Secondary and Cumulative Impacts Master Management Plan

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14. TRANSIT ORIENTED DEVELOPMENT (TOD) DISTRICT **

The Transit Oriented Development (TOD) District is not mapped on the Future Land Use Map,

but will be located based on the future location of one or several planned rail transit stops in

Town. The purpose of the TOD District is to provide supportive development around a transit

center. Transit centers are places where transit services connect in the transportation network

and where passengers transfer between transportation modes. The TOD District should be struc-

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this district in a particular location.

A. Function

i. To provide the “critical mass” of development types and intensities needed to support

rail transit.

ii. To provide a development alternative that promotes the separation of automobile-

oriented land uses from transit-oriented land uses.

iii. To provide a pedestrian-scale environment with a mix of residential, commercial, pub-

lic, and employment uses to support the adjacent transit center.

B. Preferred Uses

i. The TOD will contain a mix of uses including residential uses as well as two or more sig-

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ii. TOD land uses should include convenience retail uses and civic uses, such as public

plazas, libraries, day care, and postal services. The commercial core of the TOD will

contain the highest land use intensities. Use intensities will step down from the commer-

cial core to the edges.

C. General Policies + Development Character

i. The location of a TOD should clearly provide a transit opportunity that can serve the

TOD, such as along the existing rail line in the Town. The location of the TOD should not

harm the planned regional road network or planned regional transit facilities.

ii. The location of a TOD should not negatively affect established neighborhoods by pro-

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iii. The TOD should consist of a commercial core and an outer core. Transit stations should

be located in the commercial core, which should extend 1/4- mile from the transit stop.

The outer core should extend from 1/4-mile to 1/2-mile out from the transit stop.

iv. The TOD should provide pedestrian-scale development with a surrounding mix of high-

density uses. Pedestrian circulation should be enhanced by short blocks arranged in a

rectilinear grid-street pattern.

v. The TOD should have an “urban feel” with pedestrian-oriented building facades,

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vi. The surrounding street network should complement and support the TOD area street

network by providing multiple and direct vehicular, bicycle, and pedestrian connec-

tions to the transit station.

vii. A vertical mix of uses is encouraged in multi-story buildings in the commercial core, with

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viii.The provision of structured parking garages is encouraged in the design of the transit

station and TOD in order to make a more compact, walkable environment.

ix. The TOD land use intensity should be phased as alternative modes of transit are avail-

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uled, designed, and funded to serve the TOD.

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er diversity of land uses in the core area creates more

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trict as a whole ultimately encourages people to leave

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into the streetscape and provide a safe and

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Transit oriented design improves mobility and

leverages public investment in transit systems

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cial, and other land uses, facilitate employment

opportunities convenient to transit, and enhance

connectivity to transit stations and surrounding

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without complete dependence on a car for mobility and

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encouraged

discouraged

** It is anticipated that the TOD district would be

applied to the Superfund Redevelopment Site at

McCrimmon Parkway and Church Street.