HomeMy WebLinkAbout2.d. Transit Plan, ENG 0126AGENDA ITEM: Transit Plan, ENG 0126
AGENDA SECTION:
PREPARED BY: Andrew J. Brotzler, PE, City Engineer *AGENDA
NO. 2, D.
ATTACHMENTS: Draft Transit Plan
APPROVED BY: tfr
RECOMMENDED ACTION: Discussion Only
4 ROSEMOUNT
BACKGROUND:
CITY COUNCIL
City Council Work Session: May 14, 2008
EXECUTIVE SUMMARY
As part of the City's draft Transportation Plan, the City Council authorized the preparation of a Transit
Plan. At this time, a draft Transit Plan has been completed as an appendix to the draft Transportation
Plan. A copy of the draft Transit Plan, which will be distributed with the City's Comprehensive Guide
Plan Update, is attached for your review.
Through the development of this Plan, a task force was established by Council to assist with the
development of the Plan. The task force which consisted of elected and appointed officials and citizens
met on three occasions during the development of the Plan. In addition, a public informational meeting
was conducted for the Transit Plan concurrent with an open house for the Comprehensive Guide Plan
Update.
Chuck Rickart with WSB Associates, Inc. will be in attendance at the meeting to present the draft
Transit Plan to Council and respond to comments or questions that you may have.
Again, the draft Transit Plan has been added to the Transportation Plan as an appendix and will be
distributed for public review and comment with the City's Comprehensive Guide Plan Update.
G: \ENGPROJ \ENG 0126 Transit Study TransitPlanDiscussionCWS5- 1408.doc
DRAFT TRANSIT PLAN
City of Rosemount
Council Work Session
'May 14, 2008
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ROSEMOUNT TRANSIT PLAN
DRAFT
APRIL 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 April 2008
WSB Project No. 1556 -92
1.0 INTRODUCTION 1
2.0 OVERVIEW OF TRANSIT ISSUES 2
2.1 Background 2
2.2 Types of Scheduled Transit Service 2
2.3 Transit Planning and Delivery Responsibilities 3
3.0 EXISTING TRANSIT SERVICE AND FACILITIES 4
3.1 Service 4
3.2 Facilities 4
4.0 OTHER RELEVANT PLANS, STUDIES, AND PROJECTS 6
4.1 Metropolitan Council Transportation Policy Plan (TPP) 6
4.2 Dakota County Plans 6
4.3 Cedar Avenue Bus Rapid Transit 7
4.4 Robert Street Corridor Transit Feasibility Study 8
4.5 2030 Transit Master Plan 9
5.0 PUBLIC INVOLVEMENT 10
6.0 POTENTIAL FUTURE PARK AND -RIDE LOCATIONS 11
6.1 Background 11
6.2 Potential Future Transit Service 12
6.3 Individual Park- and -Ride Locations 12
6.3.1 CSAH 42 /TH 52 12
6.3.2 CSAH 42 /County Road 73 13
6.3.3 145 Street/Burma Avenue 14
6.3.4 CSAH 42 /TH 3 14
6.3.5 TH 3 /CSAH 38/Biscayne Avenue 15
7.0 PARK -AND -RIDE DESIGN CONSIDERATIONS 16
8.0 TRANSIT ORIENTED DEVELOPMENT 18
9.0 FUNDING OPTIONS 20
10.0 SUMMARY PLANNING CONSIDERATIONS 21
Figures
1. Transit Provider Service Areas
2. Existing Regional Transit Service
3. Existing Local Transit Service and Connections
4. Existing Transit Facilities Available to Rosemount Residents
5. Metropolitan Council 2030 Transitway System
6. Robert Street Corridor Transit Feasibility Study Area
7. Rosemount 2025 Land Use Plan
8. Potential Rosemount Park -and -Ride Locations
9. CSAH 45/TH 52 Potential Park -and -Ride Area
10. CSAH 42 /CR 73 Potential Park- and -Ride Area
11. UMore Park Area
12. 145 Street/Burma Avenue Potential Park- and -Ride Area
13. CSAH 42/TH 3 Potential Park and -Ride Area
14. TH 3 /CSAH 38/Biscayne Potential Park -and -Ride Area
Appendix
Rosemount Transit Questionnaire
Rosemount Transit Plan -DRAFT (April 2008)
1.0 INTRODUCTION
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 levels grow and congestion conditions worsen, the City wishes to be
proactive in terms of planning for transit service and facilities into the future. An additional goal
is to identify land use needs and opportunities to promote transit goals. This Transit Plan will be
included by reference into the full Rosemount Transportation Plan, which, in turn, will be
referenced into the City of Rosemount 2008 Comprehensive Plan Update.
There are two basic forms of transit: paratransit, and scheduled service. Paratransit, also referred
to as "dial -a- ride," is service whereby riders schedule rides to specific locations, such as medical
clinics or shopping locations. It generally is a social service to assist the elderly, handicapped, or
others for whom driving is not a viable option. Paratransit is currently provided by Dakota Area
Resources and Transportation for Seniors (DARTS) in the City of Rosemount. The level of
paratransit service is effective and consistent with other similar communities in Minnesota.
The focus of this study is scheduled transit service. The primary and related goals of this type of
service are: a) to give residents a transportation alternative such that they don't need to drive and,
b) remove conventional vehicles from area roadways. Successfully achieving these goals reduces
congestion levels, as well as the need for roadway expansion investments.
The structure of this Plan is as follows:
Section 2.0 Overview of transit issues
Section 3.0 Existing transit service and facilities
Section 4.0 Other relevant plans, studies, and projects
Section 5.0 Public involvement
Section 6.0 Potential park -and -ride locations
Section 7.0 Park and -ride design considerations
Section 8.0 Transit Oriented Development (TOD)
Section 9.0 Funding Options
Section 10.0 Summary transit planning considerations
Rosemount Transit Plan DRAFT (April 2008) 1
2.0 OVERVIEW OF TRANSIT ISSUES
2.1 Background
American cities, particularly those in the Midwest, have largely developed around the use of the
automobile. This has led to relatively low- density land use development patterns. Low density
development provides a challenge for implementing efficient transit service for two basic reasons:
Fewer people are within walking distance of available and potential transit lines than is
the case with higher density development; and
Trip destinations, such as employment or retail nodes, are dispersed and difficult to
cover efficiently with linear transit service.
Rosemount is a typical Midwestern city with relatively low density development. In addition,
Rosemount is fairly distant from major activity centers such as downtown Minneapolis and
downtown St. Paul, from a transit perspective. For these reasons, there traditionally has not been
a high demand for scheduled transit service in Rosemount. However, people will increasingly
desire a transportation alternative to driving on congested roadways and, if they work in a major
activity area, having to pay high rates for parking. In addition, there will be a substantial amount
of development over the next ten to twenty years in Rosemount which will add potential transit
riders.
2.2 Types of Scheduled Transit Service
There are three types of scheduled bus transit service:
Local/crosstown service
Express/commuter service
Circulator /flex routes
Local/crosstown service
This is all day service, using standard 40 -foot buses. Service may be reduced on weekends.
These routes follow collector and minor arterial roadways. They typically stop at any block on
the route as requested by riders. In the Twin Cities metro area, these routes can link multiple
communities and are generally organized on a grid network. This service is sometimes referred
to as "mid -day" service, in contrast to express service which is only provided during the peak
"rush" times (see below).
Express /commuter service
This service is provided primarily to meet commuter demand. It is concentrated around the peak
morning (6 -9 a.m.) and afternoon (3 -6 p.m.) travel times. It is oriented towards the three primary
employment centers (downtown Minneapolis, downtown St. Paul, University of Minnesota) in
the morning, and out from those centers in the afternoon. This service generally follows minor or
principal arterials, with limited stops.
Rosemount Transit Plan DRAFT (April 2008) 2
Circulator /flex routes
This type of service typically uses smaller buses or vans to circulate throughout a neighborhood
or neighborhoods to connect residents with more extensive, regional transit service. It could also
provide a link for local destinations, such as shopping areas.
2.3 Transit Planning and Delivery Responsibilities
The primary agency that provides transit facilities and service in the Twin Cities metropolitan
area is Metro Transit, which is a division of the Metropolitan Council. Metro Transit carries
approximately 90 percent of all riders using scheduled transit service in the Metro Area. Twelve
communities, known as "opt- outs," have chosen to provide their own transit service. Two
consortiums of op -outs have been formed, including:
Minnesota Valley Transit Authority (MVTA), made up of Rosemount, Eagan, Burnsville,
Apple Valley, and Savage; and
Southwest Metro Transit, made up of Eden Prairie, Chanhassen, and Chaska
Maple Grove, Plymouth, Shakopee, and Prior Lake provide and manage their own transit service.
The map of transit service areas within the Metro Area is seen on Figure 1. The opt -out services
receive their funding through the Metropolitan Council.
As identified above, Rosemount is part of the MVTA consortium. MVTA does system planning
in terms of routes, service, and facilities. Transit planning and implementation are subject to
regional and state -wide funding considerations which are generally out of the City's control.
However, the City can identify potential and/or desired future facilities to help establish the
groundwork for future planning, funding, and implementation activities.
Dakota County is increasingly taking on transit planning/coordinating responsibilities through
initiatives such as Cedar Avenue Bus Rapid Transit, the Robert Street Transit Corridor Study, and
other projects.
Rosemount Transit Plan DRAFT (April 2008) 3
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f ItrYi 4t'Wa11Sfops...
420
Local/flex route
Apple Valley, Rosemount
422
Local/suburb to suburb
Apple Valley, Apple Valley Transit
Station, Burnsville, Mall of America
425
Local /suburb to suburb
Apple Valley, Burnsville, Best Buy
Headquarters, Burnsville Transit Station
440
Local/suburb to suburb
Apple Valley, Apple Valley, Apple
Valley Transit Station, Blackhawk Park
and -Ride, Mall of America, Minnesota
Zoo
442
Local /suburb to suburb
Apple Valley, Apple Valley Transit,
Burnsville, Mall of America
465
Minneapolis Express
Apple Valley, Burnsville, Downtown
Minneapolis, Burnsville Transit Station,
I -35W and 66 Street, University of
Minnesota
477
Minneapolis Express
Apple Valley, Downtown Minneapolis,
157`" St. Station (CR 46/CR31)
480
St. Paul Express
Downtown St. Paul, Apple Valley
Transit Station, Blackhawk Park -and-
Ride
3.0 EXISTING TRANSIT SERVICE AND FACILITIES
3.1 Service
Regional service for the overall Metro area is depicted on Figure 2. Local service and
connections are depicted on Figure 3. As can be seen on Figure 3, existing transit service in
Rosemount consists of Flex Route 420. This provides east -west service between the Rosemount
Plaza in downtown Rosemount and the Apple Valley Transit Center just east of TH 77 (Cedar
Avenue). From the Rosemount Plaza, the scheduled route runs along 145 Street, 147 Path
West, Emery Path, and CSAH 42. The "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
mile of the standard route. Those who wish to be picked up or dropped off off -route request this
with a telephone call to MVTA.
3.2 Facilities
Apple Valley Transit Center
The Apple Valley Transit Center, depicted on Figure 4, has two key components. First it has a
park- and -ride lot with 470 vehicle spaces. These spaces are all used on a regular basis, and there
is significant demand for more spaces. MVTA has recently secured parking in an adjacent
parking lot for 100 parking places, with more available in the future or the Watson site. Second,
it is a stopping point for eight transit lines with extensive combined service areas. These routes,
and the areas /destinations they serve, are identified on Table 3.1, below.
Apple Valle Transit Center Routes
Rosemount Transit Plan DRAFT (April 2008)
4
Eagan Blackhawk Park and -Ride
As identified on Figure 4, the Eagan Blackhawk Park and -Ride facility is located at Cliff Road
and I -35E. This facility has 367 parking spaces, which were approximately 80 percent utilized in
2007. The following Routes stop at this facility:
420 Local/flex route: Apple Valley, Rosemount
440 Local /suburb to suburb service: Apple Valley, Eagan, Bloomington
472 Express service: Downtown Minneapolis, South Minneapolis (I- 35W/Lake Street)
480 Express service: Downtown St. Paul, Apple Valley, Burnsville, Eagan
Apple Valley Palomino Park and -Ride
As identified on Figure 4, the Apple Valley Palomino station is located at Palomino Drive and
Pennock Avenue, south and west of the I- 35E/TH 77 (Cedar Avenue) interchange. This facility
has 312 parking spaces, which were approximately 95 percent utilized in 2007. The following
routes stop at this facility:
442 Local /suburb to suburb service: Apple Valley, Burnsville, Bloomington, Mall of
America Transit Center
476 Express Service: Downtown Minneapolis, South Minneapolis (I- 35W/Lake Street),
Apple Valley (local stops, Palomino Park and -Ride, Apple Valley Transit Center)
477 Express Service: Downtown Minneapolis, South Minneapolis (I- 35W/Lake Street),
Apple Valley (Palomino Park- and -Ride, Apple Valley Transit Center,
480 Express Service: Downtown St. Paul, Apple Valley, Burnsville, Eagan
Eagan Transit Station
As identified on Figure 4, the Eagan Transfer Station is located at CSAH 31 (Pilot Knob Road)
and Yankee Doodle Road at the I -35E interchange. In 2007 this facility has 679 parking spaces,
which were approximately 60 percent utilized in 2007. The following routes stop at this facility:
445 Local/suburb to suburb service: Eagan, Bloomington, Mall of America Station
446 Local /suburb to suburb service: Eagan, Mendota Heights, Minneapolis (46` Street
LRT Station)
470 Commuter Service: Downtown Minneapolis, South Minneapolis (I -35W /Lake
Street), Eagan (Blackhawk Park -and -Ride, and Eagan Transit Center)
480/484 Express Service: Downtown St. Paul, Apple Valley, Burnsville, Eagan
157 Street Station Park and -Ride
As identified on Figure 4, the 157 Street Station Park -and -Ride facility is located on Pilot Knob
Road between CSAH 46 (160` Street) and 157 Street. This facility has 258 parking spaces,
which were approximately 10% utilized in 2007. The following routes stop at this route:
420 Local/flex route: Apple Valley, Rosemount
477 Minneapolis Express: Apple Valley, Apple Valley Transit Center, Downtown
Minneapolis
Rosemount Transit Plan DRAFT (April 2008)
4.0 OTHER RELEVANT PLANS, STUDIES, AND
PROJECTS
4.1 Metropolitan Council Transportation Policy Plan (TPP)
The TPP is the Metropolitan Council's "roadmap" for meeting the region's transportation needs
through 2030. From the perspective of transit planning for Rosemount and the issues covered in
this report, key elements /recommendations of the TPP include the following:
The overall region is anticipated to grow by approximately one million people between
2000 and 2030, and there are not any identified plans for major roadway network
capacity improvements over that timeframe. Thus, there needs to be an emphasis on
effective land use planning, multi -modal transportation planning and implementation,
travel demand management, and other measures to keep pace with this growth and avoid
excessive congestion.
The Met Council has established a goal of increasing transit ridership by 50 percent by
2020, and 100 percent by 2030. Metro Transit provided approximately 75 million rides
in 2006. The majority of the measures identified as tools to reach this goal involve
increasing commuter /express ridership.
A network of Transitways with dedicated right -of -way and transit preference is identified
(see Figure 5). This includes the existing Hiawatha Light Rail Transit (LRT) line, the
future Cedar Avenue Bus Rapid Transit (BRT) Corridor, and other corridors. Lacking in
this network is a north -south corridor south of downtown St. Paul. However, this area is
being studied by Dakota County (please see information on the Robert Street Corridor,
below).
The TPP states: "The bus system will remain the foundation of future transit services."
Information under this heading in Chapter 4 of the TPP reads: "Bus service will be
significantly increased with strategically focused improvements to better meet customer
needs and promote more efficient use of public facilities consistent with the
[Metropolitan Council's] 2030 Regional Development Framework. The transit vehicle
fleet and related public and support facilities including transit stations, park- and -ride
lots and garages will be expanded and enhanced to deliver transit service capable of
meeting the ridership goal."
4.2 Dakota County Plans
2025 Transportation Plan
The 2004 Dakota County Transportation Plan has a significant section on transit issues. This
section identifies that, while the County currently plays a limited role in the direct provision of
transit services, it recognizes the need for effective transit to help relieve congestion on County
and other roadways. It identifies the following objectives in terms of the County's role in transit:
1. Advance the role of the Dakota County Regional Railroad Authority in transit discussion
and decision making.
2. Provide leadership in transitway planning and development.
3. Support providers in meeting transit needs of the transit- dependent population.
Rosemount Transit Plan DRAFT (April 2008) 6
4. Work with providers to match transit needs of the transit dependent population.
S. Work with local units of government to link transit and land -use decision making.
6. Monitor and support use of technological advances to reduce travel demand and improve
transit.
7. Secure dedicated state and federal transit funding.
The plan emphasizes the need for effective transitways to accomplish the following goals:
Improve mobility and access in the region.
Provide transportation alternatives with fewer negative impacts on the environment than
continued use of single- occupant vehicles.
Support revitalization of central cities.
Channel private investment and growth into transit corridors.
Draft Transit Plan
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 elements of the draft
Transit Plan relative to this study include the following:
The County is anticipated to see continued substantial 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. 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.
4.3 Cedar Avenue Bus Rapid Transit
Background
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 technology which will be used
will be Bus Rapid Transit (BRT). The buses will run along the shoulders of the roadway, and
transit advantages such as prioritized signal timing will be utilized. As recommended in a 2004
The initial 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 likely be accelerated with the anticipated US DOT Urban Partnership Agreement, as
discussed under the following heading.
Rosemount Transit Plan DRAFT (April 2008) 7
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.
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 the funding for
the projects identified in their proposal. The federal grant amount will be $133 million, including
$86 million for transit projects. This is pending the securing of a local match of approximately
$55 million. This match is anticipated, but it may not be secured through the state legislative
process.
One of the projects which would receive substantial UPA funding would be the Cedar Avenue
BRT project. According to senior Metro Transit staff, if the local match is secured and the UPA
funding moves forward for the Minneapolis /St. Paul area, all of the corridor improvements and
vehicle procurements summarized for phases 1— 3, above, would be implemented by the end of
2009. The service at that time would be all day, frequent (15 minute headways) service.
4.4 Robert Street Corridor Transit Feasibility Study
This study is being led by Dakota County Regional Railroad Authority, and was initiated in 2007.
The study area 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 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. As identified previously, the Metropolitan
Council Regional Transitway Map (Figure 5) does not include a regional transitway to serve the
project area, a gap which Dakota County and its study partners wish to address.
This study is a long term, planning level effort to evaluate general alternatives and make
recommendations for future evaluation and potential implementation steps. While the title of the
Rosemount Transit Plan DRAFT (April 2008) 8
study includes "Robert Street Corridor," potential corridor routes which may be advanced
through the study process are not limited to TH 3/Robert Street. Options are currently being
reviewed in the vicinity of Rosemount include:
LRT or BRT in railroad right -of -way adjacent to Robert Street and TH 149 to the north,
with connecting service to downtown St. Paul and the Hiawatha LRT line via TH 55.
LRT in the TH 52 right -of -way with a direct link to downtown St. Paul and with
connecting service to the Hiawatha LRT line via TH 55.
All alternatives under review contain east -west BRT service on CSAH 42 east to TH 52.
Dakota County anticipates that the study will be completed in early to mid 2008.
4.5 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 Burma Street Park and -Ride. This route will travel through
the City 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 Burma Street 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
Burma Street Park and -Ride along CSAH 42 to TH 52, then north to the City of St.
Paul.
The starting and/or ending point for each of these routes is at the proposed Park- and -Ride facility
at the intersection of 145` Street and Burma Avenue. The MVTA has requested Federal money
for the development of this proposed Park and -Ride. This is also the beginning and/or terminus
of the MVTA Flex Route No. 420.
Rosemount Transit Plan DRAFT (April 2008) 9
f ad i esp s
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
TH 3 /CSAH 38
12
TH 3/160' Street
10
CSAH 42/TH 52
5
CSAH 42 /Chippendale
4
Dakota County Technical College
3
CSAH 42 /CR 73
2
5.0 PUBLIC INVOLVEMENT
[Kim and Eric, for this whole section, please confirm/correct /provide info.]
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 questionnaire was
prepared and administered. A copy of the questionnaire is included in Appendix A of this report.
Regarding the questionnaire, 20 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:
emount Transit Survey Results, 2007
While the results listed in this table should be factored into the planning process, it needs to be
kept in mind that these are not statistically significant results.
Rosemount Transit Plan DRAFT (April 2008) 10
6.0 POTENTIAL FUTURE PARK AND -RIDE LOCATIONS
6.1 Background
Most of the demand for transit service in Rosemount and adjacent communities is associated with
express commuter travel to major job centers. This factor is anticipated to continue.
Accordingly, a primary focus in terms of mid- to long -term transit planning for the City involves
potential future locations for a park- and -ride facility (or facilities) which support express
commuter service.
Large portions of the area within the Rosemount City limits are currently undeveloped. When
considering potential future locations for park- and -ride locations, it is important to consider
anticipated future development within the City. The 2030 land use plan for Rosemount is
included as Figure 7.
In 2005, Metro Transit completed The Metropolitan Council completed its Park-and-Ride
Facility Site Location Plan (2005 Park and -Ride Plan) to meet requirement in its 2030
Transportation Policy Plan:
"The study will identify potential sites for future park- and -ride facilities on a travel
corridor basis in response to the estimated future need and existing supply in those
corridors. Preferred locations, as well as any potential alternative locations, will be
identified based on a defined set of criteria, which will include such things as land
acquisition cost, site accessibility, and future expansion possibility. This work will be
used to help inform the 2008 Comprehensive Plan review process."
The 2005 Park and -Ride Plan defines a methodology for projecting demand at given locations.
It also identifies anticipated future facilities over the 2030 planning horizon. It identifies that
local transportation authorities should acknowledge these locations in their roadway planning
documents and address them appropriately. The only facility identified for Rosemount is at the
CSAH 42/TH 52 interchange. This is scheduled to have demand for 200 spaces by the year 2020.
According to Metro Transit Staff, this location assumes that some form of express transit would
be available on TH 52. Metro Transit staff also acknowledged that demand would be higher to
the west within Rosemount because population levels are and will be higher, but it was
considered unlikely that north -south express service will be available on TH 3 by 2020.
Five locations have been identified to be reviewed in this report. They are depicted on Figure 8,
and listed below:
CSAH 42 /TH 52
CSAH 42 /CR 73 (Akron Avenue)
145 Street/Burma Avenue
CSAH 42/TH 3
TH 3 /CSAH 38
Rosemount Transit Plan DRAFT (April 2008) 11
6.2 Potential Future Transit Service
To evaluate potential park- and -ride locations from a planning perspective, it is important to
understand what additional transit service may be implemented in the future. Any park- and -ride
facility in Rosemount would have to have a link to express service into one or both of the
downtown areas (Minneapolis and St. Paul). The next factor to address is what is the most likely
north -south express line (or lines) that a future park- and -ride facility would support, either
directly or indirectly.
The possible new north -south express corridors with access to the two primary downtown
locations would be the railroad corridor east of TH 3, and TH 52. 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 winding and hilly for rail or efficient bus
operations.
An important potential future service line to consider is along CSAH 42. As is indicated in
Section 4.4, above, all of the alternatives currently identified for future study in the Robert Street
Corridor Transit project include east -west BRT service along CSAH 42. This type of service
could be important to take express travelers to a north -south corridor (or corridors) into the
primary downtown destinations and key locations along the way. From a longer term perspective
it could also potentially include express service in the railroad right -of -way adjacent to TH 3, or
the TH 52 roadway right -of -way.
It is unlikely that transit demand along CSAH 42 would be great enough to support LRT.
Enhanced transit service along CSAH 42 would not even have to be BRT, as is currently being
considered in the Robert Street Transit Corridor study. It could include other transit advantage
measures such as bus -only shoulders and/or signal prioritization to be effective. If this approach
were taken, it could be upgraded to BRT at some point in the future.
6.3 Individual Park and -Ride Locations
6.3.1 CSAH 42 /TH 52
As referenced above, the Park and -Ride Facility Site Location Plan identifies the need for a 200
space Park Ride facility at the CSAH 42/T11 52 interchange by 2020. This assumes the
provision of transit service to this location (none currently exists). Another important factor
which would determine the viability of the CSAH 42/TH 52 interchange as a location for a park
and-ride facility is the degree to which development takes place in this portion of Rosemount. It
can be seen from the City's current land use plan provided as Figure 7, that development is
anticipated to continue to the eastern boundary of the City. The rate at which this takes place and
the nature of the development which actually occurs will be important determining factors for
park -and -ride demand at the CSAH 42/TH 52 interchange.
Using the methodology and land use assumptions from the Met Council's 2005 Park- and -Ride
Plan referenced above, the projected demand for park- and -ride vehicle spaces at the CSAH
42/TH 52 location is depicted in Table 6.1, below. The other locations being addressed in this
Rosemount Transit Plan are also included in this table.
Rosemount Transit Plan DRAFT (April 2008) 12
Table 6.1. Projected Park and Ride Demand
2005 Met Council Methodology and Assumptions
`ehtcle,Spa?ce D »nand
CSAH 42 /TH 52
CSAH 42 /CSAH 73
145` Street/Burma
Avenue
CSAH 42 /TH 3
TH 3 /CSAH 38
50
150
550
550
450
200
350
700
700
600
300
500
1,100
1,100
850
Note: these estimates do not include the development associated with UMore Park.
Dakota County is currently developing plans for the reconstruction of the CSAH 42/TH 52
interchange. An aerial photograph of this general area is shown on Figure 9 The County has
identified a generalized potential location for a park- and -ride facility in the northeast quadrant of
the reconstructed interchange. It is possible that a park and -pool lot could be constructed at this
location, with the possibility of enhancing it to a park- and -ride facility if and when transit service
is extended south along TH 52 to this location.
6.3.2 CSAH 42 /County Road 73
This location is depicted on Figure 8. An aerial photograph is provided as Figure 10. An
important factor which would lead to the development of this site would be the potential
development of the University of Minnesota Outreach, Research, and Education (UMore) Park
Area. This currently undeveloped natural area, approximately 5,000 acres in size, is depicted on
Figure 11. 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. Of the potential park -and -ride locations under consideration in this plan, that at
CSAH 42 /CR 73 would provide the closest access for future residents in the UMore Park area.
The demand for park -and -ride vehicle spaces at this location, using the 2005 Metro Transit
methodology and assumptions, is presented in Table 6.1. It may be noted that these figures do
not assume the UMore development, so they may be too low.
As can be seen on Figure 10, the northerly quadrants and the southwest quadrant of the
intersection are currently undeveloped and potentially available for development of a park -and-
ride facility. However the northerly quadrants have been identified as being part of a proposed
future development. It appears that the southwest quadrant would be the best area to potentially
preserve for a park- and -ride facility. This is appropriate given that this is part of the UMore
Area, which would likely be a significant source of ridership for this park and -ride location. A
facility at this location should have substantial accommodation for non motorized access and use,
such as bike lockers.
Rosemount Transit Plan DRAFT (April 2008) 13
As a park- and -ride lot, this location would be dependent on transit service being provided along
CSAH 42. There is currently no scheduled transit service under consideration by MVTA along
CSAH 42 at this location, but this could potentially change in the future as discussed in Section
6.2, above. It is also possible that circulator service would take travelers from this park- and -ride
location to north -south express service to downtown St. Paul and/or downtown Minneapolis.
This could also be a good location for a park -and -pool lot which could be enhanced to a park
and -ride lot pending the provision of transit service directly to the location.
6.3.3 145 Street /Burma Avenue
There currently is space available for developing a park -and -ride lot at the southeast quadrant of
the intersection of 145 Street/Burma Avenue (see Figure 12). Minnesota Valley Transit
Authority (MVTA) has applied for federal funding to develop a 50 -space park- and -ride lot. This
would support the existing MVTA flex 420 Route which travels west to the Apple Valley Transit
Center. The railroad tracks to the east limit the area as a site for residential dwelling and future
development. This site could potentially be expanded if demand were to increase.
The main immediate advantage of this location is that it can be used to access the existing Route
420 transit service. It is also a relatively central location within the developed and developing
areas of Rosemount. It is within the City's downtown redevelopment area which includes
residential, retail, and business redevelopment. As can be seen from Table 6.1, it has a high
potential for park -and -ride demand, assuming attractive commuter oriented transit service is
provided.
This would be a good location if LRT or BRT service were developed in the railroad right -of -way
east of TH 3 as is being considered in the Robert Street Transit Corridor Study discussed
previously. If such service is not developed, this location would still be attractive if scheduled
enhanced bus service is provided along CSAH 42 as is being considered in the Robert Street
Transit Corridor study.
6.3.4 CSAH 42 /TH 3
An aerial photo of this area is provided as Figure 13. The park- and -ride facility would have to be
on the west side of TH 3 because of the railroad tracks to the east. The most likely location
would be the southwest quadrant of the intersection.
The primary advantage of this location is that it is at the intersection of a principal arterial
roadway (CSAH 42) and an "A" minor arterial roadway (TH 3). It is surrounded directly to the
west by abundant residential housing. The site could be used to access transit service along
CSAH 42. It could also be used to access potential future transit service along TH 3. It could
serve as a park and -pool location for TH 3 prior to filling a potential role as park- and -ride for this
corridor in the future. As suggested in the information presented in Table 6.1, this location would
have a high potential for park -and -ride demand, assuming attractive commuter- oriented transit
service is provided.
Rosemount Transit Plan DRAFT (April 2008) 14
6.3.5 TH 3 /CSAH 38 /Biscayne Avenue
An aerial photo of this area is provided as Figure 14. The preferred location within this general
area would be dictated by the type and location of express transit service which would be
available. It is possible that bus service would be provided on TH 3 at some point in the future.
Under this scenario, a good location for a park- and -ride lot would be at the intersection of TH 3
and CSAH 38, two minor arterial roadways. This lot would likely be built in the northwest
quadrant because it is currently undeveloped (agricultural). This could be a good location to
begin as a park and -pool location, with the possibility of enhancing to a park- and -ride lot. It can
be seen from Table 6.1, that there is good potential for park and -ride demand at this location
using the 2005 Metro Transit methodology and assumptions.
While transit service on TH 3 is possible, it is unlikely because of the winding, hilly alignment of
the roadway north of Rosemount. The Robert Street Transit Corridor Study process referenced
previously currently identifies transit service in the railroad right -of -way to the east of TH 3 as a
potential option (it currently does not include a roadway transit option for TH 3). This could be
LRT or potentially BRT service. Under this scenario, a better park- and -ride location for this
general area would be at the intersection of TH 3 and Biscayne avenue, as can be seen on Figure
14.
Rosemount Transit Plan DRAFT (April 2008) 15
7.0 PARK -AND -RIDE DESIGN CONSIDERATIONS
A basic approach for the design of park- and -ride facilities would be to phase and enhance them as
demand increases. 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 will actually be. The basic progression for park- and -ride facilities would be 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
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.
It is certainly not necessary to go through this progression precisely as identified. For example, it
may be the most logical to start immediately with a park- and -ride surface lot if the transit service
is there as is corresponding demand for the park- and -ride capacity. However, this information
simply reinforces the need to think ahead when designing any facility to what then next phase in
the operation and the facility might be.
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
Rosemount Transit Plan DRAFT (April 2008) 16
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.
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 private vehicle
access points and circulation, bus access and passenger collection configurations, and so forth,
would be coordinated with those agencies meeting all applicable standards and guidelines.
Rosemount Transit Plan DRAFT (April 2008) 17
8.0 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 'A 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.
Considerations for Rosemount
The City of Rosemount is currently undertaking a downtown revitalization effort which will
increase mixed land use and overall densities. As envisioned by the City, this redevelopment will
be generally consistent with the TOD approach, and would be compatible with a park- and -ride lot
at 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 7, along with potential park- and -ride locations as
identified on Figure 8. The City anticipates continued residential land use in the vicinity of the
potential 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.
Rosemount Transit Plan —DRAFT (April 2008) 18
The basic aspects 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 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 37 location as discussed above).
Rosemount Transit Plan DRAFT (April 2008) 19
9.0 FUNDING OPTIONS
Funding for transit services and facilities comes from a variety of sources. Funding for transit
activities is generally limited at this time, but it is helpful to identify know what the potential
options are. For Rosemount, the potential sources of grant funding to help support a park -and-
ride facility are discussed below.
1. Congestion Management and Air Quality (CMAO) Funding. This is part of a large
federal funding program administered through the Metropolitan Council. Every two
years the Metropolitan Council solicits applications for funding and selects projects on a
merit and regional equity basis. This is the primary source of grant funding for transit
facilities and operations.
2. Mn/DOT Team Transit. This is an annual fund of $1,000,000 which goes to support
transit projects. It had been $2,000,000, but his amount was reduced in 2006. According
to Mn/DOT staff, this will only go to "maintenance" projects through 2015 and perhaps
beyond. Maintenance projects are roadway shoulder improvement projects to support
bus -only shoulder operations.
3. Mn/DOT Cooperative Agreements Program. This is an annual funding program in
which Mn/DOT makes grants to local governments to assist them with projects which
have local and regional benefits. Funding applications are solicited and projects are
selected on a merit -based system. Generally, park- and -ride facilities do not rank well in
this program on their own. They are ranked significantly better if they are part of a larger
project which improves the Trunk Highway system.
4. Metropolitan Council Regional Transit Capital CRTC) Program. On a periodic basis the
Metropolitan Council issues bonds, as approved by the state legislature, to fund RTC
projects. Often funding is used as a local match for federally funded projects, but
sometimes it is used as a primary funding source for transit projects.
5. Local service provider Minnesota Valley Transit Authority. Once a project is identified
in Rosemount in the future, the City should coordinate closely with the MVTA to identify
potential funds for the project. As identified previously, MVTA has already applied for
CMAQ funding for a 50 space park- and -ride lot at 145 Street and Burma Avenue. It
appears that this project will not receive funding for the 2007 solicitation cycle, but
MVTA intends to continue to pursue this project.
6. Dakota County. As discussed in Section 4.2 of this Plan, Dakota County intends to take
an increasingly active role in planning and implementing transit systems moving forward.
The City should continue to coordinate with the County to track funding sources and
secure them as a project in Rosemount may arise. The County would be an effective
partner in attempts to package a combination of funding sources for a potential project
within Rosemount.
7. City of Rosemount Capital Improvement Funds.
Rosemount Transit Plan DRAFT (April 2008) 20
10.0 SUMMARY PLANNING CONSIDERATIONS
The City of Rosemount wishes to support transit services such that residents have transportation
alternatives to the automobile, and to reduce congestion levels on area roadways. Key
considerations for City decision makers to keep in mind regarding transit planning are
summarized below.
1. While there is not large demand for transit services at this time in Rosemount, there likely
will be a significant increase in demand for these services in the future.
This will be the result of various factors including:
Increasing population levels in Rosemount, particularly with the potential residential
development associated with UMore Park which likely would be designed to promote
transit use.
Increasing average age of City residents, consistent with overall nation -wide
demographic trends. This may affect demand for paratransit services more than
scheduled transit.
Increased projected congestion levels on area roadways.
The Metropolitan Council's aggressive goals to increase ridership, largely through
improved commuter express service (see Section 4.1 of this Plan).
2. The primary focus of the City should be to use land use controls to allow sufficient park
and -ride capacity to be provided in an effective manner that is consistent with other City
policies and goals.
The City does not provide or directly fund or plan transit services for its residents. However, it
has the authority and responsibility to use land use controls to support transit operations that will
benefit City residents. To this end, various potential locations have been identified as park -and-
ride facilities. Each of these locations has unique benefits and considerations as has been
summarized in Section 6.0, above. The City should track developments as they pertain to these
locations, and exercise land use controls accordingly.
3. The planning and development of regional transit corridors will be key factors in the
ongoing assessment of park- and -ride locations in Rosemount.
The majority of scheduled transit trips by Rosemount residents will continue to be work commute
trips, primarily oriented to large employment centers including the two major central business
districts (Minneapolis and St. Paul), and the University of Minnesota. Employment nodes in the
I -494 south corridor (e.g. MSP Airport, TH 100) are also likely to have good potential as express
transit work destinations for Rosemount residents. The development of two transitways will be
of key importance to Rosemount residents: a) the Cedar Avenue BRT corridor, and b) the Robert
Street Transit Corridor study area.
As express transit operations along Cedar Avenue continue to be enhanced in the coming years,
this will be an increasingly attractive option for Rosemount residents. This process would be
rapidly accelerated with the anticipated receipt of Urban Partnership Agreement (UPA) funding
in 2008. This, in turn, will increase demand for service on the Route 420 and potentially for
park -and -ride capacity to support it.
Rosemount Transit Plan DRAFT (April 2008)
21
The Robert Street Corridor Transit Study will make recommendations in early to mid 2008
regarding future transit service which would connect Rosemount and other cities with major
employment centers such as downtown St. Paul, downtown Minneapolis, and the University of
Minnesota. This is a long term plan, and recommended service would likely not be implemented
for 20 or 30 years.
All of the alternatives under review in the Robert Street Corridor Transit Study included BRT
service along CSAH 42 east to TH 52. Even without implementation of north -south service in
this corridor, enhanced scheduled bus service along CSAH 42 could be very important for transit
ridership for Rosemount residents. It would connect them to the Cedar Avenue BRT in an
efficient manner. Once on this line there are a number of potential destinations because of linkage
to the Hiawatha LRT line. Even if full BRT service were not implemented in the CSAH 42
corridor, less extensive improvements such as bus -only shoulders and signal prioritization could
provide effective service linking Rosemount residents to the Apple Valley Transit station and the
routes which link at this facility including Cedar Avenue BRT. The City should work with
MVTA and Dakota County to promote enhanced bus service along CSAH 42.
4. A good approach for developing park- and -ride lots may be the development of park -and-
pool lots first, with the ability to enhance them as- needed into park- and -ride lots.
For four of the five locations identified as potential park- and -ride locations, there currently is no
transit service. However, the City may wish to establish one or more of these as a park- and -pool
location with the potential transition to park -and -ride. These types of lots can be effective
measures to promote car pooling, which in turn can reduce congestion on area roadways. Three
of the locations identified, CSAH 42 /TH 52, CSAH 42/TH 3, and TH 3 /CSAH 38 would be
particularly good locations for this type of application.
5. On -going coordination with other agencies will be a very important component of transit
planning for the City.
There is a range of government agencies and/or authorities involved in the planning, funding and
delivery of transit services in the Rosemount area. For example, Dakota County is taking a lead
role in planning and implementing express transit corridors which affect Rosemount residents.
The County is also taking the lead on the reconstruction of the CSAH 42/TH 52 interchange,
which could include a location for a park- and -pool or park- and -ride lot. Two of the potential
park- and -ride locations identified in this report are on TH 3, which is under the jurisdiction of the
State of Minnesota (Mn/DOT). The City should continue to coordinate with Minnesota Valley
Transit Authority regarding potential future service and facility improvements. The City should
continue to coordinate with the University of Minnesota regarding potential residential
development at the UMore Park location and associated transportation/transit needs. Metro
Transit is the largest overall transit service provider in the region and has a lead role in regional
transit planning.
6. Funding coordination will be important to advance the development park and -ride
capacity.
Because transit funding is limited and may continue to be limited well into the future, it will be
necessary for the City to work closely with MVTA and Dakota County to track, evaluate and
potentially implement successful funding strategies for a facility or facilities to service
Rosemount travelers.
Rosemount Transit Plan DRAFT (April 2008) 22
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