A. Purpose
|
A. Purpose
| |||
The
Planned Development
– Transit-Oriented (PD-TO) district is established and intended to encourage transit use as an alternative to auto dependency through the use of innovative and creative design to accommodate moderate- to high-intensity, compact, mixed-use, and pedestrian-oriented
development
within convenient walking distance of existing and planned rail stations, major transit hubs, regional and neighborhood regional transit centers, or high-priority corridors for bus rapid transit or high performance transit. The purpose of the district is to bring together people, jobs, services, and public spaces and amenities in a way that allows people to safely and conveniently walk, bike, and/or take transit to meet their day-to-day housing, employment, shopping, service, and recreational needs. PD-TO districts are generally appropriate in areas designated by the
Land Use Plan
as Transit-Oriented Corridor or Transit-Oriented Development. | |||
B. Use Standards
|
D. Development Standards
| ||
Principal uses allowed in a PD-TO district shall be established in the PD Plan. Uses shall be consistent with the
comprehensive plan
, other
city
-adopted plans, and the purpose of the PD-TO district, and shall comply with the use table in Appendix A: Consolidated Use Table, and the use-specific standards in Article 4: Use Standards. | The
development
standards in Article 5: Standards, shall apply to all
development
in PD-TO districts, but some
development
standards may be modified as part of the PD Plan if consistent with the general purposes of the PD-TO district and the
comprehensive plan
, and in accordance with the means of modification noted below. | ||
C. Intensity and Dimensional Standards
| Development Standards | Means of Modifying | |
District area, minimum (acres) | 5 1 | Access and circulation | Specify in PD Plan |
Density, maximum (du/ac) 2 | To be established in PD Plan—see Section 155.3602.A, PD Plan | Off-street parking & loading | Specify in Master Parking Plan |
Floor area ratio (FAR), maximum | Landscaping 1 | Specify in Alternative Landscaping Plan | |
Lot area, minimum (sq ft) | Tree preservation | ||
Lot width, minimum (sq ft) | Screening | Specify in Alternative Screening Plan | |
Impervious surfaces, maximum (% of district area) |
Fences
and walls | Specify in Master Fencing Plan | |
Exterior lighting | Specify in Master Lighting Plan | ||
Individual building size, maximum (sq ft) | Multifamily residential design | Modifications prohibited | |
Building
height
, maximum (ft) | Commercial and mixed-use design | ||
Setbacks, minimum (ft) | Industrial design | ||
Setback from abutting RS
zoning district
or existing
single-family dwelling
use, minimum (ft) | Residential compatibility | ||
Parking Deck or Garage Standards | |||
Sustainable design | Specify in PD Plan | ||
NOTES: 1. May be waived by the
City Commission
on finding that creative
site
planning is necessary to address a physical
development
constraint, protect sensitive natural areas, or promote a community goal when more conventional
development
would result in more difficult or undesirable
development
. 2. Residential
development
may not exceed the maximum gross density established by the
Land Use Plan
for the applicable
land use
classification. | Signage (, Sign Code) | Specify in Master Sign Plan | |
NOTES: 1. Internal uses shall not be required to provide perimeter buffers. | |||
E. Application of PD-Transit-Oriented (PD-TO) District Zoning
A PD-TO district may only be applied to land within one-quarter mile (1.320 feet) of the right-of-way of an existing or planned high-priority corridor for bus rapid transit or high performance transit, or one-half mile (2,640 feet) of a rail station, major transit hub, or regional or neighborhood regional transit center, as designated in Broward County's Comprehensive Plan, Transit Master Plan, or Transit Development Plan, the Broward County Metropolitan Planning Organization's Long Range Transportation Plan, or a city-adopted transportation or transit plan. The district may extend to up to one-half mile (2,640 feet) around major intersections and activity nodes along a designated transit corridor, or to locations served by an existing or funded community shuttle service.
1. Use Mixing
a. Residential uses shall make up a principal component of development in the district, which shall include at least two nonresidential principal uses, such as
restaurants
, retail sales and service uses, offices, hotels or motels, research business uses, institutional uses, and light industrial uses (including live/work dwellings).
b. The vertical mixing of residential uses with nonresidential uses within a single
building
, with residential development on upper floors, is encouraged. The horizontal mixing of stand-alone residential developments and adjacent stand-alone nonresidential or mixed-use developments in the district is allowed, provided the developments are well integrated in terms of complementary uses, access and circulation, and compatible design.
c. The incorporation of high-activity nonresidential uses such as retail shops and
restaurants
at street level is encouraged, especially along those
building
facades abutting or most visible from the transit corridor, other major arterial streets, major pedestrian walkways, or public spaces.
d. Additional or stand-alone auto-oriented uses (e.g., gasoline filling stations, automotive repair and servicing, automotive sales, car washes, self-storage facilities, large retail sales establishments, uses with drive-through service) are prohibited.
2. Pedestrian Access and Circulation
The district shall include a system of pedestrian walkways designed to provide safe and convenient direct access and connections to and between internal buildings, external sidewalk systems, internal or adjacent transit stops, internal or adjacent parks and open space areas, and internal or adjacent public or institutional buildings (e.g., library, community center). A system of bikeways providing similar access is also encouraged. Walkways and bikeways shall be spatially defined by buildings, trees, and lighting, and be designed to discourage high-speed traffic.
3. Development Configuration and Design
Buildings and other site elements in the district shall be configured and designed to:
a. Define strong street edges at the street level that are pedestrian-friendly, especially in areas of high pedestrian activity;
b. Frame the corners of street intersections and entry points to the development;
c. Create pedestrian-friendly streetscapes (e.g., with street trees and street furniture) and pedestrian gathering places (e.g.
plazas
and squares with seating);
d. Minimize the impact of parking through methods such as the following:
i. Using alternative parking arrangements (e.g., shared parking) to reduce areas devoted to parking;
ii. Consolidating parking into parking structures that include retail or office uses at the street level;
iii. Breaking up surface parking into smaller modules that are well integrated with the pedestrian access and circulation system; and
iv. Visually screening parking areas from streets and pedestrian open spaces.
4. Building Design
Buildings in the district shall be designed with a human scale and to create a distinct sense of place. Buildings should be designed with a harmonious architectural character and to provide visual interest for the pedestrian at street level, with window openings to allow views of interior spaces and merchandise and distinctive pedestrian entrances.
5. Community Amenities
Clearly defined community amenities accessible to the public (e.g., public
plaza
or similar outdoor gathering space) shall be located adjacent to and/or be integrated with any transit stops existing or planned within or adjoining the site. If no transit stop exists or is planned within or adjoining the site, community amenities shall be located in any area of high pedestrian activity (e.g., pedestrian "main street").