood is completely encompassed within the RDA boundaries and is comprised of approximately 115 homes. The area is unique because of its historic character and tree lined streets. Suggested strategies:
• Stabilize the neighborhood and preserve the existing housing stock.
• Promote the development of affordable housing options
• Determine if the zoning code will permit Accessory Dwelling Units (ADUs).
Market conditions existing today in the retail real estate sector have been severely affected by the growth of E-Commerce and most recently the economic shutdowns created by the COVID-19 pandemic The last business cycle from 2009 to 2020 after the Great Recession exposed significant long-term challenges for the brick-and-mortar retail market in Arizona and across the country. Compounding those issues, the COVID-19 pandemic suppressed local retail shopping in all but the most popular warehouse stores and grocers and shifted shopping patterns to online retailers. Online shopping remains a current threat to traditional shopping centers, but retailers such as Amazon are seeing sales slow as well as the impact of the pandemic fades. Layoffs and closures of warehouses are expected by Amazon in the new year. Following are some of those trends and challenges.
In summary, there are two major trends that have had a significant impact on the retail market:
• E-Commerce and
• The rise of off-price retailers and low-price supercenters and warehouse outlets.
The U.S. Census defines E-commerce as: “Sales of goods and services where the buyer places an order, or the price and terms of the sale are negotiated, over an Internet, mobile device, extranet, Electronic Data Interchange (EDI) network, electronic mail, or other comparable online system. Payment may or may not be made online”.
Between 2000 and 2022, U.S. E-Commerce sales have grown by 37 times to $1.034 trillion, accounting for 14.6% of all retail sales in 2022. The coronavirus pandemic had a significant impact on retail sales patterns. Data from the U.S. Census shows that 2020 E-Commerce sales increased by 42.8% over 2019. Due to the shutdown of the economy in March 2020 and peoples’ desires to avoid crowds in shopping centers in 2020, an above trendline portion of retail sales went to electronic shopping. Sales increased further in 2021 by 17.8% but the growth rate slowed in 2022 to 7.7%. As a result of the pandemic, E-Commerce companies such as Amazon did extensive hiring and leasing of warehouse space to meet demand. However, as the retail market stabilized over the past year and E-Commerce sales slowed, many firms are now laying off staff and cancelling commitments for building space. The following charts outline E-Commerce sales trends.
E-Commerce is certainly here to stay and will continue to impact brick and mortar retail. Most retailers now employ omni-channel marketing strategies that include both online and store sales. The rate of increase in E-Commerce sales will likely subside over the next few years but will remain a major challenge for store retailers who will need to employ unique strategies to attract customers.
In addition to the impact of E-Commerce on brick-and-mortar outlets, the expansion of superstores, such as Target and Walmart, and warehouse clubs, such as Costco, has resulted in a shift of retail spending from traditional department stores and small retailers. Off-price and value oriented retailing has become the driving force in the retail sector. The following chart illustrates the shift in spending.
In 2000, spending at traditional department stores in the U.S. totaled $96.3 billion. That spending declined to $32.7 billion through the end of 2022, a decline of 6%. The result has been the closure of many national and regional department store chains and bankruptcies such as by Sears and JC Penney. Locally, a number of regional malls anchored by department stores have closed and are currently undergoing redevelopment including Metrocenter, Paradise Valley Mall, Christown,
and Fiesta Mall. These sites will all maintain some form of retail space as redevelopment occurs, but they will largely be repurposed with multifamily complexes and some office buildings.
By comparison, spending at supercenters and warehouse clubs ballooned from $139.2 billion in 2000 to $611.2 billion in 2022. Sales at supercenters increased by 6.2% in 2020, 9.1% in 2021 following the pandemic-induced recession, and 7.3% in 2022. Power centers anchored by Walmart, Target, Home Depot, Lowes, and similar big-box retailers have become the primary outlets for retail sales and were a favorite of consumers after the impact of the pandemic subsided.
The trend away from consumer spending in department stores has been occurring over the past 20 years and has likely now accelerated due to COVID-19. Retailers that fared well during the pandemic include Walmart, Target, Home Depot, and a variety of grocery store chains. In response, there will be a decline in sales at many other retailers. The reopening of the economy allowed retailers to offset some losses, but some portion of sales has likely been lost permanently.
Following the Great Recession of 2007 through 2009, the retail market across the country entered a period of stagnation with rising vacancy rates and falling rents. The same trend occurred in Greater Phoenix with vacancy rates hitting 12.2% in 2010. Many of the retail projects that were planned prior to the recession were terminated or delayed, including several traditional regional malls that still have not come to fruition Some retailers went out of business leaving behind a large inventory of available space. In addition, Greater Phoenix is one part of the country where retail development occurs in anticipation of population growth. As the growth of Phoenix slowed, many retailers such as Target and Walmart scaled back their development plans
Vacancy rates started to slowly decline in 2012 as demand increased. Since 2012, there has been little development activity particularly in the large community retail center category. Absorption of vacant space was driven by value retailers (dollar stores) and fitness centers. Development activity was driven by grocery-anchored retail centers with Fry’s and Sprout’s as the primary anchors. In 2021 and 2022, vacancy rates declined precipitously, and the rate now stands at 4.9%. This level of vacancy should further stimulate development activity, particularly in suburban areaswith growing populations.
Despite the decline in vacancy rates in Greater Phoenix over the last two years, the inventory of retail space has actually decreased in the last two years. This is the result of the closure of regional malls across the region and their redevelopment which is currently underway.
Greater Phoenix is now only starting to see the development of large community retail centers primarily on the periphery of the metro area. Some of the major developments of the last two years include:
• The Village at Prasada in Surprise at the Loop 303 and Waddell Road which will add 700,000 square feet of retail space to the intersection.
• The development of two Costco outlets, one in Surprise on the Loop 303 in Surprise and the other in Queen Creek.
• The announcement of the development of the Laveen Towne Center on the Loop 202 in Laveen.
• The expansion of several large retail centers such the Pavilions at San Tan Heights in the San Tan Valley, the Lake Pleasant Towne Center in Peoria, and the Vineyard Towne Center in the San Tan Valley which will add a Target to the existing shopping center.
As noted above, the development of retail centers, especially large community and regional retail centers, is concentrated in the rapidly growing suburban areas of Greater Phoenix where household incomes are typically equal to or higher than the area-wide household incomes. Grocery-anchored centers are also flocking to those areas due to their rapid growth.
The chart below outlines the number of traditional grocery stores in Maricopa County. The chart includes one natural food market, Sprouts Farmer’s Market which has been on a growth surge and now include 29 stores in the region. Whole Foods has not been included in the chart because it only has five stores in Maricopa County and a very small share of the overall grocery market. The average number of stores per person in the county is 16,200 or one store per 6,165 households. This data provides a general guideline to determine demand for grocery stores in the region These numbers do not include Walmart Supercenters, Target, or Costco which compete with the grocery stores for customers.
Maricopa County
Source: Chain Store Age
One of the primary questions about retail development in the RDA is the lack of grocery stores that are convenient to the residents The demand for grocery stores is a function of household income, the size of the market area surrounding a store, and the growth prospects of the market area. With a household count of 8,461 households, the RDA has a sufficient population to support at least one grocery store. However, the median household income in the RDA of $34,522 is approximately 50% of the City of Phoenix median income of $66,999 and quite a bit lower than the Maricopa County median income of $76,247. The demand for a traditional, large format grocery store within the RDA is therefore difficult to justify.
The RDA currently contains one traditional grocery store, a Fry’s that opened in 2019 at the intersection of Jefferson Street and 1st Street in the CityScape project. The store is directly across Jefferson Street from the Footprint Center arena. At 67,000 square feet in size, it offers all the services found in a traditional Fry’s market including a coffee bar and a wine bar However, it is an “urban” grocery store that has parking available in an adjacent garage.
In addition to the Fry’s, there are also several grocery stores situated around the periphery of the RDA including:
• Two Food City stores (27th Avenue and Van Buren Street; SR 51 and McDowell Road)
• A Los Altos Ranch Market at 16th Street and Portland Street
• A Safeway at 7th Street and McDowell Road
• A Rancho Grande market at Central Avenue and Broadway Road
• A small Baiz Market at 523 North 20th Street north of Van Buren Street
The RDA also has a number of small convenience stores spread throughout the area. These stores do not offer a full line of grocery items and are more focused on beer and wine sales.
The location of the grocery stores within the RDA is exhibited on the following map.
The inventory of grocery stores in the RDA shows that they are generally available to residents, probably no more than a mile or two from most households. The Fry’s store provides services to most of the Downtown area and Safeway serves the northern part of the RDA. The southern part of the RDA is most deficient in grocery stores; however, the population levels of that area will not support a traditional grocery store. For instance, the Nuestro Barrio area has lost population over the last 20 years and is sparsely populated. West of 7th Street, the residential neighborhoods are interspersed with industrial and government uses which limit the demand for retail development. Grocery retailers typically desire to locate a store centrally within a neighborhood. The RDA has limited opportunities where this can be accomplished.
A model for grocery stores that could be replicated in smaller neighborhoods is the Biaz Market. Biaz has three grocery stores in the Valley. One on 20th Street as noted above, one in Mesa, and one at 27th Avenue and Northern Avenue in Phoenix. The stores range in size from 20,000 to 25,000 square feet. The market has an active website with weekly specials. This is just one example of an operator that is able to compete with national and regional chains in the Phoenix area.
The following table outlines the supportable square foot of demand for a grocery store based on the current estimated population of the RDA and the median household income of $34,522. Based on the U.S. Consumer Expenditure Survey, a household would be expected to spend 12% of before tax income on groceries or $4,136 per year. For the RDA population of 8,461 households, total annual spending is nearly $35 million. At a typical sales per square foot for a grocery store of $550 per square foot, this means the RDA could support approximately 63,600 square feet of space. The new Fry’s store in the Downtown has now satisfied that demand.
Households living in the RDA are likely struggling under the weight of the cost of housing in addition to providing for their daily grocery needs. With a significant percentage of the population paying more than 30% of their income on housing, and many dealing with paying 50% of income on housing, household budgets are stretched. This limits the opportunity for grocery retailers to enter the RDA market when instead they can follow higher income households to fast growing suburban locations.
Sources: US Consumer Expenditure Survey, US Census
The demand for grocery services in the RDA is at equilibrium relative to its size. As the area continues to grow in the future, additional demand may be forthcoming. However, for a traditional grocery retailer to enter the area, the population would likely need to increase significantly.
The alternative is for the City to encourage and promote the development of smaller grocery stores that could provide services to residents, particularly in the southern part of the RDA. The Baiz Market is an example of a successful local chain that is able to compete in smaller market areas.
At end of 2022, the Greater Phoenix industrial market was comprised of 378.6 million square feet of building space according to CBRE, an increase of approximately 173.8 million square feet since 2001. The market is affected by economic cycles, similar to most real estate products. However, for the most part, the swings in vacancy and occupancy of industrial buildings have been less severe than other real estate sectors, particularly when compared to the office sector.
Greater Phoenix Industrial Market History 2001 - 2022
Source: CBRE
The vacancy rate for the industrial market has reached the lowest rate since records have been kept at 3.0% according to CBRE. Comparatively, the average over the last 20 years is 9.0%. Prior to the Great Recession, the industrial vacancy rate reached its previous low of 5.6% before spiking to 16.1% in 2009. Since then, vacancy rates have been on a downward trend as the excess inventory was absorbed. The current rate suggests near full occupancy of the industrial inventory.
The Greater Phoenix industrial market is currently experiencing unprecedented levels of construction activity in response to the highest level of absorption of space ever recorded. Since 2015, 100.5 million square feet of industrial space has been absorbed including 25.2 million square feet in 2022. This level of absorption represents 26% of the entire Greater Phoenix industrial inventory. In 2022, 26.2 million square feet of space was completed, and an unprecedented 38.2 million square feet of industrial space is currently under construction.
Strong employment and population growth in Phoenix is driving local demand for industrial building space. Manufacturing, third-party logistics, pharmaceuticals, and E-commerce are the primary drivers for the industrial market according to brokers. Companies as well are rethinking the benefits of moving from high-regulation, high-cost states such as California. Phoenix is a beneficiary of that trend.
Phoenix has always offered a lower cost alternative to California for warehousing and distribution. The West Valley’s industrial market is booming as a result of its proximity to the coast. More than 35 million consumers are within a one-day truck drive of Greater Phoenix Railroad service, multiple interstates, and Sky Harbor International Airport make Greater Phoenix the perfect location for distribution. Much of the development activity has occurred in the Southwest Valley along the Loop 303 freeway which is only a five to six hour drive from Southern California
While the entire Greater Phoenix industrial market is enjoying strong demand, most of the absorption and construction activity is occurring in just two submarkets. CBRE divides Greater Phoenix into five major submarkets as outlined on the map below. In addition to the Airport submarket which includes the downtown Phoenix RDA and is located in the center of the Greater Phoenix region, data is also collected for the four surrounding sub-regions.
CBRE Submarket Map
The largest sub-region is the Southwest Valley which has historically been dominated by distribution warehouses due to proximity to the Southern California markets. The Southeast Valley, which has historically experienced slow growth, has seen a dramatic increase in activity over the past few years, primarily near the Phoenix-Mesa Gateway Airport. All subregions are experiencing unprecedented low vacancy rates and high levels of construction activity.
Source: CBRE
According to CBRE data, 95% of the industrial completions in 2022 occurred in the Southeast and Southwest subregions. About 93% of the square footage that is under construction is also in those two subregions. However, the Southwest Valley dominates construction activity and is where 58% of under-construction properties are being built, predominantly in the form of large warehouse/distribution facilities and some manufacturing buildings
Source: CBRE
Over the last few years, much of the development activity in the Southwest Valley has occurred along the Loop 303 corridor in Goodyear and Glendale where residential development is restricted due to overflights from Luke Air Force Base. Construction activity first occurred in the PV 303 industrial center near Indian School Road and the Loop 303 where warehouses for REI, UPS, Dick’s Sporting Goods, and others are now located. Manufacturing operations include Sub-
Zero and Boeing. Farther north in the Wolff Logistics Center is Red Bull, Rausch, and Mark Anthony, all bottling companies. Numerous large warehouse and distribution sites are under construction along the length of the Loop 303.
The size of warehouse and distribution buildings completed or under construction in the Southwest dwarf the industrial activity in other parts of Greater Phoenix. The Southeast Valley is seeing some activity, especially near the Phoenix-Mesa Gateway Airport. However, Goodyear and Glendale along the Loop 303 and south of Interstate 10 are capturing the majority of activity, primarily due to the proximity to Southern California.
Monthly rents quoted on a triple net basis are shown below for the fourth quarters of 2020, 2021, and 2022. According to CBRE, rents have increased across the board for all submarkets The Airport submarket, which encompasses the Redevelopment Area, experienced the largest percentage increase in rents among all submarkets in the last two years at 43.4%. And the average rents for the Airport area are essentially equal to the Southeast Valley submarket. Only the Northeast Valley Submarket which includes northeast Phoenix and Scottsdale has higher rents than the Airport submarket.
Q4 2021
Average Monthly Rents Per Square Foot By Submarket Q4 2020 Compared to Q4 2022
Q4 2022
Source: CBRE
The increase in rents in the Airport subregion is indicative of a market that is in high demand but constrained by a limited land supply. Much of the submarket land area is built out and any new development may require the demolition of obsolete, outdated industrial buildings.
A forecast of demand for industrial space through 2030 has been prepared for the Greater Phoenix region. The forecast is based on the long-term historic relationship between employment growth and the increase in the industrial inventory between 2010 and 2022. The following table outlines the forecast and is based on the current industrial inventory as of the fourth quarter of 2022 and the estimated year end non-farm employment total. The University of Arizona Forecasting Project forecasts that employment in Maricopa County will by 337,500 jobs between 2022 and 2030.
The forecast suggests that demand for industrial space in Maricopa County will increase by 63.9 million square feet over the next eight years or an average of 8.0 million square feet per year. At the historic vacancy rate over the last 22 years for the sector of 8.76%, this will create the demand for a total of 8.7 million square feet of new inventory. Comparatively, the average annual increase in the industrial inventory between 2000 and 2022 is approximately 8.4 million square feet, even including the extensive development activity that has occurred over the last few years If employment continues to grow as expected in Greater Phoenix, the industrial market may reach the levels outlined in the forecast.
Greater Phoenix
2022 - 2030
SF Built Per 1,000 New Jobs 189,252
Forecasted Job Growth 2022-2030 (1,000s)
Forecasted Demand For Occupied Industrial SF 63,878,945 Average Annual SF Demand 7,984,868
Forecast of Total Inventory 70,011,231
Average Annual Increase in Inventory 8,751,404
Sources: CBRE, U.S. BEA, U of A, Elliott D. Pollack & Co.
The Airport industrial submarket as defined by CBRE is outlined on the following map. The roughly 80 square mile Airport submarket is the smallest of the Greater Phoenix submarkets but is intensely developed with a variety of industrial uses. The Airport submarket’s total industrial inventory of 76.5 million square feet of space is slightly smaller in size than the entire Southeast Valley submarket with 86.7 million square feet. Today the Airport is the third largest submarket in the region, much larger in size than the Northwest and Northeast submarkets. Occupied Employment
Sky Harbor Airport
Market
Source: CBRE
The Airport submarket has grown by approximately 8.4 million square feet of industrial space since 2005 or an average of 463,900 square feet per year. However, that timeframe includes the aftermath of the Great Recession when development activity slowed dramatically. Today’s vacancy rate is 2.3%, the lowest since records have been kept. Despite limited construction activity, net absorption has been extremely strong with 9.6 million square feet of space absorbed just since 2014 or an annual average of 1.20 million square feet. One of the larger development projects recently completed in the submarket is the Prologis I-17 Logistics Center at the southeast corner of I-17 and 7th Street. Those buildings range in size from 219,000 square feet and 54,000 square feet in size. This former concrete pipe manufacturing facility has now been transformed into a modern distribution center.
The Airport submarket has a 20.2% share of the industrial inventory at the end of 2022, down from a 24.8% share at the end of 2015. The reduction in share can be attributed to the large increase in development activity in the suburban Southwest and Southeast submarkets and a slowdown in construction activity in the Airport area. Since 2015, the Airport submarket accounted for 8.9% of Greater Phoenix’s industrial absorption.
Sky Harbor Airport Submarket History 2005 - 2020
Source: CBRE
The low vacancy rate for the Airport submarket suggests there is tremendous demand for additional industrial space and that the submarket is essentially at full occupancy. Normally, the vacancy rate for the industrial market is 7% to 8% which allows for new entrants into a submarket as well as turnover for those businesses that need larger building space or where leases are expiring. At a 7% vacancy rate, the Airport submarket should have about 5.4 million square feet of space that is vacant or where leases are expiring. This means the submarket needs another 3.6 million square feet of space, on top of the 1.8 million square feet that are currently vacant, just to return to normal market dynamics.
The lack of available vacant land for industrial development in the Airport submarket is the primary disadvantage of the area. The submarket has superior transportation access relative to many other sites including full access to I-10, I-17, and SR 51. Most important is the area’s proximity to Sky Harbor and the requirements of logistic companies that need direct and easy access to the Airports shipping and cargo operations.
The Greater Phoenix industrial market is experiencing unprecedented growth with rising rents, vacancy rates that are at historic lows, and construction activity that is double any previous period of time. The majority of that activity is occurring in suburban areas particularly in the
Southwest Valley with the development of large warehouse and distribution facilities and to a lesser extent in the Southeast Valley. The Airport submarket has participated in the growth of the market with net absorption averaging nearly 1.2 million square feet per year since 2015. However, construction activity has not kept pace with absorption; only 695,000 square feet on average has been developed each year since 2015 resulting in a dramatic reduction in the submarket’s vacancy rate. The lack of construction activity in the submarket is the result of a densely developed market with few vacant parcels that can readily be put to productive use.
The superior access of the Airport industrial submarket to the regional freeway system and Sky Harbor Airport are significant assets. If vacant land was available in the submarket, it likely would be able to continue to capture a significant share of the Greater Phoenix industrial market. Instead, since 2014 it has only captured 8.9% of the region’s new industrial development activity And as noted previously, its overall percentage of the Greater Phoenix industrial inventory has shrunk from 24.8% in 2015 to 20.2% today.
Industrial development in the central city should be promoted to expand employment opportunities for the local population rather than allowing major industrial projects to flee to suburban locations. However, the diversity of land uses in the RDA requires different strategies for different parts of the RDA to further promote past redevelopment efforts and to ensure compatibility with residential neighborhoods. There are three primary industrial employment areas in the southern part of the RDA. Those areas include:
• Central City South
• 7th Street and Buckeye Road
• Nuestro Barrio (Spark Areas 2 and 3)
The Central City South Area Plan outlines objectives that are designed to increase the range of jobs and employment opportunities for area residents while transitioning industrial activity in the area to uses that are compatible with nearby residential neighborhoods. The primary industrial area within the RDA boundaries stretches from 19th Avenue on the west to 7th Avenue on the east between Harrison Street and Grant Street. According to the Maricopa Association of Governments (MAG), the area contains 42 businesses (those with more than five employees) with 906 employees. Actual employment in the area is much higher since most businesses have fewer than five employees. Construction companies have the largest number of employees followed by manufacturing companies. There are several auto salvage businesses in the area which detract from the attractiveness of the street scene; most are not properly screened by walls.
Redevelopment of privately owned properties in the RDA often requires demolition of existing buildings and clearance of equipment, salvaged metals, and other scrap from the site Remediation of older buildings and sites can increase acquisition costs. The presence of small lots in the Central City South area makes lot assembly difficult and inhibits redevelopment activities. Redevelopment strategies must address these issues.
Following is a summary of the primary recommendations from the Central City South Area Plan plus additional recommendations prepared as part of this RDA:
• Market the area to commercial developers and major employers.
• Encourage new businesses that are labor intensive rather than land intensive.
• Establish marketing strategies that integrate the area with economic development programs and activities of the Downtown and other nearby employment centers.
• Transition heavy industrial uses to uses that are compatible with residential neighborhoods.
• Develop funding and strategies to screen open industrial land uses from arterial streets and from streets that adjoin housing.
• Provide incentives for the redevelopment of obsolete industrial properties such as fee waivers, expedited permit processing, etc.
• Promote the assembly of small land parcels into larger functional parcels that can accommodate labor intensive businesses.
• Identify properties that are suitable for transition to modern industrial development and promote them for sale or lease through advanced planning and zoning actions.
• Develop partnerships with APS and Union Pacific Railroad to identify excess vacant properties that can be transitioned to employment purposes.
• Consider the use of the Government Property Lease Excise Tax (GPLET) to promote redevelopment in the Central City South area.
The purpose of this plan prepared in 1989 was to encourage reinvestment in an area that was experiencing blight, deterioration, and obsolescence. The area is bounded by Buckeye Road, 7th Street, Pima Street and railroad tracks in the 3rd Street alignment to the west. Land uses at the time of the preparation of the plan included a metal salvage yard, an abandoned landfill, auto repair, truck parking, and lumberyards. The primary purpose of the Redevelopment Plan was to eliminate substandard, deteriorating, and obsolete buildings and environmental deficiencies and assemble land into functional parcels.
Since the preparation of the Plan, two industrial buildings were built in 2016 and an additional building on adjacent property outside the RDA was built in 2021. However, historical aerial photography shows that the auto salvage lots along Yavapai and Yuma Streets expanded over the 15 years. The 7th Street and Buckeye Road area still requires extensive monitoring to avoid the reoccurrence of blighting conditions The primary recommendations of the original Redevelopment Plan still apply in addition to recommendations developed for this study.
• Provide public services at a level consistent with those elsewhere in the city. Remove or install public improvements to achieve plan objectives.
• Engage in special redevelopment actions.
• Conduct environmental assessment prior to acquisition of any land by the City.
• Prepare land for redevelopment through acquisition, clearance and land preparation, property disposition, development contracts, deed restrictions, and subdivision
• Rehabilitate those structures that will encourage private sector redevelopment and relocate residents when necessary due to property acquisition.
• Establish marketing strategies that integrate the area with economic development programs and activities of the Downtown and other nearby employment centers.
• Develop funding and strategies to screen open industrial land uses from arterial streets.
• Provide incentives for the redevelopment of obsolete industrial properties such as fee waivers, expedited permit processing, etc.
• Promote the assembly of small land parcels into larger functional parcels that can accommodate labor intensive businesses.
• Consider the use of the Government Property Lease Excise Tax (GPLET) to promote redevelopment in the area.
The Phoenix Land Reuse Study identified redevelopment strategies for the Nuestro Barrio neighborhood. Two “Spark” areas were identified where mid to long-term actions could occur on two contiguous developable sites. These Spark areas are designed to act as development catalysts that will trigger economic growth and revitalization in the area.
• Spark Area 2 – El Campito is identified as a hub of innovation that celebrates Phoenix’s history and provides jobs, entertainment, and training.
• Spark Area 3 – Barrio Unidos is designed as a mixed-use business campus augmented by a transportation corridor and community sports park. However, the majority of the land in the Spark areas is owned either by the City of Phoenix or Sky Harbor International Airport. The process of purchasing or leasing the property from the City/Airport is complex and time consuming. Suggested strategies for addressing these conditions include:
• Streamlining the process for the disposition of industrial sites owned by the City/Airport.
• Promoting the Spark properties for sale or lease through marketing the sites to brokerage companies and conducting advanced planning and zoning actions.
• Providing incentives for the redevelopment of the Spark properties.
• Consider the use of the Government Property Lease Excise Tax (GPLET) to promote redevelopment in the area.
Community Input: Goals & Strategies
See Figure 1:1 & 1:2 for references to summary board sheets. A detailed summary of comments is listed on the following pages:
• Neighborhood Representative from N.B.
• Concern RF: Outside Developers
• Need Hard Copies
• Aviation creating homeless
• Condense all individual houses into a neighborhood
• Remove/Rehab older commercial & industrial
• Grants for housing rehab
• Safe multimodal families
• Ensure affordable housing for low-income & working class residents
• Mandate environmental sustainability for all future development projects
• REQUIRE off street parking for all future development
• Implement traffic/infrastructure changes PRIOR to development/construction
• Expedite grant assistance for homes already qualified, but grant funds ran out
• Remove homeless from downtown
• small business support
• programs to help property owners develop vacant land
» make it financially viable
• Home Repair Help, Grants
• Owners that struggle to maintain
• Rehab Funds Availability
• Livability-Parks, Trees
• Infill-build up
• Policies to attract more multi-family homes
• Market Rate homes to attract downtown workers
• Permanent Solutions to Homeless issue
• Matthew Henson [ Needs to be identified neighborhood: 7th Ave/Grant (NE), Maricopa Fwy (S), I-17 (W) ]
• East Lake housing is converting into a very high income area & pushing out residents that has been around 60 years +
• Land Use/Growth
» 7th Street to Maricopa Freeway
» 7th Avenue to 15th Avenue
» 13th Avenue/ Buckeye Rd
• Sub Police Station
• Multi Cultural Center
• Single Family Residential Home/ Duplex/ Sidewalks
• Recreational Area
• No Markets
• Access Roads & Sidewalks for EMS/ Police/ Fire Trucks
• Street Drainage (House gets flooded- 2nd Place & Mohave)
• Main focus was St. Matthew’s & develop vacant properties w/residential uses including single-family, duplex, micro, etc.
» Incentives or funding programs for home owners to fix their houses & set better standards
• Bike lanes on Grant & Buckeye
• Alley improvement in Oakland Historic
• Grocery store in Grant Park
• Nice community involvement in Eastlake Park & Booker T. Washington Areas/ Districts
• Transition- 9th St- 7th St- more density & heighlts like to the west
• 8th St- 9th St- Step down & harmonize with the area east of 9th St.
• Grocery stores
• More attractive store frontage
• Relocate residents to be close to each other
» 7th St - 12th St & Grand Rd - Mohave Ave
• In Residential- Increasing density of residential on the vacant lots
• Grants to for commercial & residential owners for improvements
• More IOA, IOB Open Spaces (dog parks) where there is more high density - community pocket parks
• Grant Park location- crucial to focus on improvements in the area - any beautificaiton
• Bike lanes along N. & 3rd/5th Ave should be expanded throughout downtown, but also specifically south part of downtown
• Spark zones --> Bldng reused or torn down?
• Rezoned from land legal class I to LL class 2 why?
• Will SPARK zones change? E.g. be removed as a classification
• Puente (20th Ave & Adams)--> Empty lot, what is happening?
• St. Matthew’s Area -->
» waste in alleys
» homeless pushed over from downtown
» pockets are unsafe
» need urgent care type facility
• Prefer rehab existing housing vs. new builds only
• Nuestro Barrio Unidos --> what will happen w/existing city-owned lots?
Last Revised: 3/15/24
