Morrisville Land Use Plan 2009

5.3 Future Land Use Categories, cont’d 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- tured as a floating zone in the Zoning Ordinance so that a rezoning is needed in order to map 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- nificant tax-producing land uses that are mutually supporting. 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- moting through-traffic and other such intrusions to the neighborhood. 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, ground-floor shops, and streets culminating in distinctive public spaces. 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 ground floor retail and upper story residences or offices. 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- able. Use intensities may increase as the specified mode of transit is planned, sched- uled, designed, and funded to serve the TOD.

Transit Oriented Development emphasizes the creation of compact, walkable communities centered around high quality transit systems and multi-modal design features, making it easier to live a high quality life without complete dependence on a car for mobility and survival.

** It is anticipated that the TOD district would be applied to the Superfund Redevelopment Site at McCrimmon Parkway and Church Street.

encouraged discouraged

Well designed shelters should be integrated into the streetscape and provide a safe and comfortable place for transit patrons. Bus stops and shelters must be clearly marked and identifiable.

Transit oriented design improves mobility and leverages public investment in transit systems through the support of transit-friendly develop- ment patterns. These development patterns en- courage a compatible mix of residential, commer- cial, and other land uses, facilitate employment opportunities convenient to transit, and enhance connectivity to transit stations and surrounding land uses.

Land use diversity and inter-connectivity support tran- sit-oriented development by making connections be- tween destinations accessible and convenient. A great- er diversity of land uses in the core area creates more opportunities for short trips, which are more likely to be made by walking. Fostering the walkability of the dis- trict as a whole ultimately encourages people to leave their cars behind and use transit.

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