The city of Kyle is in multiple Public Improvement District (PID) agreements in an effort to allow more home projects and upgrade city areas. Kyle City Council recently approved a preliminary assessment plan for yet another PID.
The Southwest Kyle PID is located on 171 acres between Roland Lane and Opal Lane along I-35. The PID was approved over a year ago, according to Kyle Mayor Travis Mitchell, who said the city sees PIDs as a way to benefit the city and its residents in ways it cannot on its own. The PID will allow the developers of the area to apply a PID tax to its residents to pay off 20-year bonds. This PID will be divided into two phases, according to Jon Snyder, Kyle’s PID administrator.
The total PID will house a total of 540 single-family homes, 345 apartment units and 13,000 square feet of commercial retail space.
“This was the approval for the planning of phase one,” Snyder said. “There will be two sections of the PID, improvement areas one and two.”
Snyder said the total PID will house a total of 540 single-family homes, 345 apartment units and 13,000 square feet of commercial retail space.
Phase one is 86 acres of 330 single-family homes only. The preliminary planning process that was approved by council 6-1 June 4, will allow developers to begin designing their plats and determine needs for the area.
One consideration by the council when approving this PID, was the need for better storm water maintenance and service in the area. Another was the city’s interest in silencing the train horn policy.
“This would do significant stormwater improvements to the area,” Mitchell said. “PIDs are a financial tool for developers so their projects can be more viable. There’s a possibility for developers to pad their bottom line through what could be seen as an incentive, but the way Kyle has used PIDs is to increase the quality of the developments.”
Mitchell said the cost for changing the two train crossings in the area to silent crossings could cost up to $500,000. The cost is too high for the city, but the city and the PID share an interest in changing the crossings.
“Instead of charging the whole city for this, we could levy the PID,” Mitchell said. “Developers can’t be asked to pay this, but the taxes paid by PID residents could go toward it.”
Mitchell said PIDS work much like HOA neighborhoods, but unlike an HOA, the PID could not change the scope of its project after the fees and taxes are assessed. Residents who move into these developments understand what type of neighborhood they are part of and that their costs go toward both functional and aesthetic upgrades.
“With a PID, There’s a possibility for developers to pad their bottom line through what could be seen as an incentive, but the way Kyle has used PIDS is to increase the quality of the developments,” Mitchell said.
The developers for the PID will be taking their next steps in designing a plat for their designs this year.
