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Promote redevelopment projects to assume a transit -supportive form Promote reverse commute and suburb to suburb bus service Transit -Oriented Development A transit -oriented development (TOD) is a mixed-use residential and/or commercial area designed to promote, support, and facilitate access to mass transit In addition, TOD patterns typically incorporate design principles that encourage walking and bicycling. Common elements of TOD neighborhoods often include a mix of land uses that encourages street activity at all times of the day, increased residential densities, and more compact development. TOD design elements are becoming increasingly popular in the Twin Cities area. Some of the core principles of TOD neighborhoods are summarized below. Compact Development: Medium -to high-density development in proximity to a transit station allows more people and activities to be within a walkable distance from the transit service. The Metropolitan Council considers approximately one-quarter mile to be a comfortable walking distance for most transit riders. Mix of Land Uses: Mixing residential, retail, and office land uses within walking distance of the transit stop allows the neighborhood to become an origin and a destination for trips at the station. From a broader perspective, mixed land use should have the effect of reducing the need for vehicular trips by those who live, work, or pass through the neighborhood by allowing more opportunities to be accessed while covering less distance. Pedestrian Orientation: A central component of TOD neighborhoods is walkability — the attractiveness of an area for those who choose to walk. A TOD neighborhood allows safe, efficient, and attractive pedestrian passage to and from the transit stop as well as between all buildings within the neighborhood. TOD design features intended to increase the walkability of a neighborhood include street -facing buildings on a network of pedestrian -scaled streets, attractive streetscaping, and appropriate motorized traffic control at pedestrian crossing points. Transportation Interfaces: Different travel modes need to be effectively linked for TOD neighborhoods to be successful. The efficient integration of transit, motorized vehicle, bicycle and pedestrian networks is critical to the success of TOD neighborhoods. While the purpose of TOD neighborhoods is to reduce the use of private automobiles, those who choose to drive must still be safely and appropriately accommodated. Some TOD neighborhoods incorporate park-and-ride facilities. TOD Opportunities in Roseville: As parcels become available for redevelopment, serious consideration should be given to whether TOD design characteristics would be appropriate for the specific location. In general, Roseville will have more success encouraging transit ridership if TOD design characteristics are implemented in areas adjacent to existing bus lines. Currently, Route 84, which travels on Snelling Avenue N between the south city limits and the Rosedale Transit Hub, features 15 minute headways and provides the most frequent transit service within Roseville. Currently, the commercial areas surrounding the intersection of Snelling Avenue N and County Road B are configured in an automobile oriented configuration. From the standpoint of increasing transit ridership, redevelopment in a more transit -supportive fashion could increase the walkability of the neighborhood and increase transit ridership. However, there are also major obstacles to overcome in this area before it can become a transit -oriented neighborhood. In 2006, this portion of Snelling Avenue N, part of the state trunk highway network, was estimated to carry approximately 38,000 vehicles per day. The current configuration, with Snelling Avenue situated within a wide right-of-way and frequent use of frontage/service roads to provide access to adjacent land, would require significant modifications before it would maximize its transit supportive potential. Roseville should also encourage transit supportive development in other areas, even if the area currently is not served by transit. Metro Transit regularly reviews the routes and timetables of each route and expands service to areas where it will be most successful. By creating walkable neighborhoods with transit - supportive development, Roseville will be well prepared for future transit service. In addition, dedicated right- of-way transit lines provide opportunities for creating transit -supportive development In particular, Roseville should proactively plan station areas where appropriate in anticipation of transit additions in the Northeast Diagonal Corridor. To increase transit ridership, Roseville will need to retrofit its suburban pattern for urban level densities and traffic. To a limited extent, the City can develop and implement TOD guidelines and design criteria for local projects. However, because so many of the transportation corridors are under the control of 5-38 I Transportation Adopted: October 26, 2009 City of Roseville