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.