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HomeMy WebLinkAbout1.c. Transportation ChapterDRAFT Bicycling & Walking Overview and Purpose The City of Rosemount seeks to build a community where choosing to bicycle or walk is a safe, convenient, and enjoyable transportation option for everyone. In 2010 the City launched a Pedestrian and Bicycle Master Plan to help complete the bike and pedestrian network and achieve community goals around active living, accessible destinations, economic development, quality of life and environmental benefits. Implementation of the plan and its projects will occur as new development occurs in the community and when opportunities arise to complete planned improvements. The plan is a direct result of the comprehensive planning process and continues to guide pedestrian and bicycle improvements in the City. The City has also been collaborating with the Dakota County Active Living Group to promote active living and policy changes that would encourage physical activity. Pedestrian and system needs in Rosemount are organized around the following themes as identified by the Pedestrian and Bicycle Master Plan: • Safety – safer crossings, routes to schools and safe routes for seniors • Convenience – additional regional and city-wide connections • Enjoyment – enhance the experience, add wayfinding and increase awareness and education Walking and biking will help to support resident’s quality of life and promote Rosemount’s “Small Town Feel.” There are many intangible benefits with walking and biking. Youth, elderly, disabled and those that cannot afford a car gain a sense of independence. Local business can improve by making a community more walkable and accessible by biking. A City that is committed to bicyclists and pedestrians, is often safer with a more vibrant and active community. These all come together to create a ‘Small Town Feel’ that is a source of community pride in Rosemount. Local Existing Conditions There are more than 50 miles of sidewalks, 34 miles of off-street trails, nearly 20 miles of on-road local, county, and state designated bike rotes, and approximately 600 designated bike parking stalls throughout the City of Rosemount. The City builds pedestrian and bicycle facilities when it is cost effective and meets the Pedestrian and Bicycle Master Plan. Land use in the City and the surrounding area often forces people to use a car and limits the use of pedestrian and bicycle facilities. Rosemount features a dense urban core that fits an environment that can take advantage of bicycling and walking. This urban core area is very different than the majority of the City which is mostly rural in nature. Another inhibiting factor is that many residents have to drive more than 10 miles to work, which is outside of easy access by walking or biking. The urban downtown area of Rosemount has potential to be a signature pedestrian and bicycling destination for the entire City. Infrastructure improvements can be made to support the community’s vision as a gathering place where walking and biking is encouraged. This can be a model for other areas in the City to follow that are growing and have an opportunity to implement bicycle and pedestrian facilities in the near future. Much of the City’s downtown area is connected by pedestrian walkways and trails, however gaps within the area and across the remainder of the City are present. Some arterial and collector roadways within the City lack facilities for pedestrians or bikes, including appropriate lighting, places to rest, and landscaping that would encourage all transportation modes to use the facility. Regional Bicycle Transportation Network The City of Rosemount partners with Dakota County and the Metropolitan Council on improving and expanding regional bicycle trails in and around the City. The Metropolitan Council, in partnership with Dakota County created the Regional Bicycle Transportation Network (RBTN). The RBTN was developed as part of the to the Metropolitan Council 2014 Regional Bicycle System Study, which highlights important regional transportation connections for bicyclists. The RBTN serves as framework for designated regional corridors and alignments and defines critical bicycle transportation links to help municipalities guide their bikeway planning and development. The RBTN is subdivided into two tiers for regional planning and investment prioritization: • Tier 1 – Priority Regional Bicycle Transportation Corridors and Alignments These corridors and alignments have been determined to provide the best transportation connectivity to regional facilities and developed areas. They are given the highest priority for transportation funding. There are currently no RBTN Tier 1 corridors or alignments in the City of Rosemount. • Tier 2 – Regional Bicycle Transportation Network Corridors and Alignments These corridors and alignments are the second highest priority for funding. They provide connections to regional facilities in neighboring cities and serve to connect priority regional bicycle transportation corridors and alignments. There are four RBTN Tier 2 alignments within the City of Rosemount. 1. South Robert Trail Alignment: Located on the west side of the City going north and south. There currently isn’t an existing or planned bicycle or pedestrian facility on this roadway. 2. CSAH 38 Alignment: Connecting to the South Robert Trail alignment is the CSAH 38 alignment from Apple Valley going east and west. There currently isn’t an existing or planned bicycle or pedestrian facility on this roadway. 3. CSAH 42 Alignment: This alignment crosses the entire City of Rosemount going east to west along CSAH 42. There is an existing trail on the west part of this trail and a bikeable shoulder on the eastern portion of this alignment. 4. Mississippi Regional Trail Alignment: This alignment is located on the planned Mississippi Regional Trail near the Mississippi River on the eastern side of the City. There is one Tier 2 corridor located along the western portion going from north to south where city trails cover much of the area. Figure 1. Existing Trail System in Rosemount Regional Trails Dakota County has planned for three regional trails and greenways to connect gaps throughout Rosemount. Once these trails are constructed, bicyclists will be able to cross the City from multiple directions and access communities surrounding Rosemount. Mississippi River Trail The proposed Mississippi River Trail (MRT) is located directly on a RBTN Tier 2 alignment on the eastern side of the City. Part of this trail is paved and already exists in Spring Lake Park Reserve but will be extended and connect to the existing MRT from Saint Paul to Hastings. The entire trail will be paved and is intended for non-motorized uses such as walking, bicycling and in-line skating. The regional trail construction will be completed in phased segments with an anticipated completion date of 2020. Rosemount Greenway The Rosemount Greenway will align from downtown Rosemount to the Mississippi River Greenway with connections to Spring Lake Regional Park Reserve, the Mississippi River, the Vermillion Highlands Greenway, Lebanon Hills Regional Park and Whitetail Woods Regional Park. The 13-mile route is almost entirely within the City of Rosemount, with a small portion within Lebanon Hills Regional Park in Eagan. This greenway is located slightly north of the Tier 2 alignment and connects with the proposed Vermillion Highlands Greenway which crosses the City from north to south. Vermillion Highlands Greenway The Vermillion Highlands Greenway will connect Lebanon Hills Regional Park to Whitetail Woods Regional Park. The 11-mile greenway will travel through downtown Rosemount, the Dakota County Technical College campus and the University of Minnesota Outreach, Research and Education (UMore) Park property. The greenway will connect with the Rosemount Greenway and the greenway hub at Lebanon Hills Regional Park. This greenway fulfills the RBTN Tier 2 alignment that goes from north to south through Rosemount east of TH 3. Dakota County adopted The Greenway Guidebook in 2010 which helps local jurisdictions within Dakota County work independently towards the shared goal of a complete greenway system throughout the County. Cities in Dakota County have recognized demand for trails and have implemented greenway systems through their local Parks Agencies. Connections to Regional Employment Clusters The City of Rosemount has identified four regional employment clusters that are characterized by significant retail, professional services, commercial, and industrial development. The four regional employment clusters include: • CSAH 42 between Chippendale Avenue and Shannon Parkway • South Robert Trail between CSAH 42 and 145th Street West • Dakota County Technical College • Flint Hills Resources Providing connections to these regional employment clusters with trails and sidewalks will strengthen the trail network within Rosemount and provide residents and visitors an alternative to driving. Each employment cluster is located near major roads, blocking easy access to the trail network due to large intersections or impassable highways. Planning for trail connections to regional employment cluster locations is an important first step in ensuring that future development includes multi-modal facility enhancements, such as off-road trails, independent pedestrian bridges, and ADA compliant roadway crossings. Currently, there are trail connections to the Rosemount Transit Station. As additional transit facilities are developed within Rosemount, the City will need to ensure adequate pedestrian and bicycle trail connections are available. Connections to Destinations & Regional Trails Local trails near downtown Rosemount connect residents to parks and activity centers. Previous work to develop a complete sidewalk and trail system within and near the downtown area has provided residents the opportunity to walk or bike to most locations in the downtown vicinity. Plans for regional trails should include connection to the current trail system near the downtown area to expand upon a community-wide network that would provide residents access from to the broader region. The Rosemount Greenway will be a key connecting trail corridor for the City. It is planned to link downtown with the Vermillion Highlands Regional Trail and the Mississippi River Trail. This will connect downtown residents to regional parks and destinations as well as connecting bicyclists from outside of the City and residents from nearby communities to downtown Rosemount. Other destinations that should be connected to the regional trail system include the Rosemount High School near the planned Rosemount Greenway and the Civic Campus Connector off-street bike trail along Robert Street which connects the school to the local bicycle trails in Rosemount. Gaps in the Existing Trail System Rosemount has built a well-connected pedestrian and bicycle system in its downtown area, however this system is not currently connected to the greater region. Improving the local trail system involves identifying gaps and planning to fill those gaps to enhance connections to key destinations within and outside City limits. Connections to key destinations for the local trail system include the following: 1. Connections to local parks and schools; 2. Connections to regional parks and trails; 3. Connections to regional employment clusters; 4. Connections to the Regional Bicycle Transportation Network (RBTN). There are several gaps within the City of Rosemount that need to be connected for the pedestrian and bicycle facilities to be fully utilized (Figure 2). Gaps identified in the Pedestrian and Bicycle Master Plan (2010) • Partner with Dakota County to build a grade separated crossing on County Road 42 • Bike lanes on Shannon Parkway from 160th Street to McAndrews Road • Bike Lanes on Connemara Trail • On-Road bikeway on Dodd Blvd from 145th Street to Diamond Path • Trail on east side of Chili Ave from 145th Street to Rosemount High School • Bike lanes on 145th Street from Diamond Path to County Road 42 • Bike lanes on Cameo Avenue from 143rd Street to 147th Street • Bike lanes on 147th Street, Cambrian Avenue and Burma Avenue Gaps identified in the Dakota County Pedestrian and Bicycle Study (2018) • CSAH 42 from South Robert Trail to County Road 73 • CSAH 38 from the western city boundary to South Robert Trail • CSAH 33 on the western boundary of the city • Several grade separated crossings Gaps identified in the RBTN • South Robert Trail Tier 2 Alignment from CSAH 42 to the northern city boundary • CSAH 38 Tier 2 Alignment from the western city boundary to South Robert Trail • CSAH 42 Alignment from South Robert Trail to County Road 71 • Rosemount Greenway Figure 2. Proposed Trail System in Rosemount Pedestrian and Bicycle System Needs The City of Rosemount will need to invest in its pedestrian and bicycle network in order to provide new connections as well as increase levels of safety, convenience and overall enjoyment. Investments in bicycle and pedestrian network can be guided by the following objectives: 1. Make Walking and Biking Safer • The City of Rosemount can make walking and biking safer by making crossings safer. Crossings can be improved at: o Diamond Path at 145th Street o Diamond Path at 150th Street o Diamond Path at Connemara Trail o Shannon Parkway at 145th Street o Shannon Parkway at 150th Street o Shannon Parkway at CSAH 38 o South Robert Trail at 150th Street o Railroad and Biscayne Avenue o Connemara Trail and Meadows Park 2. Make Safe Routes to Schools and Safe Routes for Senior Citizens a Priority • Build a pedestrian-bike plaza in front of Rosemount High School • Connect existing trails in Schwarz Pond Park and Rosemount High School • Improve pedestrian-bike access to the City’s Community Center 3. Make Biking and Walking more Convenient by Completing System Gaps 4. Make Biking and Walking more Enjoyable • Enhance the Experience o Quarterly walk-bike events • Improve Wayfinding o Create online and printed maps o Create trail heads o Build pedestrian scale lighting on Biscayne Avenue and Connemara Trail • Create Awareness and Build Education Proposed Maintenance Activities Infrastructure maintenance is an important aspect of a well-functioning pedestrian and bicycle facility network. Without dedicated funding, the pedestrian and bicycle infrastructure within the City of Rosemount will be difficult to maintain, as well as potentially unreliable and inaccessible during winter months. The City of Rosemount is committed to maintaining their trails and sidewalks at all times to reasonably address the safety and accessibility needs of all people. DRAFT Transit System Transit is an important piece of the transportation system in a community. It provides another option for people to get to their destination without the use of a vehicle. Transit helps build a comprehensive, equitable, and environmentally friendly transportation system. Transit is a vital element in the transportation network as it: • Provides vulnerable populations access to services in the area, including those who cannot afford a personal vehicle, people who cannot drive, and senior citizens. • Provides opportunities for people who prefer an alternative to automobile travel. • Removes a portion of existing and future automobile traffic from the roadway, reducing travel time and congestion for everyone on the roadway. • Reduces air pollution for those living near the roadway and reduces greenhouse gas emissions helping mitigate climate change The City of Rosemount is committed to supporting and preserving existing transit services and facilities in the City and seeking ways to improve the transit system. Rosemount is a growing City and current and future residents will need a variety of transportation services available to meet their needs. As the population in the metro area continues to grow, demand will increase for new ways to get to destinations in Rosemount and in the surrounding areas including Minneapolis and St. Paul. Although the City does not have direct responsibility for the operation of services or the provision of facilities, the City can advocate for better service while promoting more transit supportive land use patterns as sections of the City redevelop. This chapter identifies the existing services, facilities, and programs within the City of Rosemount, suggests improvements, and discusses the City’s role in supporting the transit system. Transit Market Areas Rosemount is a growing suburb south of the Twin Cities with its population expected to grow almost 50% by 2040. Transit service and facilities will need to be put in place to meet this increase in demand. As indicated in Figure 1 much of the growth is occurring along the western side of the City where the Metropolitan Council has identified it as Market Area III. Land use plans should be integrated with these market areas to shape development near transit that supports a walkable and transit friendly environment. The majority of the City east of Market Area III is considered Market Area IV and is planned to have less reliance on transit. Table 1 provides further descriptions and characteristics of the Market Areas established by the Metropolitan Council. Table 1: Metropolitan Council Transit Market Service Areas Market Area Propensity to Use Transit Service Characteristics Typical Transit Service Presence in Eagan I Highest potential for transit ridership Frequency: 15-30 min most modes Dense network of local routes with highest levels of service accommodating a wide variety of trip purposes. Limited stop service supplements local routes where appropriate. None Span: early to late, seven days a week Access: ½ mi between routes II Approximately 1/2 ridership potential of Market Area I Frequency: 15-60 min most modes Similar network structure to Market Area I with reduced level of service as demand warrants. Limited stop services are appropriate to connect major destinations. None Span: morning to night, seven days a week Access: one mile between routes III Approximately 1/2 ridership potential of Market Area II Frequency: 15-60 min most modes Primary emphasis is on commuter express bus service. Suburban local routes providing basic coverage. General public dial-a-ride complements fixed route in some cases. Primarily west of TH 3 and north of CR 484. Span: peak times, occasional weekends Access: varies on development patterns IV Approximately 1/2 ridership potential of Market Area III Frequency: three trips per peak express bus Peak period express service is appropriate as local demand warrants. General public dial-a-ride services are appropriate. Primarily east of TH 3. Span: peak times Access: usually at large nodes, if at all V Lowest potential for transit ridership Frequency: 30 minutes, Commuter Rail Not well-suited for fixed- route service. Primary emphasis is on general public dial-a-ride services. None Span: n/a Access: n/a Emerging Market Overlay Varies, typically matches surrounding Market Area Varies Varies. Typically matches surrounding Market Area. Cedar Grove area shown as Emerging Market II Source: Metropolitan Council, 2040 Transportation Policy Plan, 2015 Existing Transit Services and Facilities The City of Rosemount is currently served by three transit services: Minnesota Valley Transit Authority (MVTA), Metro Transit (METRO), and Dakota Area Resources and Transportation for Seniors (DARTS). MVTA is the only transit provider in the City that offers fixed-route transit services. DARTS and Metro Transit offer demand responsive services where regular route transit service is infrequent or unavailable and service for seniors and people with a disability or health condition. MTVA serves as the public transportation agency for Rosemount and surrounding municipalities in Dakota and Scott County, and operates the METRO Red Line under contract to the Metropolitan Council. Fixed-Route Transit Service Fixed-route transit service includes both local and express bus services that operate on a regular schedule and follow consistent routes. Fixed-route transit service in Rosemount is provided primarily by MVTA, which serves as the public transportation agency for five suburbs in Dakota and Scott Counties. Table 2 describes the characteristics of the routes serving the City of Rosemount. Table 2: Fixed Route Service in Rosemount Route Provider Type Cities Served Service Times Frequency 420 MVTA Local Rosemount, Apple Valley weekdays, bi-directional 60 min 476 MVTA Express Bus Rosemount, Apple Valley, Minneapolis peak only, weekdays, bi-directional 15-30 min 478 MVTA Express Bus Rosemount, Minneapolis peak only, weekdays, bi-directional 15-30 min 484 MVTA Express Bus Rosemount, Saint Paul peak only, weekdays, bi-directional 2 trips The western portion of Rosemount is served by four transit routes that move customers between Rosemount, Apple Valley, Downtown Minneapolis, and Downtown Saint Paul. Trips are concentrated throughout the peak times, Monday through Friday and there is no regular weekend service. Connection to the Red Line in Apple Valley is via Route 420 and can be accessed throughout the day, Monday through Friday. Express Routes Express service operates during peak periods and is designed to connect commuters to job centers. In Rosemount, these routes pickup at the Rosemount Transit Station and at roadside bus stops and operate closed door to the downtown area. The route from Minneapolis to Rosemount picks up at designated bus stops in Downtown Minneapolis. Express Routes that service neighborhoods before going to job centers expect passengers to flag down the bus at stops or any safe corner along the route. These are known as “flag stops.” MVTA ROUTE 476 The express route 476 serves portions of Apple Valley and Rosemount and connects to downtown Minneapolis. The route has fixed stops at set times and minimal stops throughout Rosemount and Apple Valley. This route has both southbound and northbound service during the morning and evening rush hours. MVTA ROUTE 478 The express route 478 is direct service between Rosemount and downtown Minneapolis. The route has fixed stops at set times and minimal stops on to its connection with downtown Minneapolis. This route has both southbound and northbound service during the morning and evening rush hours. MVTA ROUTE 484 The express route 484 is direct service between Rosemount and downtown Saint Paul. The route has fixed stops at set times and minimal stops on to its connection with downtown Saint Paul. This route has both southbound and northbound service during the morning and evening rush hours. Local Routes MVTA ROUTE 420 The Flex route 420 is a flexible route serving portions of Apple Valley and Rosemount. The route is designed to allow passengers to board at fixed stops at set times, and to deviate off-route to serve individuals within the designated service area who are unable to get to the fixed stops. The Flex service area extends approximately 0.75 mile on each side of the designated route. This service connects to the Red Line in Apple Valley and runs every hour throughout the day. Demand Responsive Transit Service In compliance with the Americans with Disabilities Act (ADA), the Metropolitan Council provides specialized, demand-responsive service for persons with disabilities that prevent them from using the regular-route system. This service is provided in the same areas that regular-route service is provided. In Dakota County, the Metropolitan Council contracts for these services with DARTS. DARTS is a demand- responsive transit service serving Rosemount and other communities in Dakota County. DARTS is funded by Performance Based Funding (PBF) grants from the Metropolitan Council, revenue from contract services including the Metro Mobility ADA contract, County contributions, and donations. Transit Passenger Facilities Transit is limited to a small area within Rosemount and there are only a few designated areas that buses stop within the City with one park and ride at the Rosemount Transit Station as shown in Figure 1. Figure 1: Transit Service and Facilities in the City of Rosemount Transit Station and Park and Rides There is one transit station in Rosemount on 145th Street and Burnley Avenue. The 100-stall facility, across the street from City Hall, is the first permanent park and ride facility for the City. The transit station is fully-enclosed and serves routes 420, 476, 478, and 484. The facility anchors service to the Cedar Avenue transit corridor and express routes to downtown Minneapolis. Service to downtown St. Paul was added in 2016. In 2017, the facility had a 77% utilization rate with 79 of the 102 spaces being used. This has increased from 65% in 2016. Bus Stops or “Flag Stops” Bus stops provide passengers with a predictable place to wait for bus service. The only bus shelter in Rosemount is the Rosemount Transit Station. Throughout the rest of the City, there are a series of “Flag Stops” for passengers to use to board the bus. If your trip origin and destination are near a flag stop or time point shown on the map, passengers must go to that stop and wait for the bus. The schedule lists the departure times for several key stops. If a flag stop is between two time points, passengers use the time point for the stop as a guide. Transit Advantages Transit Advantages is a term that describes physical features that provide a travel time advantage over automobiles using the same facility. Transit advantages improve the attractiveness of transit by allowing buses to move faster than automobiles making the same trip, effectively reducing the travel time for transit patrons relative to automobile users. There are no specific transit advantages within the City of Rosemount, but riders do get to take advantage of them on their bus routes. Downtown bus routes have improved service because of transit advantages. Routes to downtown Minneapolis get to take advantage of bus only shoulders and high occupancy vehicles lanes on TH 77 and I-35 while all downtown Rosemount bus routes take advantage of bus lanes in downtown Minneapolis and downtown St. Paul. There are also several ramp-meter bypasses that assist MVTA buses on TH 77 and I- 35. Travel Demand Management Travel Demand Management (TDM) services include programs that promote and support any alternative to commuting via single-occupant vehicle (SOV). TDM may include subsidized bus passes, flexible work hours and telecommuting. TDM could also include services to help employees with ride- matching, carpool, and vanpool. Metro Transit provides a regional TDM service through its Metro Commuter Services group, and four local Transportation Management Organizations provide further support and services, including two downtown organizations. The City and employers in Rosemount may use these services and programs free of charge to benefit employee travel arrangements and budgets. ROSEMOUNT TRANSIT STATION. PHOTO BY THE CITY OF ROSEMOUNT Future Transit Demand Fixed route service in Rosemount helps residents get to destinations in a reliable and efficient manner. Park-and-Ride utilization is high in the south metro for routes using I-35, TH 77 and US 52. According to the 2017 Metropolitan Council’s Park-and-Ride Plan, congestion on highways in the Twin Cities have risen from 20% in 2009 to nearly 25% in 2017. During this time, Park-and-Ride utilization has also increased from around 17,000 passengers to almost 20,000 passengers. These trends in the metro area indicate that capacity at the Rosemount Transit Station may not be enough to meet the demand for this reliable option to commute to work. Additional opportunities for park-and-ride facilities can help provide this service in the future. Transit Improvements and Strategies There are no planned route changes in the City limits, but surrounding Cities are planned for additional service. The METRO Red Line is planned to extend from the Apple Valley Transit Station south to 215th Street in the City of Lakeville. Future Transit Opportunities Rosemount, as with other suburban opt-out cities, has the advantage of direct input into local transit services and decisions via elected officials, and has the second advantage of the State’s second largest and professionally-managed suburban transit authority, MVTA. Other advantages are the presence of a high-quality county-based provider, DARTS, and Dakota County’s active planning and management of future transit facilities and programs. The City should continue to be supportive and fully engaged in these programs and organizations to ensure a high level of transit service in the City. As population increases, Rosemount can help to inform residents and employers of transit opportunities available to them and their employees. Accessible and convenient transit in Rosemount is something that all residents should be aware of and given the opportunity to use. Improve service • The City of Rosemount should work with MVTA to grow the flex service. Current ridership might not demand additional fixed-route service, but passengers looking to use transit can take advantage of flex service. • The City can look for opportunities to integrate service near future housing and employment developments along the eastern portion of the City. • Future land use planning can look to increase ridership through walkable neighborhoods near Park-and-Ride facilities. • Additional Park-and-Ride facilities could be built to accommodate future demand and walkable neighborhoods can be planned around these locations to support transit use. Improved facilities • Rosemount Transit Station utilization is reaching capacity and additional Park-and-Ride facilities can be planned to support increased demand. • Safe and comfortable waiting conditions can help to increase ridership. Current flag stops can be transitioned to permanent bus stops with shelters and benches. Previous Transit Studies Robert Street Corridor Study The Robert Street Corridor is recognized as a regional transitway by the Metropolitan Council. In 2012, the Dakota and Ramsey County Regional Railroad Authorities began an alternatives study to understand transportation needs in the area and identify transit projects that could address them. The study initially considered transit improvements in areas between downtown St. Paul and Rosemount, including West St. Paul, South St. Paul, Eagan, Mendota Heights and Inver Grove Heights. This study considered future changes in population and employment in the area, where there is an expected increase of 63,000 people and 65,000 jobs by 2030. The study led to the development of commuter express bus service from Rosemount to St. Paul on US 52. DRAFT Freight System The freight network in Rosemount is important for the local and regional economy. Businesses in Rosemount rely on an efficient transportation network to get product from their distributers and to their customers. Across the region, the freight network is built to transport commodities such as cereal grains, animal feed, aggregates, and metallic ores. Within the City industries such as oil refineries, recyclers and manufactures all depend on the freight network for business. The freight network in the City consists of highways for heavy commercial vehicles, railroads for trains, and waterways for barges. Through proper land use, zoning, and freight-specific network enhancements, these needs are met. All industrial areas in Rosemount are located with adequate access to the metropolitan highway system as shown in Figure 1. The Federal interstate and State trunk highway systems in Rosemount are all built to 10-ton axle loading standards and are part of either the National Truck Network or the Minnesota Twin Trailer Network, allowing extra capacity and flexibility for commercial trucking. This major highway coverage reduces the impact of truck traffic on local roadways and minimizes the potential for disruption of neighborhoods. There are only a few major freight routes through the City which currently accommodate for heavy commercial vehicle activity. Future truck traffic from industrial, warehousing and commercial land uses should be adequately accommodated through the following measures: • Locating truck-intensive land uses with proximity to the metropolitan highway system and with reliable access to the minor arterial system. • Using acceptable design standard on arterials, which will ensure adequate turning radius and pavement depth for trucks. • Signing and marking to minimize truck traffic through neighborhoods. Heavy Commercial & Vehicle Activity By weight, 63% of goods are moved by truck across the Minnesota’s highways. Trucks transport goods over both long and short distances and are critical for first- and last-mile connections for freight. There are only a few major truck routes through Rosemount, but they are critical to the local economy and the greater region. Within the City, the average heavy commercial average annual daily traffic (HCAADT) is between 450 and 4,700 with a greater concentration of volume on US 52 as indicated in Figure 1. The industrial zones where highways US 52 and TH 55 connect are where most of the freight traffic is located. HCAADT on US 52 is between 3,500 and 5,000, and near 1,500 on TH 55. TH 3 has minimal freight traffic with HCAADT between 450 and 740. These volumes are generally less than the HCAADT in the urban centers of Minneapolis, St. Paul and adjacent communities where HCAADT is generally between 7,500 and 15,000. The heavy commercial traffic through Rosemount is comparable to other outer rings suburbs across the metro area. I-94 and I- 35 are the main freight thoroughfares out of the Twin Cities and neither pass through Rosemount. Freight Rail Activity Rail transportation is an important piece of the freight network for both local business and as a critical connection for the rest of the region. Union Pacific Rail is integrated into the industrial areas on the eastern side of the City connecting local businesses within the City and to the greater region. There is also a railroad from the north, traveling west, connecting to the Canadian Pacific railroad near TH 3. Canadian Pacific has a railroad running from north to south on the western side of the City along TH 3 with several at grade crossings at cross streets. Railroad crossings are mostly at grade and can cause conflict with vehicles, pedestrians, and bicyclists that are trying to cross. There are 17 crossings located throughout the City, two of which are grade separated. Rosemount has implemented quiet zones near at-grade intersections to limit or eliminate the amount of time train engineers use the train horn. The quiet zones took effect in 2012 and are in effect 24 hours a day at 15 quiet zones throughout the City. Future Considerations In recent years, e-commerce and same day deliveries have become more popular causing additional freight traffic. As the demands of customers to receive product quickly and on demand increases, stress on the freight network will also increase. This trend will need to be planned for in order to maintain safety for all modes of transportation, to provide an efficient freight network, and to mitigate congestion along roadways in Rosemount. To plan for these considerations in the future, the City should consider implementing the following policies and strategies: • Support the use of designated drop-off areas and times to minimize the impact of large freight vehicles onto other modes of transportation including pedestrians, bicyclists and vehicles. • Locate shipping centers at strategic locations to consolidate all delivery trips. Figure 1: Freight System in Rosemount DRAFT Aviation There are no airports within the Rosemount City limits although there are airports in nearby Cities including the Minneapolis-St. Paul International Airport (MSP) only 20 miles away. Although the City is nearby MSP as well as the St. Paul Municipal Airport and Airlake Airport in Lakeville, the City’s land use is not impacted by these airports. The airspace over Rosemount is used by aircraft operating from the other metropolitan area airports as well as airports outside of the metropolitan area. As noted in the Metropolitan Council’s 2040 Transportation Policy Plan, no new general aviation airports are proposed in the future. There is adequate capacity at the airports surrounding the metropolitan area to support future growth. Height and Safety Zoning Structures which are 200 feet or higher above ground level may pose hazards to air navigation. The City of Rosemount has no existing structures of this height and does not permit such structures under its zoning ordinance and has no plans to permit such structures in the future. Any applicant who proposes to construct such a structure shall notify the City and the Federal Aviation Agency (FAA) as defined under the provisions of Federal Regulation Title 14 Part 77, using the FAA Form 7460-1 “Notice of Proposed Construction or Alteration.” These forms must be submitted 30 days before alteration or construction begins, or the date of which the construction permit is filed, whichever is earlier. MnDOT must also be notified as required by MnDOT Rules Chapter 8800. The Minneapolis-St. Paul Airport Community Zoning Board’s land use safety zoning ordinance shall also be considered when reviewing construction within the City that raises potential aviation conflicts. Heliports There are no heliports within the City of Rosemount. Metropolitan Council The Metropolitan Council is the regional planning agency that has the legislative authority of approving the Metropolitan Airports Commission (MAC) Capital Improvements Plan budget. The Metropolitan Council’s role in the evaluation of noise is to promulgate guidelines for the compatible use and development of land in communities surrounding the airport and approve individual airport long-term comprehensive plans. Other Agencies A number of other State agencies work with the MAC in either a cooperative or regulatory capacity. MnDOT is involved in all construction projects that will impact the traveling public, including runway construction and roadway improvements. The Minnesota Pollution Control Agency (MPCA) works with MAC Environment Department on issues such as noise and groundwater runoff. The Minnesota Environmental Quality Board (EQB) has the final authority in approving Environmental Impact Statements and other environmental documents related to the MSP.