Ordinances

The Transit Oriented Development District is designed for and may be approved for any property within the corporate limits of the city any portion of which is generally within one-half mile of any existing or proposed light rail transit line station or commuter rail transit line station. In addition, the Planning and Zoning Commission and City Council may consider on an individual basis any property within one-half mile of an existing or proposed Area Personal Transit (APT) system line station for inclusion into a Transit Oriented Development.

Purpose:

The purposes of the Transit Oriented Development District are to provide guidelines for the development of property near rail transit line stations to maximize the transit opportunities and use of those facilities, and provide an expedited approval process for developments that comply with these guidelines.

Definition:

For purposes of this section, Transit Oriented Development shall be a development project that includes the following elements:

• Moderate to higher density residential uses.
• Located within a one-half mile of an existing or proposed rail transit line station location.
• Includes a mix of uses such as residential, retail, restaurant, office, hotel, entertainment and open space.
• Designed to encourage pedestrian activities.
• Shaped by transit relative to the mix and location of uses, building orientation, parking facilities and density.

The following criteria shall be used to determine whether a proposed development is considered to be transit oriented and thus eligible to receive Transit Oriented Development District zoning:

1. The focus is on the overall development and the relationship to transit opportunities, not on the design of the individual components.

2. The transit station is shown to be a portal to the surrounding region, not just to the immediate area of the station. Connectivity to the surrounding area should be provided to attract others who can utilize both the transit service as well as the surrounding retail and office facilities. The streetscape going to and from the transit station is a key component.

3. The transit station should be a primary focus of the development with everything else radiating out from it, rather than pushed to the side.

4. There should be a master development plan of all the contiguous property owned by any one entity that shows both residential and nonresidential development with appropriate phasing. The master development plan should also show how the proposed transit oriented development relates and connects to adjacent properties to allow for continuation of streets, open spaces, pedestrian connections, utilities and other features at the common property lines.

5. Every building does not need to be mixed use - single use is acceptable as long as the overall development includes mixed uses within short walking distances.

6. Buildings nearest the transit station and along the pedestrian access ways should have minimal setbacks and wide sidewalks which can accommodate outside dining, street vendors, public art and sitting areas. Farther away from the transit station, traditional setbacks can be transitioned in.

7. The highest densities should be closest to the transit station, with densities gradually decreasing with more distance from the station.

8. Minimum density should be at least 60 dwelling units per acre nearest the transit station.

9. Open space, civic areas and public amenities must be included in recognition of the higher densities which create the need for the open space. These can also serve as destination points within the development for residents.

10. Access and circulation for pedestrians as well as vehicles is provided throughout the development. The pedestrian environment should be attractive and comfortable with buildings framing public spaces, safe lighting, street trees, and awnings, canopies or other types of shade producing features.

11. Pedestrian connections and easy access to the transit station must be included and should not be overlooked when focusing on the buildings and other details.

12. Pedestrian access also includes bicycles, skaters and small scooters. Walking and riding trails parallel to the rail should be provided whenever possible.

13. Not all pedestrian routes have to be parallel to streets – short cuts through open space or between buildings are acceptable.

14. Pedestrian underpasses and/or overpasses should be provided underneath or over all major thoroughfares to eliminate the roadway barrier separating the transit station from a nearby area such as an employment center, university, retail area, civic area, residential neighborhood or other attraction.

15. Vehicle facilities must not dominate the pedestrian facilities.

16. Open surface parking lots are strongly discouraged. Head-in or parallel parking along internal driveways is acceptable.

17. Ground floor level garage parking within a multistory building must be behind storefronts or ground floor level residential units, and not directly adjacent to the sidewalk.

18. Bicycle parking facilities are required.