Encourage a mix of moderate- and high-density development within walking distance of transit stations to increase transit ridership.

Create a pedestrian-friendly environment to encourage walking, bicycling and transit use.

Provide an alternative to traditional development by emphasizing mixed-use, pedestrian-oriented development.

Create a neighborhood identity that promotes pedestrian activity, human interactions, safety and livability.

Encourage building reuse and infill to create higher densities.

Reduce auto dependency and roadway congestion by locating multiple destinations and trip purposes within walking distance of one another.

Provide a range of housing options for people of different income levels and at different stages of life.

Comply with the requirements of MGL c. 40A, § 3A.

Within the Transit-Oriented Development District the following density and dimensional requirements shall apply:

Lots within the Transit-Oriented Development District (TOD) may contain more than one principal building.

A base density of up to a maximum of 20 residential units per acre is allowed in the TOD District.

Primary uses by right. The following primary uses in the Transit-Oriented Development District (TOD) are allowed by right:

Secondary uses by right. The following uses in the Transit-Oriented Development District (TOD) are allowed by right, only as a secondary use in conjunction with the uses listed in Subsection A above:

Secondary uses by special permit. The following secondary uses in the Transit-Oriented Development District (TOD) are allowed by the granting of a special permit:

(Reserved)[1]

Developments within the TOD will provide a minimum five-foot-wide sidewalk along the ROW.

All crosswalks shall be constructed to provide both a change in color and texture from regular roadway surface. Such changes shall be ADA compliant.

Lighting for street shall be limited to 15 feet in height and have shields directing light downward with a total cutoff of all light at less than 90° from vertical.

Parking standards for commercial uses may be reduced by 15% to 30% when applicant provides SPGA information showing there are different peak parking demand times by the various uses proposed within the development or the applicant provides financial assistance to GATRA shuttle operations.

Residential units shall have a minimum of 1.25 parking spaces. Residential parking should be clearly marked or separated from commercial or MBTA commuter parking.

Architectural details of all buildings, including texture of wall and roof materials, should reflect the existing historical architecture of the neighborhood and traditional New England architectural features. Traditional New England features shall include but not be limited to elements such as sloped roofs and cupolas and elements of the Federal, Greek Revival and/or Georgian styles.

Buildings shall be oriented parallel or perpendicular to the street.

Buildings shall be placed close to the street.

Long horizontal facades should be avoided by the incorporating of recesses and projections. Said recesses and projections shall be a minimum of 10 feet in width and two feet in depth.

The mass, proportion and scale of the building, roof pitch and the proportions and the relationship between doors and windows should be harmonious with the surrounding buildings.

Way-finding and traffic signs shall be simple geometric shapes a maximum size of two feet by three feet. Colors should be limited to two or three colors that complement the building.

A minimum of 50% of the building's street facade(s) shall contain windows.

Complex roofs are encouraged with secondary roofs smaller and lower than the main roofline.

When an applicant is creating five or more dwelling units, the applicant shall provide a detailed affordable housing report to the SPGA on the current status of the number and percent of affordable units listed under MGL c. 40B, §§ 20 to 23, and the commonwealth's local initiative program. If the number of affordable units is below the percentage required under MGL c. 40B, the applicant shall provide a minimum of 10% of the total number of units as affordable. An affordable dwelling unit is a dwelling unit available at a cost of no more than 30% of the gross household income of households at or below 80% of the Bristol County median income as reported by the U.S. Department of Housing and Urban Development, including units listed under MGL c. 40B, §§ 20 to 23, and the commonwealth's local initiative program. It is intended that the affordable housing units that result from this subsection be considered as local initiative program (LIP) dwelling units in compliance with requirements for the same as specified by the Department of Housing and Community Development and that said units count towards the City's requirements under MGL c. 40B, §§ 20 to 23. A deed restriction on the future resale or maximum leasing or renting charged shall be required by the SPGA. In lieu of providing affordable units on site, the applicant play make a cash payment to the City of Taunton to be administered by the Affordable Housing Trust to be used to create housing units for low- and moderate-income households in the City. For each affordable unit that is not provided on site, the applicant shall deposit a sum equal to the estimated construction cost of such unit. The amount to be deposited under the preceding sentence may be reduced by vote of the Planning Board as part of site plan review, but only upon a positive recommendation from the Office of Economic and Community Development, with any such reduction being based on a written evaluation showing that the project will clearly advance the purposes of the TOD District as set forth in § 440-1741 of the Zoning Ordinance, and that providing such reduction is required for the project's economic viability.