HomeMy WebLinkAbout6.x. Approve Transit PlanAGENDA ITEM: Approve Transit Plan
AGENDA SECTION:
Consent
PREPARED BY: Andrew J. Brotzler, PE, City Engineer WAGENDA
NO. Q
APPROVED BY: V
ATTACHMENTS: Final Draft Transit Plan
RECOMMENDED ACTION: Motion to Approve Final Draft Transit Plan and Authorize
Distribution for Public Review and Comment.
9 ROSEMOUNT
CITY COUNCIL
Special City Council Meeting: August 4, 2008
EXECUTIVE SUMMARY
BACKGROUND:
Attached for Council consideration is the draft Transit Plan for the City. Comments received from
Council at the July 30, 2008 Special Council Work Session have been incorporated into the Final Draft
Transit Plan and are noted.
As noted in the Plan, the primary transit challenges for the City are:
A. Minnesota Valley Transit Authority (MVTA) service equity
B. Transit service need
C. Transit funding
Throughout the Plan, the above issues are discussed with background and history information along with
discussions on area plans for transit and funding. The Plan also evaluates transit service needs and
proposals for the development of transit service in Rosemount.
Pending Council approval, the Plan will be distributed to MVTA, County Commissioners, Metropolitan
Council and neighboring communities for review. The Plan will also be included in the City's 2030
Comprehensive Guide Plan to be distributed later this month for public review and comment.
G: \ENGPROJ \ENG 0126 Transit Study \ApproveTrensitPlanCC8- 4- 08.doc
DRAFT
Approved by City Council August 4, 2008
ROSEMOUNT TRANSIT PLAN
JULY 2008
Prepared by:
WSB Associates, Inc.
701 Xenia Avenue South, Suite 300
Minneapolis, MN 55416
(763) 541 -4800
(763) 541 -1700 (Fax)
City of Rosemount Transit Plan DRAFT JulyAugust 2008
WSB Project No. 1556 -92
Table of Contents
1.0 INTRODUCTION
2.0 BACKGROUND DATA/ANALYSIS 6 1
2.1 Existing Service and Facilities 61
2.2 Dakota County Transit Plan (draft) 74
2.3 Cedar Avenue Bus Rapid Transit 71
2.4 Urban Partnership Agreement (UPA) 84.
2.5 Robert Street Corridor Transit Feasibility Study 9]-
2.6 2030 Transit Master Plan 9]-
2.7 Rosemount Transit Public Involvement 10�
3.0 TRANSIT SERVICE ANALYSIS 121
3.1 Proposed Rosemount Depot Park- and -Ride, Fleet, and Service 121
3.2 Future Transit in Rosemount 134.
3.3 Park- and -Ride Design Considerations 174.
3.4 Transit Oriented Development 191
4.0 TRANSIT FUNDING SOURCES 21-1
Figure 1 Metro Area Transit Service Areas
Figure 2 Park- and -Ride Service Areas
Figure 3 Existing Regional Transit Service
Figure 4 Existing Local Transit Service
Figure 5 Existing Transit Facilities
Figure 6 2030 Transitway System
Figure 7 Robert Street Corridor Study Area
Figure 8 Robert Street Corridor Study Long Tenn Vision
Figure 9 Rosemount 2030 Land Use Plan
Figure 10 Umore Park Area
Figure 11 Rosemount Future Park n Ride Locations
Appendix A Existing Transit Facility Details
Appendix B Urban Partnership Agreement Funding Information
Appendix C Counties Transit Improvement Board Joint Powers Agreement
1.0 INTRODUCTION
Background
The City of Rosemount is a rapidly growing community in Dakota County located
approximately 15 miles from downtown St. Paul and 20 miles from downtown Minneapolis. As
local and regional travel demand grows, congestion conditions worsen, and gas prices rise, the
City wishes make transit a convenient and viable alternative for its residents. The City also
intends to proactively plan and advocate for Park and -Ride facilities that will benefit and
enhance the community.
This document will be included by reference into the Rosemount Transportation Plan, which, in
turn, will be referenced into the City of Rosemount 2008 Comprehensive Plan Update.
Currently, there are no transit facilities in the City of Rosemount. The primary issue surrounding
transit service or lack of transit service in the City is outlined below:
A. Minnesota Valley Transit Authority (MVTA) service equity.
B. Transit service need.
C. Transit funding.
Each of these issues is discussed in detail below.
A. Minnesota Valley Transit Authority and Service Equity Concerns
In 1982, the state legislature gave cities in the Metropolitan Transit Taxing District area the
option of "opting out" of the Metropolitan Transit Commission (the forerunner of Metro Transit).
The issue that this legislation addressed was that a number of suburban communities were paying
substantial funding (raised through local property taxes) to support MTC operations, but were
not receiving corresponding service. With this 1982 legislation, funding was to continue to be
raised in the same manner for the Opt Out communities, but the majority of it was retained by
the cities to operate transit which best met their needs.
In response to this legislation, the Cities of Prior Lake, Savage, Burnsville, Apple Valley, Eagan,
and Rosemount opted out and joined to form the Minnesota Valley Transit Authority (MVTA).
In the early 2000s2004, the City of Prior Lake withdrew from MVTA. MVTA's service area, as
well as Metro Transit and the other opt out providers, is illustrated on Figure 1. MVTA's
service has focused on express service to downtown Minneapolis, and to a lesser degree to
downtown St. Paul and other employment centers. Park and -Ride facilities are a very important
part of MVTA's operations.
Rosemount has been a member of MVTA since its inception but has no transit facilities and only
one flex route bus. The City's position is that a transit facility within Rosemount and associated
MVTA service is needed and overdue. As stated in the MVTA's 2007 -2008 Strategic
Priorities, one of their core values as a provider is "Fairness and Equity" of service for its
Rosemount Transit Plan DRAFT 1
member communities. A summary of payments that the City has made to MVTA over the past
five years is summarized in the table below.
Pa to Transit Fund
Source: Metropolitan Council
Minnesota Vehicle Sales Tax (MVST) is a tax on all motor vehicles sold in the state of
Minnesota. Based on the location in which the vehicle is titled, statistics are drawn as to the
amount of motor vehicle sales tax that is paid by each community. The property tax payments to
MVTA are based on a percentage for each county. For Rosemount residents, this is between
2.5% and 3% of the property valuation. All of these monies are collected through the State of
Minnesota and distributed to each transit provider based on specific formulas.
All of the other MVTA cities have Park and -Ride facilities and scheduled, fixed -route transit
service. By comparison, Rosemount has no Park -and -Ride facility, and only has Route 420
which provides flex route service during the a.m. and p.m. peak travel times. Rosemount has the
population base and has contributed to the budget where commuter express services and
permanent transit facilities should be provided in the community.
To compare what Rosemount residents contribute financially versus what the City has received
in service over the years, it is illustrative to evaluate costs associated with Route 420. This
service is analogous to paratransit service the Metropolitan Council contracts through Metro
Mobility and other operations. Typically, the Metropolitan Council pays approximately
$50/hour for this service. At this rate, Rosemount receives approximately $100,000 per year
worth of Route 420 service while expending almost $1 million per year for transit services.
While City residents can and do use the Park- and -Ride facilities in other communities, these are
not as convenient to most residents as a strategic Rosemount location would be, and this raises
equity and fairness concerns relative to MVTA's service area and operations. A Park- and -Ride
facility would also relieve congested conditions at other MVTA facilities.
As of July 2008, the Metropolitan Council has reached an agreement with MVTA and the City to
establish a temporary Park -and -Ride location within Rosemount and dedicate two buses to this
Rosemount Transit Plan DRAFT 2
2003
2004
2005
2006
2007
2008
(Estimated)
Motor
$684,496
$742,549
$736,382
$740,276
$778,843
$810,195
Vehicle
(7.27
(7.65
(8.12
(8.57
(9.22
(9.60
Sales Tax
Property
$215,926
$245,841
$260,127
$315,631
$304,452
$328,682
Taxes
(7.25
(7.74
(8.23
(8.83
(9.24
(9.59
Total
$900,422
$988,390
$996,509
$1,055,907
$1,083,295
$1,138,879
Portion of
7.3%
7.7%
8.1%
8.6%
9.2%
9.6%
MVTA
total
Funding
member communities. A summary of payments that the City has made to MVTA over the past
five years is summarized in the table below.
Pa to Transit Fund
Source: Metropolitan Council
Minnesota Vehicle Sales Tax (MVST) is a tax on all motor vehicles sold in the state of
Minnesota. Based on the location in which the vehicle is titled, statistics are drawn as to the
amount of motor vehicle sales tax that is paid by each community. The property tax payments to
MVTA are based on a percentage for each county. For Rosemount residents, this is between
2.5% and 3% of the property valuation. All of these monies are collected through the State of
Minnesota and distributed to each transit provider based on specific formulas.
All of the other MVTA cities have Park and -Ride facilities and scheduled, fixed -route transit
service. By comparison, Rosemount has no Park -and -Ride facility, and only has Route 420
which provides flex route service during the a.m. and p.m. peak travel times. Rosemount has the
population base and has contributed to the budget where commuter express services and
permanent transit facilities should be provided in the community.
To compare what Rosemount residents contribute financially versus what the City has received
in service over the years, it is illustrative to evaluate costs associated with Route 420. This
service is analogous to paratransit service the Metropolitan Council contracts through Metro
Mobility and other operations. Typically, the Metropolitan Council pays approximately
$50/hour for this service. At this rate, Rosemount receives approximately $100,000 per year
worth of Route 420 service while expending almost $1 million per year for transit services.
While City residents can and do use the Park- and -Ride facilities in other communities, these are
not as convenient to most residents as a strategic Rosemount location would be, and this raises
equity and fairness concerns relative to MVTA's service area and operations. A Park- and -Ride
facility would also relieve congested conditions at other MVTA facilities.
As of July 2008, the Metropolitan Council has reached an agreement with MVTA and the City to
establish a temporary Park -and -Ride location within Rosemount and dedicate two buses to this
Rosemount Transit Plan DRAFT 2
facility with service to downtown Minneapolis. This commuter service will provide two
northbound trips in the morning, and two southbound trips in the afternoon. As will be further
discussed later in this report, the City welcomes this effort and anticipates it to be continued and
enhanced in the near future.
As discussed previously, the City has been a member of MVTA since its inception in the early
1980s, with yet limited service in comparison to transit funding contributions. The City's goal is
to provide transit facilities and services for its residents in a fiscally responsible manner.
Therefore, if in the City's opinion, there continues to be a lack of "Fairness and Equity" in the
facilities and services provided by MVTA, the City may begin to explore alternatives to MVTA
provided transit service.
B. Transit Service Needs
Transit service for suburban areas such as Rosemount is a commitment that both the
Metropolitan Council and MVTA have made. Studies throughout the country have shown that
there is a need for transit services in suburban areas. One such study is the Transit Cooperative
Research Program (TCRP Report 116) "Guidebook for Evaluating, Selecting, and Implementing
Suburban Transit Services." This study outlines several transit services that are tailored to the
specific needs of the service areas. These services include:
Fixed Route Service This is the most commonly deployed transit service, fixed routes are
routes that follow a predetermined alignment and schedule.
Diverted Fixed Routes A diverted fixed route service is one in which vehicles have the
flexibility to move off a given route to service specific demands of an area. This is a service
similar to Flex Route 420 currently in Rosemount.
Demand Responsive Service This type of service is sometimes called "Dial -a- Ride." This is a
service similar to the existing DART service within the City of Rosemount.
Subscription Services A subscription service is a tailored transit service for specific
individuals which have paid a fee. This service is typical of a van pool type service.
There are several key issues that support the need for transit service and facilities in the City of
Rosemount. These include:
1. The current (2006) population of the City of Rosemount was 20,207. Based on the
Longitudinal Employer- Household Dynamics (LEHD) data, approximately 8,850
Rosemount residents are in the work force. Metropolitan Transit data indicated that
approximately 5% of work trips in the Metro region currently use transit service for their
daily commute. This suggests approximately 450 Rosemount residents would if
available.
2. Although the majority of the City of Rosemount is considered non transit dependent, Met
Council demographics indicate that approximately 1% of the Rosemount population does
not own a car and would rely on transit for their mobility needs if available. In addition,
with the increase in cost to operate and maintain a vehicle, persons at or below the
Rosemount Transit Plan DRAFT 3
poverty level will be relying more and more on transit as an alternate means of
transportation. Based on Metropolitan Council demographics, there are approximately
3.3% of the City of Rosemount residents that are considered below the poverty level.
3. Based on Metropolitan Council data, overall transit ridership in the Twin Cities region is
increasing. Total ridership for 2007 was 5% greater (4.5 million riders) than 2006.
Likewise, the first quarter of 2008 has shown an increase of 5% over that of the first
quarter of 2007. In addition, ridership grew by close to 25% between 2004 and 2006 for
the Suburban Transit Association providers, including MVTA.
4. The Metropolitan Council's methodology for projecting Park- and -Ride demand is based
on national research and assumes the primary service area for a Park -and -Ride facility is
within 2.5 miles of the facility. Figure 2 indicates the Park- and -Ride facilities located
adjacent to the City of Rosemount, including the proposed Rosemount Depot Park -and-
Ride facility. As can be seen from this graphic, the majority of the City, including the
high growth areas in the City, are not currently covered by this 2.5 mile standards. With
the addition of the proposed Park -and -Ride facility at the Depot location, the majority of
the City, including the growth areas, would be covered.
5. Based on LEHD demographics, there are approximately 440 Rosemount residents that
currently work in downtown Minneapolis, 236 residents that work in downtown St. Paul,
and 481 residents that work in the I -494 corridor, including the Mall of America and
airport area. With congestion on the increase and fuel costs rising, a significant number
of these workers could and will ride transit.
6. Based on Metropolitan Council and MVTA studies, approximately 13.4% of the transit
riders at the Apple Valley Transit Center Station are Rosemount residents. These
residents are currently driving to this facility and other facilities increasing commuting
times and costs for Rosemount residents. Future Rosemount commuters are competing
for limited parking spaces and seating capacity on buses.
C. Transit Funding
Transit funds for projects in the Twin City metropolitan area and specifically the City of
Rosemount is available through several sources. These include:
1. Baseline regional transit funding This funding source is primarily legislative authorized
bonding and supported by the property tax levies and Motor Vehicle Sales Tax (MVST).
2. Federal Congestion Management and Air Quality Improvement Program Funding
(CMAQ) This is a Federal program for congestion management and air quality
improvement projects. These projects are awarded based on a solicitation process
through the Metropolitan Council typically on a two -year cycle.
3. County Transit Improvement Board Funding This is a new source of funding
established in the 2008 Minnesota Legislative session. This program is being
Rosemount Transit Plan DRAFT 4
administered by five Metro counties, including Dakota County. Similar to the CMAC
funding, there is a solicitation process for selecting transit improvement projects through
this funding source.
The details of each of these funding sources is included in Section 4.0 of this document.
An increasingly important form of transit funding is transitway development. Transitways are
defined by the Metropolitan Council as facilities on dedicated right -of -way that provide a travel
time advantage over the single occupant vehicle, improve transit reliability, and maximize the
potential for transit oriented development. In the area surrounding the City of Rosemount, Cedar
Avenue is classified as a transitway. Metropolitan Council further defines that Park and -Ride
facilities, including express route service, should be constructed to support transit growth in both
express commuter and transitway corridors. Based on these definitions, the City of Rosemount
feels that any Park -and -Ride facility that is located within the City of Rosemount and the
associated transit service will be supporting the transitways and express commuter corridors
adjacent to the City.
Based on the analysis in this document, the City of Rosemount will be actively pursuing funding
for the following activities:
1. A permanent Park and -Ride facility on or near the temporary Depot Park and -Ride site,
with expanded express service to Minneapolis, St. Paul, and the I -494 corridor.
2. Future study of transit needs in the City of Rosemount, including a potential circulator
system. This would be a joint study with the adjacent communities and MVTA.
3. Transit facility development associated with Umore Park.
4. Development of an east -west service line on CSAH 42 to support the Robert Street and
Cedar Avenue corridors. The City would partner with Dakota County.
5. A study to determine future Park- and -Ride lot needs and associated Transit Oriented
Development guidelines.
6. Develop and promote van pools and car pools in conjunction with future Park and -Ride
lots.
Rosemount Transit Plan DRAFT
5
2.0 BACKGROUND DATA/ANALYSIS
2.1 Existing Service and Facilities
Existing Service
Regional service for the overall Metro area is depicted on Figure 3. Local service and
connections are depicted on Figure 4. As is noted on Figure 4, existing transit service in
Rosemount consists of Flex Route 420. This route provides east -west service between the
Rosemount Plaza in downtown Rosemount and the Apple Valley Transit Center just east of TH
77 (Cedar Avenue), at 155 Street and Gaslight Drive. From the Rosemount Plaza, the
scheduled route runs along 145 Street, 147 Path West, Emery Path, and CSAH 42. The word
"flex" signifies that the van will deviate from the standard route to pick up or drop riders "off
route", as long as those pick up /drop off points are within 3/4 mile of the standard route. Those
who wish to be picked up or dropped off -route request this with a telephone call to MVTA.
Paratransit services in Rosemount are provided by Dakota Area Resources and Transportation
for Seniors (DARTS). DARTS is a Dakota County social service agency. Handicapped
equipped vans are used to provide door -to -door rides to County residents to and from any point
in the County. The rides need to be requested and scheduled ahead of time. The two categories
of trips are: a) American Disability Act (ADA), and b) general dial -a -ride (DAR).
Users of the ADA service need to register with the Metropolitan Council. General DAR service
is available to any resident of the County. ADA service is provided between 5:15 a.m. and 7:00
p.m. on weekdays. DAR service is available between 8:00 a.m. and 4:30 p.m. on weekdays. The
fares are the same for both the ADA service and general DAR service. The current 2008 fares
are:
Base fare $2.50 per ride
Peak travel times (6 a.m. to 9 a.m., and 3 p.m. to 6 p.m.) $3.50 per ride
For all DARTS service, rides may be formally requested up to four days in advance. They are
scheduled on a "first come, first serve" basis. DARTS can usually accommodate same day
requests for service.
Existing Facilities
There are five Park and -Ride facilities that are within driving distance of Rosemount residents:
Apple Valley Transit Center (AVTC) 5.5 miles from Rosemount City Hall
Eagan Blackhawk Park -and -Ride 9.0 miles from Rosemount City Hall
Apple Valley Palomino Park -and -Ride 8.0 miles from Rosemount City Hall
Eagan Transit Center —12.5 miles from Rosemount City Hall
Rosemount Transit Plan DRAFT
157 Street Park -and -Ride 4.0 miles from Rosemount City Hall
The locations of these facilities are depicted on Figure 5. The 157 Street facility is relatively
close to Rosemount, but has very limited service. The most attractive of the available sites in
terms of service frequency and coverage is AVTC. However, this facility has been significantly
over capacity for years. Recently, parking was expanded onto the adjacent Watson's site. This
has helped parking demand at the AVTC site. In addition, Blackhawk and Palomino Hills are at
or approaching capacity. These facilities have significantly less service than the AVTC. Details
of each transit facility are discussed in Appendix A.
2.2 Dakota County Transit Plan (draft)
Dakota County is currently preparing a Transit Plan. A draft review copy has been provided to
participating agencies including the City of Rosemount. This document builds on the
information in the transportation section of the Dakota County Transportation Plan. Key points
of the draft Transit Plan relative to this study include the following:
The County is anticipating continued rapid growth, and highways will see corresponding
increases in congestion levels. This reinforces the need for improved regional transit
service to remove single occupancy vehicles from the roadways.
Much of the County has low density residential development, and this is projected to
continue. Given that density is a key factor determining potential ridership, this makes
mid -day, frequent transit service a challenge. More potential exists for expanding
express service, and associated facilities, into major employment centers such as
downtown Minneapolis and St. Paul.
The County places a high priority on coordinating with cities to support the development
of transit and transit- related infrastructure.
The County is committed to providing and supporting effective service to transit
dependent individuals through special /paratransit transportation services.
The County will provide a leadership role and work with its partners to ensure
permanent, dedicated and reliable funding sources for transit at the Federal, State,
regional, and local levels.
2.3 Cedar Avenue Bus Rapid Transit
Bus Rapid Transit (BRT) is an express transit service on dedicated lanes that provides movement
and speed advantages for the buses relative to general traffic. BRT has been designated as the
transit technology for the Cedar Avenue Corridor.
Dakota County Regional Railroad Authority has taken the lead on planning and implementing
this transitway. It ultimately will extend from the Mall of America Transit Station in
Bloomington to 70 Street in Lakeville along Cedar Avenue. The Cedar Avenue Corridor is
identified on the Metropolitan Council's transitway map (Figure 6) as a Tier 1 corridor. The
buses will run along the shoulders of the roadway, and transit advantages such as prioritized
Rosemount Transit Plan DRAFT 7
signal timing will be utilized. The plan as outlined in a corridor study adopted by the Dakota
County Regional Railroad Authority in 2004 was to implement the project in five -year phases, as
summarized below. These actions will be accelerated with the US Department of Transportation
Urban Partnership Agreement, as discussed in Section 2.4, below.
Phase 1: 2004 2009
Completion of environmental documentation and preliminary engineering of the
overall transitway
Continued express bus operations on shoulders of TH 77 portion of Cedar Avenue
Improvement of shoulders of CR 23 portion of Cedar Avenue to allow bus usage
Addition/improvement of transit stations and Park and Ride lots in the corridor
Phase 2: 2010 2014
Introduction of special low -floor BRT buses
Increased frequency of service
Improvement of Palomino Hills Transit Station
Phase 3: 2015 2019
Extension of express service south to a new Park- and -Ride lot in Lakeville
Intermediate station stops added in southern service area
Ultimately the BRT service may be provided on center running bus lanes between TH 13 and
Palomino, with dedicated bus access to and from the center lanes at the Cedar Grove station
(TH 13), and a station stop at Cliff Road.
2.4 Urban Partnership Agreement (UPA)
The US Department of Transportation has initiated a major program to limit congestion on key
urban roadways. This program is often referred to as the Congestion Initiative. Cities were
asked to submit proposals for congestion relief programs to receive federal funding under this
program. In 2007, Minneapolis /St. Paul was selected as one of five model cities to receive
funding for the projects identified in their proposal. The federal grant amount will be $133
million, including $86 million for transit projects. A local match of approximately $55 million
has been secured legislation.
One of the primary projects which will receive substantial UPA funding is the Cedar Avenue
transitway corridor /BRT. This funding will accelerate the development of the Park- and -Ride
facilities planned for the corridor, allowing them to be completed by end of 2009. UPA funding
is already committed to specific projects. Further information on UPA funding and projects in
the Cedar Avenue corridor is provided in Appendix B.
Rosemount Transit Plan DRAFT 8
2.5 Robert Street Corridor Transit Feasibility Study
This study, initiated in 2007, is being led by Dakota County Regional Railroad Authority. The
study area, depicted on Figure 7, is generally bounded by Downtown St. Paul to the north,
CSAH 31 (Pilot Knob Road) to the west, CSAH 46 to the south, and the Mississippi River to the
east. There currently is not extensive transit service in this study area. This factor, combined
with anticipated continued development, increasingly congested roadways, and an aging
population, create the need to explore potential transit options and improvements.
This study is a long -term, planning level effort to evaluate general alternatives and make
recommendations for future evaluation and potential implementation steps. Rather than just
TH 3 (Robert Street), it evaluates a number of alternatives /segments including north south, east
west, and radial (i.e., TH 55) corridors. A project report has not yet been finalized (as of July
2008), but the County has presented study findings and recommendations at various meetings
and on the County web site. A Long -Term Corridor Vision has been identified and released by
the County, as depicted on Figure 8. From the perspective of Rosemount residents, the most
significant features of the Corridor Vision are:
Light Rail Transit (LRT) or BRT in railroad right -of -way adjacent to TH 3 and TH 149
to the north, with connecting service to downtown St. Paul and the Hiawatha LRT line
via express bus service on TH 55.
Limited stop Bus Rapid Transit (BRT) along CSAH 42
One of the current study recommendations is to designate Robert Street (TH 3) as a transitway
with BRT from downtown St. Paul to I -494. With the anticipated development of the Umore site
and growth in the City of Rosemount, the City would encourage the Metropolitan Council to
extend the transitway designation to the Umore site. This would provide opportunities, not only
for the City, but for the University of Minnesota to develop and fund transit facilities in the
corridor.
2.6 2030 Transit Master Plan
The Metropolitan Council is in the process of preparing the 2030 Transit Master Plan (TMP) for
the Twin Cities Metropolitan Area. The new plan will incorporate regional population,
employment, and land -use changes, since the last transit plan was adopted in 1999. The plan
will consider ways to respond to new regional projections to the year 2030. The 2030 Transit
Plan is proposed to be completed by February 2009.
As part of the 2030 TMP, Minnesota Valley Transit Authority (MVTA) submitted several
requests for additional routes impacting the City of Rosemount. These routes include:
Rosemount/MOA This route will travel between Rosemount and the Mall of
American beginning at the Depot Park- and -Ride. This route will travel through the City
Rosemount Transit Plan DRAFT
9
Total Responses
57
Number of respondents who currently
regularly use bus service to commute to
work:
9
Number of respondents who currently use
one or more Park- and -Ride lots:
8
Number of respondents who would use a
Park and -Ride lot if one were more
accessible to them:
27
length of time respondents (on average)
would be willing to travel to a Park -and-
Ride lot:
9.3 minutes
Number of respondents identifying as best
location for a Park -and -Ride facility:
CSAH 42 /TH 3
13
TH3 /CSAH38
12
TH 31160 Street
10
CSAH 42 /TH 52
5
CSAH 42 /Chippendale
4
Dakota County Technical College
3
CSAH 42 /CR 73
2
of Rosemount and the City of Apple Valley to Cedar Avenue, then north to the Mall of
America.
Rosemount/Minneapolis This route is proposed to be an express route traveling from
the Depot Park -and -Ride in Rosemount north along TH 3 to CR 38 west to Cedar
Avenue, then north to the City of Minneapolis.
Rosemount/St. Paul This route is proposed to be an express route traveling from the
Depot Park -and -Ride along CSAH 42 to TH 52, then north to the City of St. Paul.
2.7 Rosemount Transit Public Involvement
On April 28, 2007, the City held a public meeting at City Hall to gather public input on transit
issues. The public meeting was advertised in advance in the Rosemount Town Pages, City
newsletter, direct mailings, and City website. Poster boards were displayed showing information
on existing regional and local transit service, and other regional transit studies. City staff was
available to answer questions and take comments. As part of this effort, a transit questionnaire
was prepared and administered.
Twenty residents responded at the Open House (or using questionnaires they picked up at the
Open House), and 37 responded to the on -line version of the questionnaire. A summary of the
results is provided below:
1 Summary of Rosemount Transit Survey Results 2007
Rosemount Transit Plan DRAFT 10
In addition to the open house, a Transit Task Force was appointed by the City Council to discuss
transit issues and help direct the development of the Transit Plan. This group was made up of
City Council representatives, Planning Commission representatives, and local residents who had
an interest in improving transit in the City.
Rosemount Transit Plan DRAFT 11
3.0 TRANSIT SERVICE ANALYSIS
3.1 Proposed Rosemount Depot Park and -Ride, Fleet, and Service
The Minnesota Valley Transit Authority (MVTA) submitted a federal funding application in
2007 for the "Depot" Park -and -Ride facility along with associated buses and service. The
proposed Park -and -Ride facility would be generally bounded by 145 Street, the CP tracks, and
Burma Avenue. Four buses were proposed to be acquired and dedicated to express service
between the Depot facility and downtown Minneapolis. Four runs during the a.m. and p.m.
peak, respectively, were envisioned.
Although this application was not successful in securing funding, it has been the basis for
discussion for approved temporary Park -and -Ride lot and service.
A Park and -Ride facility within the City would not only provide Rosemount residents with more
convenient access to express service, but would also relieve existing MVTA Park -and -Ride
facilities in the area, which are over or approaching capacity Roughly half of those who
completed the transit survey conducted by the City of Rosemount in 2007 as discussed
previously stated that they would use a Park and -Ride facility if one were more convenient to
them.
As documented in the 2007 federal funding application for the Depot facility and operations,
MVTA estimates that ridership would be 280 per day. This assumes four buses operating at
approximately 90 percent capacity making direct runs between the Depot Park and -Ride location
and downtown Minneapolis during the a.m. peak, and four return runs in the p.m. peak. A
specific route was not identified in the 2007 CMAQ funding application.
Using the methodology and land use assumptions from the Metropolitan Council's 2005 Park
and -Ride Plan, the theoretical demand for Park- and -Ride vehicle spaces for a downtown
Minneapolis destination is as follows:
Year 2010 380 spaces
Year 2020 520 spaces
Year 2030 750 spaces
(Please note: these estimates only include projected commuters to downtown Minneapolis, not
St. Paul)
The above parking estimates assume some reduction in demand due to the 157 Street Park -and-
Ride based on Metropolitan Council guidance. These estimates appear to be high based on
MVTA's estimate for ridership. However, it gives further evidence for the need for Park -and-
Ride capacity at this location based on the Metropolitan Council's methodology.
Rosemount Transit Plan DRAFT 12
Capital Costs
Buses
4 x $345,000
$1,380,000
Park and -Ride Lot
$562,000
Total Capital Costs
$1,942,000
Operating Costs
Platform Operating Hours
3,4680 hours /yr x $90/hr
$312,120
Revenues
71,400 riders x $2.25 /rider
$160,650
Net Operating Costs
$312,120 $151,470
$151,470
Subsidy per Passenger
$151,470/71,400
$2.12
MVTA Average Subsidy (2006)
$3.98
The estimated costs associated with the proposed service supporting the Depot Park and -Ride
facility as presented in MVTA's federal funding application are summarized in Table 3 -1,
below.
Estimated Costs (MVTA
These costs are considered relatively small in relationship to the tax dollars which Rosemount
residents contribute to MVTA. As presented in Section 1.0 of this report, the average tax
revenue from Rosemount residents provided to MVTA over the past five years has averaged
approximately $1,000,000 per year and has increased steadily every year.
The 2007 Metropolitan Council transit system performance evaluation indicates that the average
operating subsidy for MVTA is $3.98 per passenger. As indicated above, the anticipated
operating subsidy for the expanded express service from Rosemount to Minneapolis would be
$2.12 per passenger. This is significantly less than the average for the MVTA system.
3.2 Future Transit in Rosemount
Most of the demand for scheduled transit service in Rosemount and adjacent communities is
associated with express commuter travel to major job centers. This factor is anticipated to
continue, and shapes the discussion provided in this section.
A Short -Term Issues and Planning
The City of Rosemount's residents have not received transit service and facilities commensurate
with the tax dollars they have contributed towards MVTA over many years. Roughly half of
those who completed the transit survey conducted by the City of Rosemount in 2007 of this
Transit Plan stated that they would use a Park and -Ride facility if one were more convenient to
them. In 2007, MVTA did apply for federal CMAQ funding for a Park and -Ride facility in
downtown Rosemount and associated direct service to downtown Minneapolis. While this
application was not funded, it documented the need for such a facility and associated service.
Rosemount Transit Plan DRAFT
13
In coordinating with the Metropolitan Council, MVTA has recently agreed to begin providing
express transit service directly to Rosemount residents. This service, anticipated to commence in
September 2008 will use a temporary Park and -Ride lot. 'ng lot south of
Two buses will be dedicated to this service. From
the Park -and -Ride lot, each bus will make a northbound run to downtown Minneapolis via the
157 Avenue Station during the a.m. commuter rush. During the p.m. commuter rush, each bus
will make a southbound run to bring workers home.
The City welcomes this service and anticipates that it will be sustained and enhanced in the near
future. A permanent Park- and -Ride facility will be required. While the initial service to be
provided will include two 40 -foot buses to downtown Minneapolis, MVTA projects (2007
CMAQ funding application) that ridership demand from Rosemount at 280 per day, necessitating
four dedicated buses. In consideration of the employment base in downtown St. Paul, an express
route to St. Paul should also be included in future funding applications.
Planning Considerations
A Park- and -Ride facility in downtown Rosemount will function as part of the Cedar Avenue
transitway. Instead of Rosemount residents going to other cities' Park- and -Ride facilities, the
Rosemount service will feed into the Cedar Avenue transitway. The City believes that facilities
and service from Rosemount should be considered a part of the larger Cedar Avenue transit
system and be eligible for transitway funding. Improved transit operations in the Cedar Avenue
corridor are a high priority within the region, and UPA funding will accelerate planned
improvements significantly. Linkage between Rosemount and the Cedar Avenue corridor could
be provided via CSAH 42 or CSAH 38 (McAndrews Road).
The City, again, is excited and welcomes the proposed transit facilities and services discussed
above. However, there still is concern with the "Fairness and Equity" offacilities and services
within the MVTA service area. As previously noted, should these concerns continue, the City
may begin to explore the option of opting out of the MVTA.
B. Longer -Term Issues and Planning
At least one permanent Park- and -Ride facility will be required in Rosemount. One site to be
further investigated is the Depot site. The City will coordinate with MVTA to investigate this
and other sites as appropriate.
It is important for the City to consider potential future locations for Park and -Ride facilities from
the perspective of general land use planning and control. Relative to the potential longer term
need for Park and -Ride capacity, significant planning issues to consider are covered under the
following headings.
Future Land Use
Park and -Ride transit stops should be located in proximity to residential areas so residents can
easily access them, potentially by walking and/or biking The City's 2030 Land Use Plan is
included as Figure 9. The City anticipates a significant amount of development in the easterly
Rosemount Transit Plan DRAFT 14
portions of Rosemount that are currently undeveloped. It can be seen that High Density
Residential is identified for the CSAH 42 /Akron Avenue (CSAH 73) intersection representing a
potentially attractive location for a Park -and -Ride facility.
University of Minnesota Outreach Research and Education (UMore)
The University of Minnesota's Outreach Research and Education (UMore) Park Area is depicted
on Figure 10. This area, 5,000 acres in size, is currently undeveloped. In 2006, the University
of Minnesota commissioned an extensive study to evaluate alternative approaches to manage
and/or develop the site. The recommended approach which has been adopted by the University's
Board of regents has been to pursue development of a residential community in a manner using
sound planning principals to limit environmental impacts and promote active and healthy living.
The approach recommended by the University's lead consultant for the project calls for
redevelopment of the area over the next 20 to 30 years, with the potential for 20,000 30,000
residents.
If the UMore residential development does, in fact, move forward, this would significantly
enhance demand for transit facilities in the Rosemount area. One of the goals of the
development would be to use sustainable practices, which would include the use of transit to the
greatest degree feasible.
Preliminary plans for the Umore site show transit station locations within the development. In
addition, the Robert Street corridor plan shows a direct connection into the Umore development
site (see Figure 8). The City will continue to work through the development review process in
locating and developing transit facilities within the Umore Park development.
Future Transit Service Routes
Any Park- and -Ride facility would have to be located adjacent to limited stop transit service.
Transit vehicles should not spend substantial time going off -route to pick up riders because this
decreases the time attractiveness for other riders and the overall service. Thus, it is important to
consider where future transit service through Rosemount may be located.
Based on study and recommendations by Dakota County (see Figure 8), it is considered unlikely
that express transit service will be provided along TH 52 in the vicinity of Rosemount in the
foreseeable future. Metro Transit staff has indicated that their agency is not planning service in
this corridor. There is limited population in this corridor to support express service to major
employment centers.
According to Metro Transit staff, it is unlikely that express or other transit service would ever be
implemented within the TH 3 roadway right -of -way because its alignment is too circuitous for
efficient bus operations. The most viable option in this general corridor is railroad right way
east of TH 3. As seen on Figure 8, Dakota County has identified this as a Potential Transitway,
with either LRT or BRT operations. If this transitway is implemented, it likely would have a
long term timeframe.
An important potential future service line to consider is along CSAH 42. As is indicated in
Section 2.5 of this Transit Plan, all of the alternatives currently identified for future study in
Rosemount Transit Plan DRAFT
15
aaau c oo aaaaa �+.n nP
Location
Vehicle Space Demand
2010
2020
2030
CSAH 42/TH 52
50
200
300
CSAH 42 /CSAH 73
150
350
500
CSAH 42 /TH 3
550
700
1,100
TH 3 /CSAH
38 /Biscayne
450
600
850
1_ _._1_ _L!__
Dakota County's Robert Street Corridor Transit project (Figure 8) include east -west BRT
service along CSAH 42. From the perspective of Rosemount commuters, the primary
importance of such enhanced bus service would be to link to Cedar Avenue BRT service. CSAH
42 bus service would not have to be full -scale BRT, as is currently being considered in the
Robert Street Transit Corridor study. It could include other general transit advantage measures,
such as bus -only shoulders and /or signal prioritization, to be effective.
Circulator Transit Service
With the growth of employment centers and retail hubs in the southeast Metro area, a need for a
reliable circulator transit system is becoming more evident. This type of service would operate
on a limited regular schedule, providing access to the employment centers and retail hubs
throughout the area. This type of service would require commitments from not only MVTA as
the operator, but the local communities in the area that would benefit from the service. This
circulator system should be studied in partnership with MVTA and the communities adjacent to
the City of Rosemount to determine need and potential service routes.
Potential Park and -Ride Locations
Potential future Park and -Ride locations have been identified for longer -term consideration.
These locations are depicted on Figure 11. Using the Metropolitan Council's methodology for
estimating parking demand at Park- and -Ride facilities, Table 3 -2 provides generalized demand
estimates. The Metropolitan Council's methodology for estimating demand for given Park -and-
Ride locations is based on information according to transportation analysis zones (TAZs). These
TAZs have been established by the Metropolitan Council for use of the Council's regional traffic
forecasting model, and transportation- related information is organized according to this system.
The Metropolitan Council has estimated demand for each TAZ in the region for trips to
downtown Minneapolis and downtown St. Paul, respectively. The TAZs within the area of the
proposed Park- and -Ride sites are identified and the Metropolitan Council information used to
project parking demand for those sites.
Table 3 -2 Projected Park and -Ride Demand 2005 Met Council Methodology
Note: these estimates do not include the development associated wi UM ore P ar a. T hey 1
downtown Minneapolis plus St. Paul
CSAH 42 /TH 52
This location would serve the future development planned for this interchange area, as well as
other local and regional commuters. It most likely would support bus operations along CSAH
42, carrying passengers to Cedar Avenue BRT and /or points west.
Rosemount Transit Plan DRAFT 16
CSAH 42 /Akron Avenue (CSAH 73)
A key consideration for the attractiveness of this location will the potential development of the
UMore site as discussed above. If this site is developed, it would be close enough to the CSAH
42 /CSAH 73 location such that UMore residents could walk and/or bike to the transit stop. The
development of a facility at this location would be dependant on bus service along the CSAH 42
corridor.
CSAH 42 /TH 3
This site is attractive because of its proximity to a large number of residences and is at the
intersection of two arterial roadways for good vehicular access.
TH 3 /CSAH 38/Biscayne Avenue
It is unlikely that bus service will be provided north on TH 3 at this location because of
hilly /winding conditions. However, if a transitway is developed in the railroad right -of -way
adjacent to TH 3, a potential location for a Park- and -Ride to support this service would the
intersection of TH 3 and Biscayne. Although a Park and -Ride at this location would not be
serviced by buses on TH 3, there would be potential for service from this location along CSAH
38 to the Cedar Avenue corridor. Residents could access this location via TH 3 or CSAH 38
(McAndrews Road), both of which are arterial roadways.
Van Pool Car Pool
Van pools and car pools are an important function of the Park and -Ride facilities proposed in the
above section. These Park and -Ride facilities not only will support fixed route or other types of
transit service, but will support locations at which van pools and car pools can originate. The
Metropolitan Council operates a van pool program called "VanGo," which is a program that can
be utilized for Rosemount residents. Van pools are made up of 5 -15 people commuting to and
from work together on a regular basis. Typically, the monthly van pool costs average
approximately $100 per month, per person. One of the requirements of the VanGo program is
that the service must not duplicate any of the Twin Cities' public transportation system services.
With minimal fixed route or other service to the City of Rosemount, having van pools begin and
end at the Park- and -Ride locations would qualify for this service. The City will work with
Metropolitan Council and local residents in providing adequate parking and promoting and
developing van pools and car pools.
3.3 Park and -Ride Design Considerations
A basic approach for implementing Park- and -Ride facilities will be based on the needs at each
specification location. Demand for Park and -Ride capacity can be projected using established
methods. However, on a location -by- locations basis there will always be some uncertainty as to
what the demand would actually be. The basic types of Park- and -Ride facilities are as follows:
1. Park and Pool A surface lot could be established at a location where there currently is
not transit service, but such service is anticipated in the future. Travelers would
Rosemount Transit Plan DRAFT 17
coordinate and meet at this location such that only one vehicle (car or van) would carry
multiple commuters to a common downstream employment area.
2. Park -and -Ride Surface Lot A park -and -pool lot could then be converted to a Park -and-
Ride lot when transit service is actually introduced. The demand for spaces and surface
area would then be increased significantly.
3. Expanded Park and -Ride Surface Lot As Park -and -Ride demand grows, area should
ideally be established ahead of time for potential expansion of the surface lot.
4. Structured Parking As Park and -Ride demand outgrows the ability to expand the
parking capacity on the surface level, the facility may vertically expand with structured
parking on an additional level or levels.
5. Transit Center Park- and -Ride facilities can be further developed into transit centers
where multiple transit lines meet with timed transfers.
Successful design of Park -and -Ride facilities addresses and balances the following factors:
Ease of access To maximize utilization, motorists should be able to readily access the
facility without having to travel far from arterial roadway. Likewise, transit buses should
be able access the facility without traveling far from their line haul route to maximize
route efficiency. Access points should meet all applicable requirements and guidelines
for sight distances, turning radii, and other access design elements.
Separation of Modes Access for different modes should be well organized and
separated to the degree feasible to minimize conflicts and maximize efficiency of the
various operations. Factors to consider include separate access driveways for transit and
non -transit modes, as well as a designated access point for "drop- and -ride" activities.
Non- motorized access needs to be properly accommodated.
Sufficient bike storage and pedestrian accessibility For Park -and -Ride facilities to be
truly multi modal, they should effectively accommodate non motorized travelers. Bike
lockers are non motorized versions of vehicle stalls and need to be included.
Aesthetic integration into the surrounding community Park and -Ride facilities should
be clearly visible from the roadway with unambiguous access design, but at the same
time should fit the surrounding context to the greatest degree feasible. For surface
facilities, this would include measures such as appropriate site location and configuration,
and attractive landscaping and lighting. Large, featureless expanses of pavement/vehicles
should be avoided. For structured parking, attention to basic architectural design quality
and appropriate materials should receive a high priority.
Comfort, Safety, and Security Users of the facility should feel comfortable and secure
when using the facility. Measures to address this would include effective lighting,
minimizing required walking distances, and sheltered/heated waiting areas. A balance
should be struck between having the facility fitting unobtrusively into its context (see
above) versus having parked vehicles be visible for security purposes. Surveillance
cameras should be considered for personal and property security purposes.
Transit Oriented Development (TOD) Park -and -Ride lots can be incorporated into
broader land use development areas that feature mixed land use, relatively dense
development, and enhanced walkability. TOD is discussed in greater detail in the
following section of this report.
Rosemount Transit Plan DRAFT 18
Any Park -and -Ride facility in Rosemount would likely be developed and constructed in
partnership with the Minnesota Valley Transit Authority and/or Dakota County and /or the
University of Minnesota (UMore Park). Detailed design considerations regarding factors such as
private vehicle access points and circulation, and bus access and passenger collection
configurations, would be coordinated with those agencies meeting all applicable standards and
guidelines.
3.4 Transit Oriented Development
Overview
Transit Oriented Development (TOD) is a concept which is increasingly being considered and
implemented in Twin Cities' metro area and elsewhere. The basic premise is to concentrate a
mix of land uses and activities in close proximity to a transit stop such that the transit ridership
and the TOD -based activity will support each other. The core principals of TOD development
are summarized under the following headings.
Compact Development Medium to high density development in proximity to a transit
station means that more people and activities will be within a walkable distance from the
transit stop. The Metropolitan Council considers approximately'/ mile to be a
comfortable walking distance.
Mix of Land Uses Mixing land uses such as residential, retail, and office within
walking distance of the transit stop means that the stop will be both an origin and a
destination for trips at the station. From a broader planning perspective, mixed land use
should have the affect of reducing the need for vehicular trips, because residents in the
TOD area can easily access local jobs and shopping opportunities, workers can access
retail and services, and so forth.
Pedestrian Orientation A central component of the TOD concept is walkability, such
that there is attractive non motorized access between land uses within the TOD area, and
between those land uses and the transit stop. Some of the basic walkability goals would
be street- facing buildings on a network of pedestrian-scaled streets on a grid pattern,
attractive streetscaping, and appropriate traffic control at pedestrian crossing points.
Transportation Interfaces Different travel modes need to be effectively linked for
TOD to be successful. This includes transit, pedestrian, bicycle, and vehicular. While
the TOD concept is based on a reduced need to use private vehicles, there will still be a
need for vehicles to be appropriately accommodated. This could include Park and -Ride
capacity such that people could drive to the transit stop, take transit to work and back,
and then shop within the TOD area prior to driving home at night.
Rosemount Transit Plan DRAFT 19
Considerations for Rosemount
The City of Rosemount is currently undertaking a downtown revitalization effort which will
increase the mix of land uses and overall development densities. As envisioned by the City, this
redevelopment will be generally consistent with the TOD approach, and would be compatible
with the Depot a Park -and -Ride location (145 Street and Burma Avenue) as depicted on
Figure 8.
In reviewing other potential locations for TOD development, it is helpful consider existing and
future land use as envisioned on Figure 9, along with potential Park and -Ride locations as
identified on Figure 11. The City anticipates continued residential land use in the vicinity of the
TH 3 /CSAH 38 location, so rezoning would have to take place to allow retail, office, or other
uses to take place there. For the other potential Park -and -Ride locations, the adjacent areas
either have or are planned to have a mix of land uses which would be consistent with a TOD
approach.
The basic components of TOD, including mixed land use, medium to high density development,
walkability, and effective multi -modal accommodation, are planning goals which have value in
their own right, even if transit is not part of the limited development process. The City should
continue to promote these concepts in developing and/or redeveloping areas with an eye towards
potential integration with transit service, primarily at the locations identified as candidates for
Park and -Ride facilities (with the exception of the TH 3 /CSAH 38 location as discussed above).
Rosemount Transit Plan DRAFT 20
4.0 TRANSIT FUNDING SOURCES
The primary sources of transit funding in the Twin Cities metropolitan area are summarized
below:
Baseline Regional Transit Funding
For years, regional transit operating costs (driver wages, administrative costs, utilities, etc.) over
and above fare box recovery were funded primarily by local property taxes, with significant
contributions also from the state general fund. Beginning in 2001, property taxes could no
longer be used for this purpose, and they were replaced by the Motor Vehicle Sales Tax
(MVST). Allocations to the state general fund continue to represent a significant portion of
transit operating funding in the metro region.
Funds for capital costs, including vehicles, facilities, and equipment, are allocated by the
Metropolitan Council. The primary sources of capital funding are federal formula funds
administered by the Federal Transit Authority, and the Regional Transit Capital (RTC). The
RTC, controlled by the Metropolitan Council, is funded by legislatively authorized bonding and
supported by property tax levies.
Federal Congestion Management and Air Quality Improvement Program Funding
(CMAQ)
Every two years, the Metropolitan Council solicits applications for federal transportation
funding. Applications are submitted by Mn/DOT, county and local government agencies, and
transit authorities. Selection of projects for funding are made through a competitive process as
administered by the Metropolitan Council. There are various project categories. Transit projects
fall under the Congestion Mitigation and Air Quality (CMAQ) Improvement Program. During
the 2007 regional solicitation cycle, approximately $55 million in SAFETEA -LU federal funds
were allocated to CMAQ projects in the region. Traditionally, CMAQ has been the most
important source of funding for transit projects outside of the baseline funding. Operating costs
for existing transit service are not eligible for funding under this program.
Counties Transit Improvement Board
During the 2008 session, the Minnesota Legislature passed legislation giving counties in the
metropolitan area the authority to form a joint powers board and impose a one quarter percent
sales and use tax, and an excise tax of $20 per vehicle purchased to support transit services and
facilities. Five metro counties, including Dakota County, have established a Joint Powers
Agreement based on this legislation. This program will provide key funding in a stable and
predictable manner to promote transit availability and ridership in the metro area. Minnesota
Statute 297A.992 (subdivision 6), the statutory basis of CTIB, defines four categories of eligible
grant applications:
Rosemount Transit Plan DRAFT 21
Capital improvements to transitways including, but not limited to, commuter rail rolling
stock, light rail vehicles, and transitway buses
Capital costs for Park- and -Ride facilities
Feasibility study, planning/environmental study, engineering, property acquisition, and
construction of transitways
Operating assistance for transitways
Dakota County has estimated that the CTIB program will raise approximately $50 million for
metro region projects in calendar year 2009, increasing to approximately $110 million by
calendar year 2010. Allocation of this funding will be based on a competitive application
process, generally analogous to the Metropolitan Council's regional solicitation for federal
funding program described above.
Five of the seven metropolitan counties have entered into a joint powers agreement establishing
the Counties Transit Improvement Board (Board) as authorized by the state legislation discussed
above. The five counties are: Anoka, Dakota, Hennepin, Ramsey, and Washington. Scott and
Carver Counties have chosen not to participate. Per requirements of Minnesota Statute
297A.992, subdivision 5, the Board established a Grant Evaluation and Ranking System
(GEARS) committee. This committee evaluates grant applications following objective criteria to
be established by the Board.
The Board will consist of two commissioners from each of the member counties, as well as the
Chair of the Metropolitan Council. Ninety five percent of the voting authority on the Board is
allocated to the member counties, with the remaining five percent allocated to the Metropolitan
Council. Within the 95 percent, each county will receive votes proportionate to its share of the
total population and sales tax of the Board counties. The full Joint Powers Agreement is
included as Appendix C.
Of direct interest to the City of Rosemount is the potential funding for a Park and -Ride facility or
facilities and associated express services in the City of Rosemount. Per Minnesota Statute
297A.992, which references Minnesota Statute 174.256, subdivision 2, a Park- and -Ride facility
is defined as "a facility consisting of a Park -and -Ride lot where commuters' automobiles are
parked and, within a reasonable walking distance, a station or some transfer point where
commuters board the transit mode. `Transit mode' includes transportation by bus, car pool, van-
pool, and other similar services." Based on review of the statutes, eligible Park and -Ride
facilities need not be directly on enhanced transitways as formally defined by the Metropolitan
Council. Park -and -Ride facilities within Rosemount, including the associated transit service,
would support transitway operations on the Cedar Avenue corridor or on a potential future
transitway along current railroad right -of -way adjacent to the Robert Street (TH 3) corridor.
Rosemount Transit Plan DRAFT 22