HomeMy WebLinkAbout2.a. Transportation PlanAGENDA ITEM: Transportation Plan
AGENDA SECTION:
PREPARED BY: Andrew J. Brotzler, P.E., City Engineer
i
AGEI i f 2
ATTACHMENTS: Draft Transportation Plan
APPROVED BY: a
RECOMMENDED ACTION: Review and comment.
4 ROSEMOUNT
BACKGROUND:
CITY COUNCIL
City Council Work Session: December 14, 2005
EXECUTIVE SUMMARY
Staff and the City's consultant engineer have been working towards the completion of an overall
Transportation Plan for the City. Originally scheduled to be completed m 2004, the completion of the
Transportation Plan was delayed to incorporate the recently approved land use changes for the eastern
area of Rosemount.
At this time, a draft plan is being provided for your review and comment. Chuck Rickart and Peter
Langworthy with WSB will be in attendance at the meeting to present the draft plan to Council and
respond to questions or comments that you may have. Following this review, a final draft plan will be
prepared and distributed to Mn /DOT, Dakota County, Met Council and adjacent communities for pubhc
review and continent
As the Transportation Plan is a key component of the City's Comprehensive Gmde Plan, a pubhc hearing
will be conducted by the Planning Commission in January 2006. Following the pubhc hearing, the final
draft plan will be presented to Council for adoption
Should you have questions or comments prior to the meeting, please do not hesitate to contact me.
G \ENGPRO) \transportat on plan transportation plan CWS 12 -14-05 doc
701 Xenia Avenue Synth, Suite 300, Minneapelit MN 55416163- 541 -4800
Decernber 2005
1.0 INTRODUCTION 1
1.1 Background 1
1.2 Purpose 1
1.3 Transportation Goals 2
1.4 Public Involvement and Coordination 3
2.0 EXISTING CONDITIONS 4
2.1 Roadways 4
2.1.1 Functional Classification 4
2.1.2 Jurisdictional Classification 6
2.1.3 Existing Traffic Levels 6
2.1.4 Safety, Capacity, Functional Conflicts 6
2.2 Other Transportation Services, Facilities, Issues 9
3.0 TRANSPORTATION TRENDS AND OTHER PLANNING DOCUMENTS 11
3.1 General Transportation Trends 11
3.2 Other Jurisdictional Planning Documents 12
4.0 FUTURE TRANSPORTATION NEEDS 15
4.1 Land Use Projections 15
4.2 Forecast 2025 Traffic Levels 16
5.0 TRANSPORTATION PLAN 17
5.1 Financial Resources 17
5.2 Roadway Improvements 17
5.2.1 Investment Strategies 17
5 2 2 Pavement Maintenance 18
5.2.3 Future Improvement Projects 18
5.2.3 Access Management 19
5.2.4 Roadway Functional Classification 22
5.2.5 Roadway Jurisdictional Classification 23
5.2.6 Future Right -of -Way Needs 23
5.3 Transit and Non Motorized Transportation 24
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
ROSEMOUNT TRANSPORATION PLAN
Table of Contents
DRAFT December 2005
List of Tables
Table 5.1 Future Roadway Improvement Projects 19
Table 5.2 Rosemount Access Management Guidelines 21
Table 5.3 Dakota County Access Management Guidelines 22
Table 5.4 Rosemount Right -of -Way Guidelines 24
List of Figures
Please note that all figures are compiled together at the end of the text.
Figure 1.1 Regional Location Map
Figure 2.1 Rosemount Aerial Photograph
Figure 2.2 Existing Functional Classification Map
Figure 2.3 Existing Jurisdictional Classification Map
Figure 2.4 Existing Traffic Levels
Figure 2.5 Vehicular Crash Summary
Figure 2.6 Existing and Proposed Sidewalks and Trails
Figure 2.7 Railroad Lines through Rosemount
Figure 4.1 2025 Land Use Plan
Figure 4.2 2025 Forecast Traffic Levels
Figure 5.1 Future Roadway Improvements Map
Figure 5.2 2025 Functional Classification Map
Figure 5.3 2025 Jurisdictional Classification Map
Appendices
Appendix A Traffic Forecasting Model and Methods
Appendix B Scheduled Pavement Management Program Project Areas Capital Improvement
Program
Appendix C CSAH 42 Access Management City Correspondence to Dakota County
City of Rosemount Transportation Plan
City of Rosemount Project,
WSB Project No. 1005 -57
RAFT December 2005
1.0 INTRODUCTION
1.1 Background
The City of Rosemount is located in the southeastern portion of the Minneapolis /St. Paul
metropolitan area, approximately 15 miles from downtown St. Paul and 20 miles from downtown
Minneapolis (Figure 1.1). Rosemount was founded in the mid 19th century and historically was an
economic center for the surrounding farming community. hi the 1950s, production began within
the city limits at the Great Northern Oil Refinery, which is currently the Flint Hills Resources
Refinery. Flint Hills Resources, along with the University of Minnesota, which owns
approximately 3,200 acres within the City used as a test facility, are the two largest land owners in
the City.
Since the 1970s, Rosemount has seen significant growth, largely due to its proximity to
Minneapolis and St. Paul. Census data for Rosemount population over the past thirty years is as
follows:
1970 4,034
1980 5,083
1990 8,622
2000 14,619
This general trend is anticipated to continue. According to the Metropolitan Council, Rosemont
will likely be one of the top ten growing cities in the metropolitan area through 2020. With a land
area of 36 square miles, there is much undeveloped land within the city limits. The primary
north/south regional roadways accessing Rosemount are Trunk Highway (TH) 3 and TH 52/55.
The primary east/west regional roadway accessing Rosemount is County State Aid Highway
(CSAH) 42.
1.2 Purpose
With Rosemount's anticipated future development, meeting ever growing travel demand will be an
increasingly important factor in prioritizing transportation projects. There are numerous
transportation issues which the City must face for the near term (less than five years) and the long
teini (20 -25 years). The purpose of this Transportation Plan (Plan) is to identify these issues and
begin the process of addressing them. More specifically, the tasks this Plan is intended to
accomplish are listed below.
Identify broad transportation goals and strategies for the City (Section 1.2)
Identify and characterize the existing transportation network (Section 2.0)
Discuss broad planning issues, including general transportation trends as well as individual
planning documents of other government junsdictions (Section 3.0)
Analyze and identify future transportation deficiencies and needs (Section 4.0)
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Prepare a comprehensive Transportation Plan (Section 5.0), addressing a broad range of
issues including
Necessary roadway improvements
Funding needs /issues
Functional and jurisdictional classification
Right -of -way needs
Appropriate access management guidelines
Transit issues
Others
1.3 Transportation Goals
As stated in the 2020 Rosemount Comprehensive Plan, the City's primary transportation goals are:
Maximize the safety of roadways.
Increase the operational capacity of existing roadways.
Selectively expand the roadway system in order to relieve pressure from roads near or over
capacity.
Encourage transit use.
Support non motorized transportation.
The primary strategies to meet these goals are:
Use the appropriate access management guidelines. Coordinate effectively with other
governmental jurisdictions on this issue.
Plan roadway projects with central consideration given to the roadway functional
classification system. This will help optimize capacity, operational, and safety
characteristics of the overall network. Coordinate with other government organizations such
as Mn/DOT, Dakota County, and neighboring, jurisdictions in the planning and
implementation of arterial and collector roadways.
Review network needs assessment on an on -going basis regarding potential deficiencies.
Use the analysis and prioritization pnncipals from this Plan as the basis for this review.
Assess these needs against available funding.
Proactively dedicate roadway right -of -way for future network needs to minimize long-term
economic and property -owner impacts.
Require traffic impact studies for larger residential, commercial, or development projects, or
where projects are unable to meet standards established in the 2020 Comprehensive Plan.
Work with Minnesota Valley Transit Authonty and Met Council Transit services to
maximize transit use and to coordinate potential transit facilities.
Provide of off -road, paved bike /pedestrian facilities on either side of collector and higher
level roadways.
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1.4 Public Involvement and Coordination
A public involvement program was an important part of the preparation of this Plan Early in the
plan preparation process, a stakeholders group was formed to discuss transportation issues for the
City and have input into the planning process. Beyond the City of Rosemount, this group was made
up of representatives of the following:
Minnesota Department of Transportation (Mil/DOT)
Dakota County
City of Apple Valley
City of Inver Grove Heights
Flint Hills Resources
University of Minnesota
This group met on two occasions to discuss the work being performed to prepare this Plan. This
gave the interested parties a chance to voice their issues and understand other perspectives.
Two public meetings were held in the early phases of preparing the Transportation Plan, using an
open house format. A presentation was made by WSB Associates (WSB), followed by open time
for visitors to review displayed information and discuss issues informally with representatives of the
City and WSB. Comment cards were provided for visitors to make comments on issues.
As will be discussed in greater detail in Section 4.2 of this Transportation Plan, the City has recently
prepared and adopted a "42/52 land use plan." This work was initiated to evaluate future
development and transportation needs in the area of the TH 52 /CSAH 42 interchange, and more
generally in the eastern portion of the City. To develop this plan, the City formulated a 42/52 Land
Use Group, including City representatives and property owners, which met on six occasions. In
addition, two public information meetings were held in January and February of 2005 specifically to
address land use and transportation planning issues for the eastern portion of the City. In July 2005,
addressing issues raised during the public involvement process, the City Council approved the
42/52 future land use plan, which is incorporated into on Figure 4.1 of this Transportation Plan
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2.0 EXISTING CONDITIONS
2.1 Roadways
Figure 2.1 provides an aerial photograph of the city identifying major roadways. More detailed
information on the roadway network is provided under the following headings.
2.1.1 Functional Classification
Roadways serve two primary purposes: mobility (long tnps, relatively high speeds), and access
(short trips, direct connection to many land uses). These are generally competing functions. For
example, a roadway with many driveways will not serve regional high speed trips efficiently or
safely. However, the whole purpose of the roadway network is to ultimately provide access
between land uses. The basis of a functional hierarchy system is to categorize different roadways
by the degree to which they serve one of the two core functions versus the other. Establishing a
network with roadways serving different functions allows the most efficient overall movement and
connection within the system. Roadways in differing functional categories will have different
design and operational features as dictated by how they are used. The Metropolitan Council is the
Metropolitan Planning Organization (MPO) for the Twin Cities Metropolitan area. The
Metropolitan Council has established a functional hierarchy which Dakota County and the City of
Rosemount utilize. It is summarized below.
1 Principal Arterials
Principal arterials include all interstate freeways plus some non interstate roadways. The primary
function of principal artenals is mobility, and access is minimal These roads connect the region
with other areas in the state and other states. They also connect the Twin Cities metro centers to
regional business concentrations. They only connect with other principal arterials and select minor
arterials and collectors.
Functional classification information for roadways in Rosemount is provided on Figure 2.2. The
only principal artenal in Rosemount is:
Trunk Highway (TH) 52
TH 55
County State Aid Highway (CSAH) 42
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Minor Arterials
The primary function of minor arterials is mobility, but they provide for and allow more access than
pnncipal arterials. The minor artenal system connects the urban service area to cities and towns
inside and outside the region. Theses roads interconnect the rural growth centers in the region to
one another as well as to similar places just outside the region. Minor arterials should connect to
principal artenals, other minor arterials, and collectors. They generally service medium to short
trips.
1 As depicted on Figure 2.2, the minor arterials in Rosemount are:
TH 3
CSAH 71
CSAH 38 west of TH 3
CSAH 46
Collector Streets
The collector system provides connection between neighborhoods and from neighborhoods to minor
business concentrations. It also provides supplementary interconnections of major traffic generators
within the metro centers and regional business concentrations Mobility and land access are both
important functions for collector streets.
As depicted on Figure 2.2 the collectors in Rosemount are.
Diamond Path
Shannon Parkway
Chippendale Avenue
Biscayne Avenue from Connemara Trail to CSAH 46
Bacardi Avenue between Gun Club Road and 135 Street
County 73 (Akron Avenue) north of CSAH 42
Fahey Avenue E
Pine Bend Trail
Bonaire Path/135 Street
Connemara Trail from western City limit to 142 to Auburn Avenue
140 Street from CSAH 71 to CSAH 42
145th Street from Diamond Path to CSAH 42
151 Street from Shannon Parkway to Chippendale Avenue
Local Streets
Local streets connect city blocks and individual land parcels. They serve the access function rather
than the mobility function. In most cases they will connect to other local streets and collectors.
All roadways in Rosemount not addressed in the preceding categories are local streets.
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2.1.2 Jurisdictional Classification
Roadways are a classified on the basis of which level of government owns or has junsdiction over
them. For Rosemount, the levels of government are. the State of Minnesota (Ivin/DOT), Dakota
County, and the City. Mn/DOT maintains the Interstate and Trunk Highway System. Dakota
County maintains the County State Aid Highway (CSAH) and County Road (CR) systems The
remaining streets and roadways located within the city are the responsibility of the City of
Rosemount Figure 2.3 depicts the junsdictional classification for roadways serving Rosemount.
2.1.3 Existing Traffic Levels
Figure 2.4 presents existing traffic levels for the City of Rosemount. This 2003 Mn/DOT data.
2.1.4 Safety, Capacity, Functional Conflicts
Existing Safety Issues
Historical crash data for the years 1999 -2002, 2004 were reviewed in the preparation of this Plan.
2003 crash information was not used because of potential problems with the state data set. Analysis
focused upon interchanges or intersections which were selected according to one or more of the
following criteria:
The location was identified by the City as an area of concern.
The location was identified in the public involvement process as an area of concern.
Relatively high volume intersections and/or intersections involving collector or higher level
roadways.
Scan of all crash data for the city for accident patterns or clusters.
In the years 1998 through 2002 there were a total of 1,094 crashes in Rosemount, according to
Mn/DOT records. The majority of these were relatively minor, with property (automobile) damage
only. However, there were a total of five fatalities during this timeframe. Figure 2.5 shows
locations and corresponding number of crashes for all locations which had five or more crashes
during the study period.
The primary observations to be made from reviewing the summary 1999 -2002, 2004 Rosemount
crash information are provided below:
The highest ranking locations are the TH 55/52 and TH 52 /CSAH 42 interchanges. This is not a
surprising result since these are high traffic locations and currently have design deficiencies.
Mn/DOT intends to realign TH 55 along TH 52 south to the TH 52 /CSAH 42 interchange, and to
reconstruct this interchange. This project is not scheduled to receive Mn/DOT funding until the
2018 -2025 timeframe Thus, Dakota County has taken the lead on advancing this project, which
has an approved Environmental Assessment and a Mn/DOT staff approved layout. With this
overall realignment/reconstruction work, the TH 52 /TH 55 interchange will be eliminated, and the
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operational and safety characteristics of the TH 52 /CSAH 42 interchange will be substantially
upgraded. Further information can be referenced in Mn/DOT's Highway 52 Interregional
Corridor Management Plan (2002), and Highway 52/42/55 Study Report (2002).
There are high numbers of accidents along TH 42 between the western City boundary and TH 3.
This observation reflects the competing functions with CSAH 42 serves along this segment —both
mobility and access. CSAH 42 is a principal arterial but also supports substantial development.
The high accident levels for this segment reinforce the need for appropnate access management
guidelines. Access management is one of the key issues addressed in the 1999 County Highway 42
Corridor Study (see Section 5.2.3 of this Plan)
There is a relatively high number of accidents at Chippendale and 151st St. The numbers of crashes
at this location have been increasing in recent years.
1999 -1 crash
2000 3 crashes
2001- 5 crashes
2002 5 crashes
2004 7 crashes
total (5 -year study period) 21
In 2003, a four way stop configuration was implemented at this intersection to address safety and
operational concerns. The above data suggest that further study of this location is required, with
potential future signalization of the intersection.
There is a surpnsing number of accidents on TH 3 south of Canada Avenue (see Figure 2.5).
Nineteen of these were recorded as being approximately 200 feet south of Canada Avenue, and
another six approximately 140 feet south of the bowling alley driveway. The City will provide this
information to Mn/DOT and request that they investigate it further.
Existing Capacity /Operational Issues
Roadway capacity and operational deficiencies are currently not a substantial problem for the City.
The only collector or arterial roadway segment identified in relevant state, regional, and county
documents as approaching or exceeding capacity is the eastern -most portion of TH 55 (east of
CSAH 42).
While roadways in the City generally have adequate capacity, there are some intersections and/or
roadway segments which do not operate at desirable levels These include:
1. Shannon Parkway /CSAH 46 to CSAH 38• While this segment of roadway does not have a
specific capacity issue, lane continuity and pedestrian access is an issue. Currently, the
roadway switches between two lanes and four lanes throughout different segments of the
corridor. Initial study indicates that this roadway could be converted to a three -lane section
with a center left turn lane. In those segments where four lanes currently exist, a wider
shoulder would be available Additional study needs is required regarding issues related to
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driveway access, specifically north of Connemara Trail, and pedestrian crossings along the
corridor.
2. Chippendale Avenue /CSAH 42 to 145 Street: This segment of roadway has a current
(2003) volume of approximately 3,350 vehicles per day. This roadway is projected to
increase to close to 9,400 vehicles per day as the City continues to grow. With the large
number of street accesses in this segment of roadway, a safety improvement to provide left
turn lanes (i e., three -lane section) should be considered to both improve capacity and
operation.
3. 151 Street at Chippendale Avenue: This intersection has been identified with an excessive
number of crashes between 1999 and 2004. In 2003, an all -way stop sign was installed, but
the number of crashes actually increased in 2004 relative to previous years (please refer to
information under the "Existing Safety Issues" heading, above). This intersection should be
studied to determine the potential cause of these crashes and whether signalization or other
operational/safety improvements should be considered.
4. 145 Street at Chili Avenue /Chippendale Avenue: Traffic levels at this intersection are
continuing to increase, specifically relating to traffic entering the high school via Chili
Avenue. As this traffic continues to grow, the operation of the intersection as an all -way
stop will begin to see longer delays. Future consideration of signalizing this intersection
should be studied.
5. Trunk Highway 3 at 132 Street (Old County Road 38): 132 Street (old CR 38) is a major
street access to the developing area north of CSAH 42 and east of TH 3. As traffic
continues to grow, access to TH 3 will become more and more difficult. Signalization of
this intersection should be considered in the future, as this traffic grows and when traffic
signal warrants are met.
6. Trunk Highway 3 at the High School Entrance /142 Street: This intersection is the main
access to the Rosemount High School. As traffic continues to grow on TH 3, this
intersection will become more and more of an issue for safe access to TH 3. Signalization
of this intersection should be considered as soon as traffic signal warrants are met:
7. Chili Avenue North of 145 Street: With the increased traffic on TH 3, traffic to the high
school will likely begin to use Chili Avenue as an alternate access With this in mind, this
roadway should continue to be monitored and considered for possible capacity and safety
improvements.
8. Trunk Highway (TH) 3: Through the City of Rosemount, TH 3 is currently a two or three
lane facility, with center left turn lanes throughout the primary downtown area and at other
specific intersections. The traffic projections for 2025 indicate that this roadway will be
over 20,000 vehicles per day This capacity far exceeds the typical three lane operation.
The City will need work with Mn/DOT and/or Dakota County on improvements to TH 3 in
the future to help alleviate these capacity issues.
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Mobility /Access Conflicts
There are currently two roadways within the City which experience substantial potential for conflict
between mobility and access functions: CSAH 42 and TH 3 These are arterial roadways which
carry relatively high levels of through traffic. However there are also Increasing levels of
development adjacent to and/or accessing those roadways, so conflicts are becoming more of an
issue. The crash information summarized on Figure 2.5 suggests that this is particularly true for
CSAH 42 between the western City boundary and TH 3. The City intends to help address
mobility /access conflicts through the following approaches:
On -going coordination with Mn/DOT and Dakota County regarding roadway design and
land use issues. This includes working with recommendations and guidelines in the County
Highway 42 Corridor Study.
Implement City access management guidelines (see Section 5.2.3).
Improve intersections where appropriate.
Provide parallel reliever and/or frontage roadways where appropriate.
2.2 Other Transportation Services, Facilities, Issues
Transit
Scheduled Transit service in Rosemount is currently provided by Minnesota Valley Transit
Authonty (MVTA). The MVTA service line for Rosemount is Flex Route 420, which provides
service between Rosemount and Apple Valley along 145 Street, 147 Street, and CSAH 42 west
of Embry Path. From the Apple Valley Transit Station, riders can make connections to a number of
end destination including downtown Minneapolis (rush hour only), downtown St. Paul (rush hour
only), Burnsville Transit Station, Mall of America, and the Minnesota Zoo.
The Flex Route 420 time point stop in Rosemount is at Rosemount Plaza at 146th Street and Burma
Avenue. Other designated stops are at Chippendale Avenue, Cimarron Avenue, and Diamond Path.
Bikeways and Pedestrian Facilities
The City of Rosemount recognizes the importance of non motorized transportation for City
residents. This serves a recreational, as well as mobility, function. Figure 2.6 shows current and
future bike routes in the City in existing, developed areas. It is the City practice to include off -road,
paved bike /pedestrian ways (dual facilities, one on either side of roadway) on all new construction
of collectors and arterials. Thus, the network identified on Figure 2.6 will be expanded as new
areas are developed and supporting roadways are constructed. Dakota County has expressed an
interest in working with the City to ensure that City bikeways and pedestrian facilities will connect
to the County system so that access is improved for residents in Rosemount and throughout Dakota
County.
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Railways
Three rail carriers operate in Rosemount Union Pacific, Canadian Pacific, and Progressive Rail.
Figure 2.7 shows the location of the railroad tracks within the City. On average, the Union Pacific
Railroad operates approximately 11 trains per day through Rosemount; the Canadian Pacific
Railway two trains per day, and Progressive Rail one train per day, plus some local switching.
Railroad noise and safety issues represent planning challenges for the City. The City limits the
number of at -grade crossings over the tracks, and attempts to take the railroads into consideration
when approving residential developments and roads. The conflict between trains and other forms of
transportation is most notable at the at -grade railroad crossing of CSAH 42 at TH 3. This has been
an on -going area of safety concern for the City In its 2025 Transportation Plan, the County
identifies this intersection as a roadway deficiency likely requiring reconstruction as a grade
separated interchange. The railway would be grade separated from CSAH 42 under this project.
In the Rosemount 2020 Comprehensive Plan, the City expressed a desire for Mn/DOT, Dakota
County, and the City to investigate alternatives to complete a grade- separated crossing east of the
TH 3 /CSAH 42 intersection. Such a project could necessitate reconstructing the intersection as
identified in the County Highway 42 Corridor Study and the Dakota County 2025 Transportation
Plan.
Aviation
The City of Rosemount has no public airport or any heliport facilities within its junsdiction. A
small pnvate airstnp, Jensen Field, is located on the University of Minnesota Agncultural Research
Center campus, just south of the Dakota County Technical College The nearest airports to
Rosemount are Flemming Field (South St. Paul) and Airlake Airport (Lakeville). The City does lie
within the Critical Airspace Policy Area, which prohibits encroachments to obstructions of air
navigation (structures greater than 500 feet tall).
Commercial Navigation
Flint Hills Resources (formerly Koch Refining) operates a barge terminal that generates
approximately two to three dockings per week CF Industries transfers bulk fertilizer from barges
onto approximately 80 trucks per day. All barge activities take place within the Mississippi Critical
Area corridor.
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3.0 TRANSPORTATION TRENDS AND OTHER PLANNING
DOCUMENTS
3.1 General Transportation Trends
In the 2003 Statewide Transportation Plan, the Minnesota Department of Transportation identifies
and addresses major transportation- related trends. Relative to Rosemount transportation planning,
the most significant trends and their implications are summarized below
Demographic
Minnesota's growing population will increase the number of transportation system users.
Concentrations of population in the Twin Cities Metropolitan Area and in Regional Trade
Centers will increase congestion on roadways and demand for transit in and around these
centers.
Population growth in all areas of the state will increase vehicle miles of travel.
The aging of the population and increasing share of residents over 65 may necessitate
changes in highway design and traffic engineering, and retraining.
The growth in elderly population will increase the demand for travel alternatives as those
individuals discontinue dnving.
Environmental justice will continue to be important when planning transportation projects
due to the growth in low income and minority populations in the state.
Economic
Minnesota's economic growth will result in increased travel and goods shipments.
Concentrations of employment and economic activity in the Twin Cities Metropolitan Area
will increase vehicle miles of travel congestion and demand for cost- effective transit to serve
major employment concentrations.
Concentrations of employment and economic activity in Regional Trade Centers will
increase vehicle miles of travel and transit demand in and around these centers and on
Interregional Corridors (interregional comdors in the vicinity of Rosemount are TH 52 and
TH 55).
Rising incomes may increase disposable income and the number of vehicles, contributing to
increasing vehicle miles traveled.
Transportation
Travel is increasing on Minnesota roadways between 1980 and 2000, total vehicle miles
traveled (VMT) in Minnesota increased by approximately 74 percent. This compares with
an increase in population of 21 percent over the same timeframe. The average annual
increase in total Minnesota VMT between 1990 and 1995 was 2.5 percent, as compared with
3.6 percent from 1995 and 2000. Increased travel on Minnesota's transportation system will
continue to exacerbate congestion and other service problems.
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Highway travel is becoming more concentrated on principal arterials. This suggests that
average trip lengths are increasing. This trend reflects Mn/DOT's focus upon primary
interregional corridors (tncludmg TH 52) connecting economic centers throughout the state.
Congestion is increasing at a relatively rapid rate in the Twin Cities Metropolitan area.
Based on analysis by the Texas Transportation Institute, the Twin Cities Metropolitan Area
was the 15 most congested metro area out of 68 metro areas in the United States in 2001.
This compares with a ranking of 34 in 1990
Travel is increasing m Minnesota's large urbanized areas faster than the addition of miles of
roadway. From 1993 to 2000, VMT grew by 25.4 percent in the Minneapolis -St Paul
urbanized area, while roadway miles grew by just 8.1 percent.
Truck travel continues to rise recent estimates indicate that between 1994 and 2000, total
truck vehicle miles traveled (excluding pick -ups and vans) increased about 2.0 percent per
year. On some routes, truck traffic is increasing at many times this rate.
New technologies and business practices place increasing demand on the transportation
network. Electronic commerce, via the Internet and other means, will increase the demand
for consumer based package delivery and result in more delivery trucks on our highways.
Also, the increasing "just -in -time delivery" approach to reducing inventory needs heighten
the demand for an efficient, reliable, and safe transportation network.
Traffic fatality rates have declined —the fatality rate per hundred million miles traveled
declined from 1.47 in 1990 to 1.19 in 2000. In 1980, the rate was 3.03. In spite of these rate
decreases, the total number of fatalities appears to be increasing by somewhat less than one
percent per year.
3.2 Other Jurisdictional Planning Documents
Planning documents prepared by other levels of government and jurisdictions were reviewed to help
ensure that Plan is compatible with regional policies and projects. These documents are identified
below and the key elements of them from the perspective of this Plan are summarized.
Dakota County 2025 Transportation Plan (2004)
A primary planning issue which the county is facing is growth and impacts of that growth on
the transportation system. Between 2000 and 2020, the population of Dakota County is
anticipated to grow by 28 percent, and the vehicle miles traveled is estimated to grow by 40
percent. This is an example of the Mn/DOT trend information summanzed in Section 3.1.
Most County roadways fall into the functional classification of minor artenal highways.
The emphasis of arterial highways is on mobility, with limited local access. With the
increasing levels of development and access demand for the county, local supporting
roadway networks are essential to provide appropriate access to and from the County
highway system and to handle local traffic."
Funding for necessary improvements is anticipated to be limited, so management techniques
will be very important.
For 2025, CR 38 between CR 73 and TH 3 is identified as being overcapacity without
improvements, and the CSAH 42 /TH 3 and CSAH 42 /TH 52 intersections are identified as
being deficient without improvements. Since the completion of the Dakota County 2025
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Transportation Plan, old County Road 38 east of TH 3 has been turned back to the City of
Rosemount. The City plans to upgrade old CR 38 (Bonaire Path/135` Street),
County Highway 42 Corridor Study (Dakota County, 1999)
CSAH 42 is the only continuous east -west roadw ay serving travel across central Dakota and
northern Scott Counties With intensive commercial development along CSAH 42, there a
growing conflict between mobility and access functions for the roadway
The Counties and cites in the corridor should adopt consistent access spacing guidelines for
the entire corridor. Please refer to Section 5.2.3 of this Transportation Plan for further
information on access management.
An enhanced system of supporting roadways should be provided in order limit local trips on
CSAH 42 and improve overall operations in the CSAH 42 corridor. The improvement
identified for the Rosemont area is the extension of 140th Street (Connemara Trail) from
Shannon Parkway east to CSAH 71.
Specifically within Rosemount, the following recommendations are made:
j Add cross street and mainline auxiliary lanes at CSAH 42 /Chippendale (3 -5 year
timeframe) this project has been completed as of 2005
Modify the CSAH 42 /Chippendale traffic signal phasing (3 -5 year timeframe) this
project has been completed as of 2005
Modify the CSAH 42 /TH 3 traffic signal phasing (1 -2 year timeframe)
Add auxiliary lanes on CSAH 42 at the CSAH 42/ TH 3 intersection (3 -5 year
timeframe)
Add cross -street and mainline auxiliary lanes at the CSAH 42/Biscayne intersection
(3 -5 year timeframe)
1 Provide a grade separated crossing of the existing railroad tracks east of the CSAH
1 42 /TH 3 intersection (6 years -plus timeframe)
Re -route TH 55 south on TH 52 and east on CSAH 42. This assumes that the TH
1 52 /CSAH 42 interchange will be rebuilt as a new single -point urban interchange (6
years plus timeframe)
Highway 52 Interregional Corridor Management Plan (Mn/DOT, 2002)
Recommendations of this document relevant to Rosemount transportation planning include the
following (from north to south, all by 2015).
Construct 117th Street Interchange (this project has been completed)
Close access at Koch Refinery frontage road
Close Pine Bend Trail access after reconstructing the CSAH 42 /TH 52 interchange
Close all remaining at -grade access in the Inver Grove Trail area
Reconstruct TH 52 /CSAH 42 interchange
Construct trail with extension of 140th Street under TH 52 at Rosemont
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT- December 2005
Page 13
Apple Valley Comprehensive Plan (1999)
The information in the Transportation section of this document is consistent with Rosemont's
intentions for transportation planning and development in the future The functional classifications
for the east -west roadways which the cities share are consistent.
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT December 2005
Page 14
1
4.0 FUTURE TRANSPORTATION NEEDS
4.1 Land Use Projections
Background
In 2000, the City of Rosemount adopted its 2020 Comprehensive Plan. This document provided a
2020 land use plan, as well as 2020 population projections. The future land use plan and
population projections have since been updated with the CSAH 42 /TH 52 land use study and plan
as summarized below.
The City of Rosemount initiated a land use study in June 2004 to begin looking at future land uses
along CSAH 42 near its intersection with TH 52. A small task force was assembled, comprised of
property owner representatives, Planning Commission members and a City Council representative.
The reasons for initiating the project were many One was the State and County plans to upgrade
the CSAH 42 /TH 52 interchange. Another was the recent higher rate of growth in the community
and the need for a MUSA expansion. Before this expansion was initiated, it was decided that the
land uses should first be evaluated. There was also a concem that there was not enough Business
Park and Commercial land in the community, and more opportunities could occur for these uses
along County Road 42 Finally, the Council wanted to ensure that there was an adequate and steady
supply of land to permit orderly, managed growth.
The 42/52 Land Use Group met on six occasions and developed a land use concept plan and a
transportation concept plan. Two public information meetings were held in January and February of
2005 with approximately 100 property owners in attendance.
The Concept Plan was forwarded to the Planning Commission in May and June for further
discussion and to take formal comments dunng the formal public hearing. The Commission also
held five public meetings to permit discussion of the Task Force recommendation. There have been
some modifications from the initial Land Use Group recommendation although the general location
of different land uses has not changed significantly. Much of the discussion has been regarding the
land uses between Akron Avenue and Hwy 52 on the north side of County Road 42.
In July 2005, the City Council approved the 42/52 future land use plan. Since that time, staff has
initiated the approval process by the Metropolitan Council for a 2000 acre Municipal Urban Service
Area (MUSA) expansion north of County Road 42 and west of Hwy 52. The City will be submitting
a Comprehensive Plan Amendment to the Metropolitan Council in November that will change land
uses immediately surrounding the 42/52 area, already within the MUSA.
2025 Future Land Use Plan and Roadway Network
To forecast traffic levels, it is necessary to assume future land use patterns associated traffic
generation levels and distribution patterns. The 2025 land use assumed in this Transportation Plan
is depicted on Figure 4.1. This is a combination of the land use map from the 2020 Comprehensive
Plan, along with the 42/52 land use plan referenced above. The city -wide population estimate for
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT December 2005
Page 15
2025, assuming this land use, is 57,700. The 42/52 work also established a planned network of
new roadways in the eastern portion of the City. The traffic forecasts, as discussed in Section 4.2,
assumed these new roadways.
4.2 Forecast 2025 Traffic Levels
The traffic modeling performed for this Transportation Plan utilized a widely used traffic
forecasting program called Viper. The Rosemount transportation forecasting was set up to be
consistent with the Metropolitan Council Regional Transportation Model and Dakota County traffic
projections.
Traffic forecasting involves breaking the study area into individual Traffic Analysis Zones (TAZ's),
and identifying land use information for each Each TAZ will have trip generation and attraction
charactenstics based on future land uses assumed. Using the Viper program, trip productions are
matched with attractions routed through the roadway network, and external tnps (those ongmating
and or terminating outside the study area) are also accounted for
Based on the methods summarized above, the forecast 2025 traffic levels are depicted on Figure
4.2. Additional infoiination regarding how the model was set up and used for this Plan Update is
provided in Appendix A.
Rosemount Comprehensive Water System Plan, WSB Associates, Inc., November 2005.
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
.DRAFT- December 2005
Page 16
l
1
5.0 TRANSPORTATION PLAN
5.1 Financial Resources
Funding for construction and reconstruction can be obtained from a variety of sources. Further
information is provided below.
General Ad Valorem (Property) Taxes transportation projects can be funded with the general
pool of municipal revenues raised through property taxes.
Assessments Properties that benefit from a roadway scheduled for improvement may be assessed
for the cost of construction. In order to assess the owner, it must be demonstrated that the value of
their property will increase by at least the amount of the assessment.
Municipal State Aid Cities with populations of greater than 5,000 are eligible for funding
assistance from the highway user Task Distnbution Fund (gas tax and vehicle registration tax).
These funds area allocated to a network of Municipal State Aid (MSA) streets. Currently, the City
of Rosemount receives an apportionment per year for improvements to their MSA streets.
Cooperative Agreements with Mn/DOT and /or Dakota County Different levels of
government can cooperate on planning, implementing, and financing transportation projects which
provide benefits to all the concerned agencies. The financial terms and obligations are generally
established at the front end of the projects.
Tax Increment Financing (TIF) This is a method of funding improvements that are needed
immediately by using the additional tax revenue anticipated to be generated because of the given
project's benefits in future years. The difference between current tax revenues from the targeted
district and the increased future tax revenues resulting from the improvements is dedicated to
retiring the municipal bonds used to finance the initial improvement(s).
5.2 Roadway Improvements
5.2.1 Investment Strategies
The bulk of City transportation investments will go for roadway projects. Roadway investments are
made to meet the following basic types of needs:
Maintenance —the existing system must be maintained, or it will not effectively meet user
needs over time. (Please refer to Section 5.2.2)
Access —newly developed and redeveloping areas need efficient connection to the local and
regional transportation network.
Safety —as traffic levels increase, or as required by specific development projects,
infrastructure improvements must sometimes be made to maintain or improve existing safety
levels; this includes vehicular and pedestrian safety.
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT- December 2005
Page 17
I
1
Capacity and operations —as travel demand increases with local and regional growth,
roadways must be improved to be able to carry more traffic with acceptable operational
characteristics.
Roadway projects are best planned and programmed within a systematic, forward looking
framework that has an appropriate balance of meeting the needs identified above.
Transportation investments also need to address transit and non motorized transportation issues (i.e
sidewalks and trails). Investment strategies for these types of projects should reflect community
needs and prionties.
5.2.2 Pavement Maintenance
The City has implemented a pavement maintenance program that is designed to protect and extend
the useful life of paved surfaces throughout the City in a systematic, cost- effective manner This
program uses ICON, a specialized software application which allows staff to track and inventory the
growth of the streets system, its structural performance, and overall condition. The basis of this
approach is that the cost of maintaining or repairing roads can increase dramatically if they are
allowed to deteriorate past certain levels (better to pay a little now vs. a lot later).
On -going field inspections, every three years for individual street sections, are used to rate the
physical conditions of the sections. This information is used to calculate a Pavement Condition
Index (PCI) for each section The ICON program uses the PCI information, combined with
maintenance policy objectives set by the City, to schedule maintenance projects in such a manner as
to minimize life -cycle maintenance costs over an extended planning period. The pnmary types of
projects included in the pavement management program are sealcoatmg, mill and overlay
(resurfacing), reclaim/recycle the roadway pavement, and complete roadway reconstruction.
In June of 2005, the City Council approved 5 -year Capital Improvement Plan (CIP) which identifies
individual street maintenance projects to be performed each year from 2006 through 2010. This
allows a systematic approach to budgeting and implementing maintenance activities. These
projects are identified in Appendix B
5.2.3 Future Improvement Projects
Based upon anticipated future land use development and travel demand as discussed in previous
sections of this Transportation Plan, key roadway extension and/or improvement projects are
identified in Table 5.1, below.
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT December 2005
Page 18
Roadway
Segment
Improvement
2006 2010
1. 132 (old CR 38) Phases I II I CH 3 to CR 73
Widen /pave to a 3 -lane section
2 TH 3 at high school entrance
Intersection
Signalization
3 Shannon Parkway
CSAH 46 to CSAH 38
Reconfigure for lane continuity
4. Chippendale Ave at 151
Street
Intersection
Signalization
5 TH 52 /TH 55 /CSAH 42 (1)
Interchange area
Construct frontage roads and
other supporting roadways to
support the new interchange
2011 —2015
6. TH 3 at 132 Street
Intersection
Signalization
7 Chippendale Avenue
CSAH 42 to 145`" Street
Capacity improvements
8. 145 at Chippendale /Chili
Intersection
Capacity improvements
9 Chille Avenue
145`" Stret to high school
Capacity improvements
2016 2025
10. TH 3
CSAH 46 to CSAH 38
Capacity Improvements
Table 5.1
Future Roadway Improvement Projects
11) Note: Interchange to be reconstructed by Mn /DOT and Dakota County. Project is scheduled for 2009 in draft
Dakota County CIP (pending federal funding availability)
The locations of these future roadway improvement projects are depicted graphically on Figure 5.1.
5.2.3 Access Management
General
As discussed in Section 2.1.1, roadways serve some combination of two functions: mobility and
access Principal arterials primarily serve the mobility function, local streets pnmarily provide the
access function, and minor arterials and collectors serve a combination of the functions
Appropriate management of access to artenals and collectors is necessary to achieve operational,
capacity, and safety objectives.
In Rosemount, access to adjacent roadways is overseen by three primary jurisdictions: Mn/DOT
along state highways, Dakota County along county roads, and the City of Rosemount along City
collector and local streets The plat approval process is the point in the land development process
that allows control by Dakota County and City of Rosemount for their respective roadways.
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT- December 2005
Page 19
Table 5.2 presents City of Rosemount access management guidelines, which are based on Mn/DOT
guidelines Different land use categories are used that apply to existing and future development in
Rosemount. "Rural" should be applied to those roadway segments not planned for urbanization
within the next twenty years, including agricultural or sparsely developed areas "Urban" should be
applied for those areas that are either currently urbanized or planned for urbanization within the
next twenty years, including most suburban-type development. "Urban Core" should be applied to
those areas of cities that are fully developed in a dense, compact, pedestrian- oriented manner,
including typical downtown distncts.
Rosemount intends to use the Mn/DOT guidelines for plat and site plan reviews. Since these
guidelines are provided within a planning framework rather than by city ordinance, some discretion
is expected for each site. However, access control can best be enforced through an early review
mechanism that is coordinated with all interested jurisdictions.
Dakota County has identified access management guidelines in its 2025 Transportation Plan,
2004). These guidelines are presented in Table 5.3. The City of Rosemount will continue to work
with Dakota County as access is requested along County roadways.
CSAH 42
The roadway with the most significant access management issues in Rosemount is CSAH 42. This
is a principal arterial roadway, yet has much development taking place adjacent to it and this trend
is anticipated to continue. The 1999 County Highway 42 Corridor Study identified
recommendations including the following regarding access to CSAH 42:
A target of one -half mile average spacing between full access, signalized intersections
One quarter mile spacing for three- quarter access locations
One eighth mile spacing for nght- in/nght -out locations
The study also identified specific access locations along the corridor; for Rosemount these locations
are depicted on Figure 8 -18 and 8 -19 of that document. Some of the access locations identified east
of TH 3 (Figure 8 -19) show spacing distances greater (more restnctive) than those identified above.
Based upon the CSAH 42 /TH 52 Area Study referenced in Section 4 1 of this Transportation Plan,
the City of Rosemount has proposed a system of access points of CSAH 42 between 145` Street
and TH 52 which has some spacing of intersections closer than what is depicted on Figure 8 -10 in
the County Highway 42 Corridor Study. However, it is the position of the City that its proposed
system of access onto CSAH 42 east of 145 Street is consistent with the overall access
management goals and guidelines as recommended in the CSAH 42 study, as well as the Dakota
County access management guidelines identified in Table 5 3. The City of Rosemount will
continue to work with Dakota County to move this issue forward.
City of Rosemount Transportation Plan DRAFT December 2005
City of Rosemount Project
WSB Project No. 1005 -57 Page 20
Functional
Class
Median
Treatment
Land Use
Typical
Posted
Spread
Full Median
Opening
Spacing
(Miles)
Minimum
Spacing
Between
Connections
Maximum
Connection
Points Per
Mile
Principal
Arterial
Full
Rural
65
1
1100
8
Urban
a45
1/2
1320
8
Urban Core
<45
1/4
440
24
None
Rural
55
1
820
12
Urban
?45
1/2
860
12
Urban Core
<45
1/4
440
24
Minor
Arterial
Full
Rural
55
1/2
820
12
Urban
?40
1/4
490
20
Urban Core
<40
1/4
275
32
None
Rural
55
1/2
820
12
Urban
?40
1/4
490
20
Urban Core
<40
1/4
350
24
Collector
Full
Urban
?40
1/4
490
16
Urban Core
<40
1/8
275
32
None
Rural
55
1/2
820
12
Urban
?40
1/4
490
16
Urban Core
<40
1/8
310
32
1
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
Figure 5.2
Rosemount Access Management Guidelines
1 If route has no median control, the spacing refers to the minimum distance between traffic signals.
2 Distances are based upon spacing between connections (major roads, local public streets, and private driveways).
3 Connections are counted by adding each public and private approach as they occur along the roadway (for example.
a full intersection is counted as two connections while a right -in right -out driveway is counted as one).
DRAFT- December 2005
Page 21
Source' Dakota County 2025 Transportation Plan
Principal Arterial
"A" Minor Arterial
Collector (major and minor)
Local
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
TABLE 5.3
Dakota County Access Management Guidelines
Roadway type refers to the anticipated cross section. Divided section must be in place for conditional
intersection (right -in /right -out or'/ intersection) to be built.
(a) Median access points may be removed or modified to address safety and operational issues identified
through engineering review.
(b) Determined based on engineering review, judgment considering location, distance from other driveways,
nearby intersections, alignment with other access points, visibility and other operation /safety issues
(c) Multiple commercial access permitted
(d) Private residential or individual commercial access permitted.
N/A Not applicable to undivided roadway segments.
5.2.4 Roadway Functional Classification
The concept of roadway function classification was discussed detail in Section 2.1.1 of this
Transportation Plan. The pnmary classes of roadway to serve Rosemount will be:
Each of these classes has its own set of design standards and access management guidelines
reflecting the differing transportation functions which they provide.
Figure 5.2 depicts the proposed 2025 roadway function classification system for Rosemount. It can
be seen that the network of local collector roadways is significantly expanded to accommodate
anticipated future land use development.
DRAFT December 2005
Page 22
Divided Highwa s
Undivided Highways
Functional Classification:
Principal
Arterial
Non -P.A.
Non -P A.
Non -P.A.
Non -P A.
Non -P A.
2025 Projected ADT
All
>35,000
15,000 to
35,000
15,000 to
22,000
<15,000
<3,000
,Full Movement Public Street
;;Intersections (a)
1/2 mile
1/2 mile
Y mile (c)
1 mile (c)
Y mile (c),
(d)
(b), (d)
N Public Street Access (a)
Y mile (a)
Y mile (a)
1/2 mile
Right -in/
Right -out
only (c)
N/A
N/A
N/A
Source' Dakota County 2025 Transportation Plan
Principal Arterial
"A" Minor Arterial
Collector (major and minor)
Local
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
TABLE 5.3
Dakota County Access Management Guidelines
Roadway type refers to the anticipated cross section. Divided section must be in place for conditional
intersection (right -in /right -out or'/ intersection) to be built.
(a) Median access points may be removed or modified to address safety and operational issues identified
through engineering review.
(b) Determined based on engineering review, judgment considering location, distance from other driveways,
nearby intersections, alignment with other access points, visibility and other operation /safety issues
(c) Multiple commercial access permitted
(d) Private residential or individual commercial access permitted.
N/A Not applicable to undivided roadway segments.
5.2.4 Roadway Functional Classification
The concept of roadway function classification was discussed detail in Section 2.1.1 of this
Transportation Plan. The pnmary classes of roadway to serve Rosemount will be:
Each of these classes has its own set of design standards and access management guidelines
reflecting the differing transportation functions which they provide.
Figure 5.2 depicts the proposed 2025 roadway function classification system for Rosemount. It can
be seen that the network of local collector roadways is significantly expanded to accommodate
anticipated future land use development.
DRAFT December 2005
Page 22
5.2.5 Roadway Jurisdictional Classification
In general, roads which serve higher mobility functions are under the jurisdiction of higher levels of
government. Conversely, roadways which serve relatively short trips and local access needs are
under the jurisdiction of local municipalities The existing jurisdictional classification system was
discussed in Section 2.1.2 of this Plan and is depicted on Figure 2.3.
The Mn/DOT Metro Division 2008 -2030 Transportation System Plan (Appendix B, "Draft
Junsdiction Plan") identifies the fiscally unconstrained goal of assuming jurisdiction over principal
artenals from metro counties. This includes CSAH 42 in Scott and Dakota Counties. However,
sufficient funding has not been identified, and the fiscally constrained jurisdictional transfer plan in
Appendix B of the TSP does not show CSAH 42 being transferred to Mn/DOT.
The Dakota County 2025 Transportation Plan has identified the following roadways as part of its
County Jurisdictional Transfer Plan (Table T -18)•
County Road 38 between TH 3 and CSAH 71— transfer from county to city jurisdiction;
this transfer has taken place (2005)
Blaine Avenue from CSAH 42 to southern municipal boundary transfer from University
of Minnesota to County jurisdiction
CSAH 42 from TH 52 to TH 55— transfer from county to state jurisdiction
The anticipated 2025 jurisdictional classification network is depicted on Figure 5.3.
5.2.6 Future Right -of -Way Needs
It is advisable for the City to purchase right -of -way for future or to -be- expanded roadways as early
as practicable. This helps to limit future high costs and unforeseen purchase issues as on -going
development occurs rn the areas of the roadways. Table 5.3 shows right -of -way requirements for
different types of roadway cross sections These guidelines should be considered for inclusion in
the City's relevant ordinance sections The identified right -of -way widths could vary with
topography and requirements for sidewalks or off street facilities, and are intended to provide
mmimum street needs and green space.
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT- December 2005
Page 23
Functional
Classification
ADT
Lanes
Right -of -Way Required
Urban
Rural
Principal Arterial
30,000
4 Lane Divided
150 to 200 ft
200
Minor Arterial
15,000 30,000
4 Lane Divided
120 to 150 ft
150 to 200 ft
Major Collector
7,500 18,000
4 Lane Undivided
100 ft (1)
100 ft
10,000- 25,000
4 Lane Divided
100 ft (1)
150 ft
Minor Collector
2,000 -8,000
2 Lane
80 ft
100 ft
4,000- 16,000
3 Lane
80 ft
100 ft
7,500- 18,000
4 Lane Undivided
100 ft (1)
100 ft
Local
0 -9,000
2 Lane
60 ft
80 ft
1
(1)
Additional R 0 W. may be required on a case -by -case basis for channelized turn lanes at intersections
Transit
5.3 Transit and Non Motorized Transportation
The City will continue to work with the Minnesota Valley Transit Authority (MVTA) to promote
transit ridership within the City. This will include providing an expanding comprehensive sidewalk
network, and promoting "transit- friendly" site design for commercial, office, and residential
development in the city. As the population of Rosemont grows into the future, there will be
increased demand for transit services. The city will monitor demand for transit services on an on-
going basis, and will coordinate with MVTA regarding service enhancements in the form of
increased frequency and/or new service routes.
Non- Motorized Transportation
TABLE 5.3
Right -of -Way Guidelines
Ensuring pedestrian safety is a critical goal for the City. In general, most pedestrian accidents and
injuries take place at roadway intersections; thus, intersections must be properly designed to
accommodate both vehicular and pedestrian movements.
At this time there do not to be undue pedestrian safety issues at roadway intersections in
Rosemount. However, with the anticipated growth of the City as discussed in Section 4.0,
vehicular and pedestrian traffic levels will increase, and safety conditions will have to be reviewed
on an on -going basis Should given intersections become problematic, safety measures including
the following will be assessed and implemented as-needed
Installation of new traffic control signals
Revised timing of existing signals
City of Rosemount Transportation Plan
City of Rosemount Project
WSB Project No. 1005 -57
DRAFT- December 2005
Page 24
Revised roadway geometry (layout and design of lanes)
Curb bump -outs
Traffic calming measures
Another way to promote pedestrian safety, as well as access, is to provide a coordinated network of
sidewalks and trails. It is the City's practice to provide (or require developers to provide) paved,
off -road bike /pedestrian ways on either side of collector level and higher roadways. This means, at
minimum, an eight foot trail on one side and a five foot sidewalk on the other, or eight foot trails on
both sides of the roadway.
Trails
The City is committed to providing a comprehensive and coordinated series of trails, which provide
transportation as well as recreational value. Figure 2.6 depicts existing and anticipated future trails
and sidewalks within currently developed areas. This network will expand as future roadways are
constructed in currently undeveloped portions of the City The City will continue its practice of
providing bike /pedestrian facilities on both sides of all collector level and higher roadways (please
refer to information under the previous heading). The City will continue to coordinate with Dakota
County to allow the local trail network to tie in with regional trails to the greatest degree feasible.
City of Rosemount Transportation Plan DRAFT- December 2005
City of Rosemount Project
WSB Project No. 1005 -57 Page 25
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APPENDIX A
TRAFFIC FORECASTING MODEL AND METHODS
Data Collection
TRAVEL FORECASTING MODEL AND METHODS
Travel forecasting is based upon computer modeling which uses land use and population
data in conjunction with transportation network information to determine future roadway
deficiencies and needs. The projections for this Transportation Plan were performed by
WSP Associates, Inc. (WSB) using a software program by Citilabs called Viper. This
is the most recent version of a TranPlan, which has been one of the most widely used
travel forecast software products available.
Viper can be used to simulate current and future traffic conditions. For this Plan, it was
used to prepare city -wide model allowing traffic projections on a system -wide basis. The
model is dynamic, such that assumptions can be revised as future land uses are developed
and new roadways are constructed. For use in this Plan, the development and use of the
Rosemount travel forecasting model involved the steps discussed under the headings
below.
The data used for the analysis in this Plan was collected by WSB staff. This included
existing traffic data and information on the existing and anticipated roadway network.
Information regarding existing and future land use and population was generated based
upon a 2025 and use plan for the City of Rosemount (Figure 9.1 of the main document).
This plan is a combination of the 2020 land use plan for Rosemount found in the 2020
Comprehensive Plan. Regional traffic forecast information was obtained from Dakota
County, Met Council, and Mn/DOT sources.
Traffic Analysis Zone System
Land use and population data for the transportation planning process is organized and
assigned according to Traffic Analysis Zones (TAZs). The system used was based upon
the Metropolitan Council zones, with some refinement appropriate to the local analysis.
Each TAZ has trip generation and attraction characteristics determined by the data
assigned to it as referenced above.
Trip Generation
Vehicle trips are classified into purpose categories. Home Based Work (HBW), Home
Based Nonwork (HBN), Home Based Other (HBO), and Non -Home Based. The
differing types of trips have significance in how the model relates trip productions and
attractions to each other and, accordingly, how it matches origins with destinations for
individual trips. The primary trip types determined as part of this forecasting process are:
Through trips —these trips do not have origins or destinations within the study
area (the City). These trips, for the purposes of this study, were based on regional
forecasts by Dakota County, Mn/DOT, Met Council, as well as historical trend
analysis of traffic levels in the overall project area.
Rosemount Transportation Plan 1
Travel Forecasting Model and Methods
Internal trips —these trips begin and end within the study area. The numbers of
trips produced and attracted are based on the population and land use data
assigned to each TAZ.
External to internal trips —these are trips generated from outside the study area
but have destinations within the City, These trips are based upon the number of
"attractions" within the City balanced against internal trip productions and
external trips which would not pass completely through the City based upon Met
Council forecast information.
Internal to external trips —these are trips generated inside the City with
destinations elsewhere. These are based upon trip productions within the City
balanced against internal "demand" for these trips and regional traffic patterns.
Transportation Network
The roadway network used in the model includes all arterial and collector roads as well
as primary local streets. For 2025 analysis, the network used included all existing
roadways plus primary anticipated improvements included on Figure 4.2 of the main
document.
Trip Distribution/Route Assignment
For individual trips, origins and destinations are matched between TAZ areas, based
primarily on a system -wide balance between trip generations and trip attractions, and
relative distances between them. Once the trips are distributed between TAZ areas, they
are assigned to individual routes (streets) in a way which minimizes delays on the
network. This assumes that motorists will choose the route between origin and
destination which minimizes travel time. The model performs iterations to balance all
trip productions and attractions and minimize delays.
Model Calibration
The National Council of Highway Research Program (CHRP) Circular 255 was used to
determine the maximum allowable difference between modeled trip volumes /route
assignments and actual traffic counts. In the analysis used for this Plan, the modeled
outputs for 2000 were compared with observed traffic counts. Some adjustments to road
capacity and vehicle travel speeds were made to calibrate the model results to observed
conditions.
Future Traffic Levels
Once the travel model for the City was established and calibrated as described in the
preceding steps, it was ready to be used for forecasting purposes. To perform
forecasting, future land use and population information data (as discussed above) was
Rosemount Transportation Plan 2
Travel Forecasting Model and Methods
1
1
loaded into to the model, organized according to TAZ areas. The model performs
iterations to generate, distribute, and assign total trips throughout the overall network.
Rosemount Transportation Plan 3
Travel Forecasting Model and Methods
1
APPENDIX B
PAVEMENT MANAGEMENT PROJECT AREAS
Street
From
To
Shannon Parlcway
145 Street West
160 Street (County Road 46)
Claret Avenue
155 Street West
Cornell Trail West
Cornell Trail West
Shannon Parkway
156 Street West (west access)
156 Street West
Shannon Parkway
Chippendale Avenue
Crestone Path
156 Street West
Cornell Trail West
Crestone Court
Cornell Trail West
South end
Cornell Court North
Cornell Trail West
North end
Cornell Court South
Cornell Trail West
South end
Danbury Court
156 Street West
North end
Columbary Court
156 Street West
North end
Cambrian Avenue
Lower 147 Street West
South end
Camero Lane
Cambrian Avenue
South end
Street
From
To
Chrome Avenue
Dodd Boulevard
146 Street West
Cimarron Avenue West
Dodd Boulevard
147 Street West
Cimarron Avenue West
148 Street West
Upper 149 Street West
Chorley Avenue
Upper 148 Street West
Upper 149 Street West
146 Street West
Cimarron Avenue West
Chippendale Avenue
147 Street West
Cimarron Avenue
Chippendale Avenue
148 Street West
Cimarron Avenue
Chippendale Avenue
Upper 148 Street West
Cimarron Avenue
Chorley Avenue
149 Street West
Upper 148 Street West
Chorley Avenue
Upper 149 Street West
Cimarron Avenue
Chorley Avenue
Street
From
To
Damask Court
Dodd Boulevard
North end
Damask Avenue
Dodd Boulevard
Upper 150 Street West
Dallara Avenue West
Dodd Boulevard
Upper 150 Street West
Upper 150 Street West
West end
Dallara Avenue West
Danbury Way West
McAndrews Road (west access)
McAndrews Road (east access)
140 Street East
Blaine Avenue
Clayton Avenue (Hwy 52)
Street
From
To
Shannon Parkway
McAndrews Road
145 Street West
145 Street West
Diamond Path
Shannon Parkway
Biscayne Way
Biscayne Avenue
145 Street West
140 Street East
Conley Avenue
145 Street E (County Rd 42)
1
1
Rosemount Pavement Management Program CIP Maintenance Projects
2006 Improvement Area
2007 Improvement Area
2008 Improvement Area
2009 Improvement Area
T 101003- 5TDocVmprovemem Areas doe
Street
From
To
Claret Avenue
151' Street West
155" Street West
Chokecherry Avenue
152 Street West
153 Street West
Chokecherry Avenue
154 Street West
155 Street West
Circle Avenue
153 Street West
154 Street West
Columbia Way
153 Street West
155` Street West
153`' Street West
Shannon Parkway
Chokecherry Avenue
154 Street West
West end
Chokecherry Avenue
155" Street West
Shannon Parkway
Chokecherry Avenue
Columbary Circle
153`' Street
North end
Deepwoods Court
McAndrews Road
South end
Danbury Way West
McAndrews Road
North end
Biscayne Avenue
130 Street West
/z way to Railroad Tracks
126 Street West
Biscayne Avenue
Bacardi Avenue
Ben4a1 Avenue West
130 Street West
North end
128" Street West
Bengal Avenue West
Bacardi Avenue
130 Way
Bengal Avenue
130 Street West
2010 Improvement Area
T 101 0 05- 5 71D00Improvement Areas doc