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I Ie I I I I I I I Ie I I I I I I I. I I Metro Transit Sectors 1 and 2 Restructuring Study Volume II: Service Plan The Metropolitan Council should encourage density and other transit-friendly development types along the PTN, and discourage them in places that are hard for transit to reach. The PTN corridors should also carry building orientation and pedestrian accessibility requirements for all new development, so that the development that occurs is convenient to the transit rider. In general, the PTN should be a focal point for the entire arsenal of transit-oriented development practices, to maximize the value of the investment that the agency has already made in these corridors. Finally, all new transit-dependent land uses, such as social service offices, should be located on the PTN as a matter of policy. Frequently, social service agencies locate on the cheapest available land, which usually has poor access. While this may optimize costs for the agency in question, it . forces the transit agency to run an inefficient service to reach a poorly sited facility. In effect, one agency is simply dumping its costs on another. EXPANDING THE PTN A regional Primary Transit Network should provide not just for intensification of land use around existing PTN services. It should also promote the development of new PTN corridors contingent on land use plans that will provide the ridership needed to support primary service. This element of the PTN strategy is critical for extending Primary service into suburban areas, where the current densities and development patterns almost never support high-frequency service by themselves. A regionally defined PTN policy should identify three types of Primary corridor.. 1. Existing PTN. These corridors already have the densities needed to support PTN service, though further intensification is encouraged. Barring a major loss of resources, the Existing PTN will not be scaled back in the future. This commitment - which can be amplWied by major capital investments - can help to give the PTN some of the permanence that is currently associated with Light Rail, and can therefore enable the PTN to stimulate developer confidence in transit-oriented development. Light Rail is an important part of the PTN, but the region cannot meet its land use goals if it densifies only in Light Rail station areas. 2. Planned PTN. These corridors have the densities to support PTN service, and they are Metro Transit's next priorities for upgrading to PTN levels of service as resources permit. For example, all of the corridors that have 15 minute service in the 25% Growth scenario, but not in the No Growth Scenario, would become part of the Planned PTN W only the No Growth scenario is implemented. 3. Candidate PTN. These corridors have PTN-supportive densities that are zoned but not sufficiently built. They may also have problems of building orientation that need to be improved over time. Jurisdictions willing to support the PTN - especially suburban cities - would enter into an agreement with Metro Transit that: . IF the local jurisdiction actually builds adequate densities and building orientation, AND · IF the jurisdiction controlling the roadway supports including transit speed protection in its street classification policies, Nelson \Nygaard Consulting 7-7 November 2. 1999