HomeMy WebLinkAbout20190409 Packet
AGENDA
Planning Commission Regular Meeting
Monday, April 9, 2019
6:30 p.m.
City Council Chambers, City Hall
I. REGULAR MEETING
1. CALL TO ORDER / PLEDGE OF ALLEGIANCE
2. OATH OF OFFICE
3. ADDITIONS TO AGEND A
4. AUDIENCE INPUT
5. CONSENT AGENDA
a. Approval of the March 26, 2019, Regular Meeting Minutes
6. PUBLIC HEARINGS
a. Request by US Home Corporation, (Lennar) for Approval of a Lot Division for the
Cliff Property at 12523 Akron Avenue (19-18-LS) Public Hearing continued from the
March 26, 2019 Planning Commission Meeting
7. NEW BUSINESS
8. OLD BUSINESS
9. ADJOURNMENT OF REGULAR MEETING
2. WORKSESSION MEETING
1. DRAFT COMPREHENSIVE PLAN DISCUSSION
2. ADJOURNMENT OF WORKSESSION MEETING
PLANNING COMMISSION REGULAR MEETING MINUTES
MARCH 18, 2019
PAGE 1
I. Regular Meeting
Call to Order:
Pursuant to due call and notice thereof, the Regular Meeting of the Planning Commission was held on
Monday, March 18, 2019. Chair Kenninger called the meeting to order at 6:31 pm. with Commissioners
VanderWiel, Freeman, Mele and Reed. Also in attendance were Community Development Director
Lindquist, Senior Planner Klatt, Planner Nemcek, Assistant City Engineer Smith and Recording Secretary
Barikmo.
The Pledge of Allegiance was said.
Additions to Agenda: None.
Audience Input: None.
Consent Agenda:
a. Approval of the February 26, 2019, Regular Meeting Minutes.
MOTION by Freeman.
Second by Mele.
Ayes: 5. Nays: 0.
Public Hearing:
5.a. Request by US Home Corporation, (Lennar) for Approval of a Lot Division for Cliff Property at
12523 Akron Avenue (19-18-LS).
Commissioner Kenninger explained that the Planning Commission will open the public hearing for this
item but will continue the hearing to the April 9, 2019 Planning Commission meeting where there will be
a formal presentation on the item along with the hearing.
The public hearing opened at 6:33 pm.
MOTION by Reed to continue the public hearing until April 9, 2019.
Second by Freeman.
Ayes: 5. Nays: 0. Motion Passes.
5.b. Request by US Home Corporation, (Lennar) for Approval of a Preliminary and Final Plat and PUD
Final Site and Building Plan Approval for Prestwick Place 18th Addition (19-15-FP & 19-16-SP)
Planner Nemeck gave a brief summary of the staff report for the Planning Commission.
Commissioner Reed inquired about the northern part of the lot where there is a street labeled “A”.
Nemeck stated that this street will be used primarily as a driveway for the units nearby.
Commissioner Mele inquired about possible sidewalks along Adalyn Avenue and Addison Avenue. Mele
expressed concern about placement of the sidewalks with all of the planned landscaping presented.
Assistant City Engineer Smith explained that there is an area outside of the right-of-way where the
sidewalk would go.
PLANNING COMMISSION REGULAR MEETING MINUTES
MARCH 18, 2019
PAGE 2
Commissioner Freeman inquired about whether or not the townhomes will be built on a slab. Planner
Nemeck confirmed they will be built on a cement slab. Freeman asked if staff has looked into requiring a
storm shelter or “safe room”. Community Development Director Lindquist stated that staff has not
addressed that situation in the ordinance.
Commissioner Kenninger inquired about the additional guest parking in the development and where they
would be located. Nemeck explained that the spots could be “pull-in” parking off of the private drives or
there are additional areas where space is available. City staff and the developer will discuss further to
meet the needs of guest parking.
The public hearing opened at 6:54 pm.
Public Comments:
Paul Tabone, Lennar, confirmed that at this time the plans do not include a storm shelter. Tabone will
follow up with Lennar staff for more information about a storm shelter.
MOTION by Mele to close the public hearing.
Second by Freeman.
Ayes: 5. Nays: 0. Motion Passes.
The public hearing was closed at 6:56 pm.
Additional Comments: None.
MOTION by VanderWiel to approve the Final Site and Building Plan for Prestwick 18th
Addition, subject to the following conditions:
1. Compliance with terms and conditions of 2007 Prestwick Place Master PUD Development
Agreement
2. Compliance with all the requirements of the City Engineer as detailed in the attached
memorandum dated March 18, 2019.
3. Applicant shall revise the site plan to provide 6 additional parking stalls prior to City
Council approval.
4. Applicant shall revise plans to provide a sixty-foot separation between the buildings in
Blocks 12 and 13 prior to City Council approval.
Second by Reed.
Ayes: 5. Nays: 0. Motion Passes.
MOTION by VanderWiel to recommend that the City Council approve the Preliminary Plat and
Final Plat for Prestwick Place 18th Addition, subject to the following conditions:
1. Execution of a subdivision agreement
2. Drainage and utility easements shall be dedicated over all stormwater ponds, buffers and
outlets.
3. The applicant shall place the ponding area in an outlot and deed it to the City for ownership
and maintenance concurrently with the final plat recording.
4. Provision of $32,670 for Landscaping Surety
5. Provision of $119,700 for Fee-in-Lieu of Park Dedication
6. Compliance with all the requirements of the City Engineer as detailed in the attached
memorandum dated March 18, 2019.
PLANNING COMMISSION REGULAR MEETING MINUTES
MARCH 18, 2019
PAGE 3
Second by Mele.
Ayes: 5. Nays: 0. Motion Passes.
5.c. Request by Dean Trongard for Approval of a Simple Plat for Bacardi Ridge (19-17-SMP)
Senior Planner Klatt gave a brief summary of the staff report for the Planning Commission.
The public hearing opened at 7:10 pm.
Public Comments:
Steven Kreitz, 1785 120th St W, Inver Grove Heights, questioned whether the new plat design would
prohibit access to the private drive to the north for the new owner. Kreitz also questioned whether the new
drainage system on Bacardi Avenue will go to the north or the south.
MOTION by Freeman to close the public hearing.
Second by Mele.
Ayes: 5. Nays: 0. Motion Passes.
The public hearing was closed at 7:13 pm.
Additional Comments:
Senior Planner Klatt explained that the plat does not change anything that is associated with the existing
private driveway. The plat does add some additional right -of-way dedication on the Rosemount side. This
does not give the current property owner the right to utilize the private driveway. Unless, they negotiate a
separate agreement with the owner or easement holder for the driveway. The owner would also need
permission from the City to cross the newly platted right-of-way.
Senior Planner Klatt explained that the City will be adding drainage and utility easements along Bacardi
Avenue. This is a requirement of all plats. The easements won’t make any changes to the current drainage
system.
MOTION by Reed to recommend the City Council approve a Simple Plat for Bacardi Ridge with
the following condition:
1. Conservation easements in a form acceptable to the City shall be recorded with the final plat
and cover the wetland and wetland buffers as identified on the plat and associated drawings.
Second by Freeman.
Ayes: 5. Nays: 0. Motion Passes.
New Business:
Community Development Director Lindquist took a moment to thank Commissioner Mele. This was his
last meet for the Planning Commission. City staff appreciated Mele’s work on the Comprehensive Plan.
Community Development Director Lindquist confirmed the special meeting on April 9, 2019 at 6:30pm.
Old Business: None.
PLANNING COMMISSION REGULAR MEETING MINUTES
MARCH 18, 2019
PAGE 4
Reports: None.
Adjournment: There being no further business to come before this Commission, Chair Kenninger
adjourned the meeting at 7:19 pm.
Respectfully submitted,
Jessie Barikmo, Recording Secretary
E X E C U T I V E S U M M A R Y
Planning Commission Meeting: April 9, 2019
Tentative City Council Meeting: April 16, 2019
AGENDA ITEM: 19-19-LS Request by US Homes for a
Lot Split for the Cliff Property
AGENDA SECTION:
Public Hearing
PREPARED BY: Kyle Klatt, Senior Planner & Kim
Lindquist, Community Development
Director
AGENDA NO. 6.a.
ATTACHMENTS: Site Location Map, Proposed Lot Split,
Approved Preliminary Plat, Approved
PUD, Lot Division and Preliminary Plat
Resolutions
APPROVED BY: K.L.
RECOMMENDED ACTION: Motion to recommend the City Council approve a Lot Split for
Lennar for the Cliff Property at 12523 Akron Avenue subject to the following conditions:
1. Dedication of 50’ Akron Avenue right of way along the entire east side of the
property with the recording of the lot division.
2. Dedication of standard drainage and utility easements along the perimeter of both
lots and over the stormwater improvements constructed north of 127th Street as part
of the Meadow Ridge 1st Addition with the recording of the lot division.
3. Dedication of drainage and utility easements over all designated wetlands and
provision of a conservation easement over the required buffer area with the
recording of the lot division.
4. Dedication of drainage and utility easement across Parcel B to permit extension of
sanitary sewer service to the property north of the homestead parcel with the
recording of the lot division.
5. The applicant and property owner replat Parcel B and the property to the north,
currently owned by the Cliffs, with the last phase of the Meadow Ridge final plat that
contains 10 or more lots to relocate the existing property line to bring the existing
accessory structure into setback conformance and bring the sites more into
conformance with City zoning regulations.
SUMMARY
The Planning Commission is being asked to consider a Lot Division request to facilitate development of
the northern half of the Meadow Ridge project. A preliminary plat, PUD approval, and lot division were
approved in March 2018 to reflect the development pattern of the entire parcel. The division is to create a
lot for Lennar to purchase and keep the homestead parcel for the current owners.
When the project received PUD approval and preliminary plat approval, staff assumed that the applicant
2
would move forward with platting the project into phases and address the various conditions of approval,
or submit an application consistent with the PUD approval. Over the last several weeks it has become
clear that the property owner does not support combining the two most northern lots, those which
comprise lot 258 in the preliminary plat. Staff had supported the combination of the two lots because of
existing non-conformities such as setbacks and the lack of a principal structure on the northern lot that
contains an accessory structure. The northern parcel, along with the homestead property were part of the
preliminary plat and the PUD and have been rezoned to R-1PUD. The Comprehensive Guide Plan
amendments needed to change the land use and MUSA boundary will be contained in the final 2040
Comprehensive Plan. A condition of approval requires bringing utilities to these properties along with the
two properties (the exception parcels) along Akron Avenue which are not part of the plat.
Upon application of this lot split it became apparent that the applicant and developer disagreed about the
disposition of the two northern lots. The property owner’s representative indicated the most northern lot
may be sold in the future, separate from the homestead site. Because of this issue and other discussions,
staff is recommending numerous conditions associated with the current lot split. The two lots currently
have non-conforming development. The northern lot has an accessory structure without any principal
structure. The south lot has an accessory structure that is either on, or very close to the northern property
line. In staff’s opinion the two lots have functioned as one parcel. Because the applicant wants to retain
two parcels, staff is recommending the two be replatted with the final phase of the Meadow Ridge project
so that some of the non-conformities can be reduced. Due to previous City actions both of the northern
lots are now urban residential, contained within the approved PUD, and that action along with the
preliminary plat reinforces that the two parcels should be final platted.
The recommended approval contains conditions to address the northern two lots, extension of utilities,
and dedication of appropriate easements. Staff intends to review the appropriate process for splitting
property after approval of PUD’s and Preliminary Plats, and the use of the lot division process versus
platting, so this confusion does not occur with future projects.
Property Owners: Richard and Dixie Cliff, 12523 Akron Avenue
Applicant: US Homes-Lennar
Location: 12523 Akron Avenue
Site Area in Acres: 33.84 Acres
Current Zoning: R-1PUD
BACKGROUND
The Meadow Ridge project received initial approvals in spring of 2018. The project contained a total 154
lots for new development, 2 outlots and a final homestead parcel. The first phase of the project, south of
Street A, 127th Street, has been graded and one model is under construction. The final plat for Meadow
Ridge 1st Addition was approved in June 2018
ISSUE ANALYIS
Lot Division
The applicant is proposing a lot division. Lot split requests are quasi-judicial decisions meaning that the
City Council is acting as a judge to determine if the regulations within the Comprehensive Plan, Zoning
Ordinance, and Subdivision ordinance are being followed. The property is also part of an approved
Master Development Plan PUD, planning requests are viewed to ensure compliance with the PUD Master
Plan and conditions of approval. Because the lot division separates the two northern parcels from the
remainder of the site that will be further subdivided and built upon, staff is requiring reasonable conditions
that would implement the approved PUD standards.
Public Right-of-Way Dedication
The property is adjacent to Akron Avenue and therefore right of way for the new Akron Avenue is
3
requested. This was also a condition in the PUD Master Development approval and the previous lot split
approval. Seventy-five feet of right of way was required south of Street A, which is now 127th Street, and
50’ north of 127th Street along the entire frontage of the property owned by the Cliffs.
Wetlands/Conservation Easements
There are wetlands associated with the property being proposed for the lot split. As is typical for any lot
development, staff is requesting drainage and utility easements over the wetlands and application of
conservation easements as prescribed by the City’s Wetland Conservation Plan.
The conservation easement requires a buffer area be maintained around the designated wetland boundary.
Activities are restricted in the buffer area per the easement, for example; no man made installations, no
excavation or filling, no applying herbicides pesticides insecticides or fertilizers.
Drainage and Utility Easements
A condition of approval is requesting standard drainage and utility easement over the each of the lot
perimeters. A drainage and utility easement should also be provided over the existing stormwater
improvements that were constructed with the first phase of Meadow Ridge but are located north of 127th
Street.
Additionally, staff is requesting a drainage and utility easement over Parcel B to permit installation of
utilities across Parcel B to serve the northern parcel also owned by the Cliffs. As part of the approval in
2018, the City required that utilities be extended to all properties outside of the plat along Akron Avenue,
in addition to the homestead site. That would mean the lots at 12605 and 12637 Akron Avenue would
receive sanitary sewer from the west, from the Meadow Ridge development. Water would be extended up
Akron Avenue. Initially the plan was to extend sanitary sewer to the home site which was combined with
the northern parcel. Since the property owner does not want to combine the parcels, staff is requiring
extension of sanitary sewer service across Parcel B to permit urban utilities to the northern site.
It is anticipated construction of the sanitary sewer extension will occur in a future phase of the Meadow
Ridge subdivision. When the utilities are extended to the various parcels, four in total, the property owners
have 10 years to hook up to urban sanitary sewer service. Upon hook-up, the city will require payment of
the area charges and connection charges for each of the four properties. Water will be extended to the four
properties most likely this summer. Staff is not proposing that any of the four property owners need to
hook up to public water until the sanitary sewer is available. That means when hook up to sanitary sewer
occurs, the City will also require bringing water to the site. All trunk area charges and connection charges
would be paid at that time. Similar to what the City offered in the Greystone project, the City would be
willing to enter into an assessment agreement with the property owner to assess the area charge costs to
the site. This will reduce the capital outlay at the time of connection.
RECOMMENDATION
Staff recommends approval of the lot split with conditions.
Dakota County, MN
Property Information
March 4, 20 19
0 875 1,750437.5 ft
0 270 540135 m
1:9,600
Disclaimer: Map and parcel data are believed to be accurate, but accuracy is not guaranteed. This is not a legal document and should not be substituted for a title search,appraisal, survey, or for zoning verification.
SheetPurchase Sketch for:1 of 1c 2015 Pioneer Engineering, P.A.
LENNAR
CIVIL ENGINEERS LAND PLANNERS LAND SURVEYORS LANDSCAPE ARCHITECTS
2422 Enterprise Drive
Mendota Heights, MN 55120
(651) 681-1914
www.pioneereng.comFax: 681-9488
Cad File: 117254-LOT SPLIT -
3.dwg
Folder #: 8172
Drawn by:TSS
WETLAND E
POND 200
POND 100
WETLAND B
POND 300
OUTLOT A
OUTLOT B
00-ENG-117254-SHEET-PLAT
4PRELIMINARY PLAT
c
23OFMEADOW RIDGE
ROSEMOUNT, MINNESOTA
LENNAR
16305 36TH AVENUE NORTH
12-19-2017
BNM/PJC
BNM/MSN
Name
Reg. No.Date
Revisions
1. 01-19-18 City Comments Date
Designed
Drawn
2018 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
12-19-2017 PLYMOUTH, MINNESOTA 55446
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Surveyor
under the laws of the State of Minnesota 42299
Peter J. Hawkinson 2. 02-09-18 City Comments3. 02-21-18 City Comments
CITY OF ROSEMOUNT
DAKOTA COUNTY, MINNESOTA
RESOLUTION 2018 -
A RESOLUTION APPROVING THE PLANNED UNIT DEVELOPMENT (PUD)
MASTER DEVELOPMENT PLAN WITH REZONING FOR MEADOW RIDGE
WHEREAS, the Community Development Department of the City of Rosemount received a
request for a Planned Unit Development Master Development Plan with Rezoning from Lennar
Corporation concerning property legally described as:
The South 240.00 feet of the East 480.00 feet of the East Half of the Northwest Quarter of Section 15,
Township 115, Range 19, Dakota County, Minnesota.
And
The East Half of the Southwest Quarter of Section 15, Township 115, Range 19, Dakota County,
Minnesota. Except the following:
The North 300 feet of the South 2059.3 feet of the East 290.4 feet of the East Half of the
Southwest Quarter of Section 15, Township 115, Range 19, Dakota County, Minnesota.
And
The North 300 feet of the South 2059.3 feet of the East 363 feet of the East Half of the
Southwest Quarter of Section 15, Township 155, Range 19, Dakota County, Minnesota.
WHEREAS, on January 23, 2018 the Planning Commission of the City of Rosemount held a public
hearing and reviewed the PUD Master Development Plan with Rezoning for Meadow Ridge; and
WHEREAS, on January 23, 2018, the Planning Commission recommended approval of the PUD
Master Development Plan with Rezoning for Meadow Ridge, subject to conditions; and
WHEREAS, on March 20, 2018, the City Council of the City of Rosemount reviewed the Planning
Commission’s recommendations.
NOW, THEREFORE, BE IT RESOLVED, the Council of the City of Rosemount hereby
approves the Planned Unit Development (PUD) Master Development Plan of Meadow Ridge and
the Rezoning from AG – Agricultural to R1 PUD – Low Density Residential Planned Unit
Development, subject to:
a. Conservation easements shall be recorded over all wooded areas, wetlands, and
wetland buffers. Markers indicating the location of conservation easements and
wetland buffers must be installed on all affected properties. Fences are not
permitted within conservation easements.
b. Drainage and utility easements shall be dedicated over all stormwater ponds,
buffers and outlets.
c. All areas within the wetland buffers that do not have natural vegetation shall be
seeded and established with a wetland buffer seed mix.
d. Payment of $5,043 for AUAR study.
e. Approval of a WCA application with off-site mitigation occurring via the
purchase of credits from a wetland bank.
RESOLUTION 2018-
2
f. Payment of $94,100 in-lieu of tree replacement.
g. The front building elevation design shall include one of the following elements:
i. Three and a half (3.5) feet of brick or stone wainscoting, excluding doors,
windows or the wall behind the front porch;
ii. A front porch with railing that extends at least 30% of the width of the
front elevation, including the garage;
iii. A side entry garage;
iv. Or, no more than 70% lap siding, excluding doors and windows.
h. A deviation from City Code Section 11-4-5 F.1. to reduce the interior lot
minimum area of 10,000 to 7,800 square feet and corner lot minimum area from
12, 000 to 10,500 square feet.
i. A deviation from City Code Section 11-4-5 F.2. to reduce the minimum lot width
from eighty (80) feet to sixty-five (65) feet for interior lots and from ninety (90)
feet to seventy-five (75) feet for corner lots.
j. A deviation from City Code Section 11-4-5 F.4. to reduce the front yard setback
from thirty (30) feet to twenty-five (25) feet.
k. A deviation from City Code Section 11-4-5 F.5. to reduce the side yard setback
from ten (10) feet to seven and one half (7.5) feet except in areas where existence
of larger drainage and utility easements require additional setbacks.
l. A deviation from City Code Section 11-4-5 F.9. to increase the maximum lot
coverage from thirty percent (30%) to forty-five percent (45%) for the three lots
less than 8,250 square feet in area, forty percent (40%) for twenty-nine lots
between 8,250 square feet and 9,750 square feet in area, and thirty-five percent
(35%) for the thirty-three lots between 9,750 square feet and 11,250 square feet
in area.
m. Create and record a restrictive covenant on the retaining walls located on private
property that ensures that it is the homeowners cost and responsibility to
maintain the retaining walls.
n. Development beyond the first phase cannot take place until the temporary lift
station located in the Street A right of way is built and sanitary sewer is available
to future phases.
o. Extension of sanitary sewer and watermain that is able to individually serve the
existing properties at 12523, 12605, 12637 Akron Avenue.
p. Payment of $110/frontage foot for upgrades to Akron Avenue.
q. Execution of an agreement defining the City’s and developer’s responsibilities
with regards to the temporary lift station.
r. Drainage and utility easements with storm sewer infrastructure may contain
fences but shall be required to include gates to provide truck access; shall
prohibit sheds or other accessory structures; and shall prohibit landscaping that
would impede drainage.
s. Each corner lot will have two overstory trees, one fronting on each road and all
interior lots will have one boulevard planting.
t. Road rights-of-way will be 80’ for Street A, 60’ for all other internal roadways
and an additional 75’ of right-of-way dedicated for Akron Avenue.
u. Conformance with all requirements of the City Engineer as detailed in the
attached memorandum dated March 16, 2018.
RESOLUTION 2018-
3
v. Conformance with all requirements of the Parks and Recreation Director as
detailed in the attached memorandum dated February 13, 2018.
w. The applicant meets with staff on the site to assess areas for further tree
preservation prior to issuance of a site grading permit.
x. Relocation of the driveway on lot 195 from Street G to Street E.
ADOPTED this 20th day of February, 2018, by the City Council of the City of Rosemount.
__________________________________________
William H. Droste, Mayor
ATTEST:
___________________________________
Erin Fasbender, City Clerk
CITY OF ROSEMOUNT
DAKOTA COUNTY, MINNESOTA
RESOLUTION 2018 - 13
A RESOLUTION APPROVING THE PRELIMINARY PLAT
FOR MEADOW RIDGE
WHEREAS, the City of Rosemount received a request for Preliminary Plat approval from Lennar
Corporation concerning property legally described as:
The South 240.00 feet of the East 480.00 feet of the East Half of the Northwest
Quarter of Section 15, Township 115, Range 19, Dakota County, Minnesota.
And
The East Half of the Southwest Quarter of Section 15, Township 115, Range 19,
Dakota County, Minnesota. Except the following:
The North 300 feet of the South 2059.3 feet of the East 290.4 feet of the East
Half of the Southwest Quarter of Section 15, Township 115, Range 19, Dakota
County, Minnesota.
And
The North 300 feet of the South 2059.3 feet of the East 363 feet of the East
Half of the Southwest Quarter of Section 15, Township 155, Range 19, Dakota
County, Minnesota.
WHEREAS, on January 23, 2018, the Planning Commission of the City of Rosemount held a
public hearing and reviewed the Preliminary Plat for Meadow Ridge; and
WHEREAS, on January 23, 2018, the Planning Commission recommended approval of the
Preliminary Plat for Meadow Ridge, subject to conditions; and
WHEREAS, on March 20, 2018, the City Council of the City of Rosemount reviewed the Planning
Commission’s recommendations.
NOW, THEREFORE, BE IT RESOLVED, the Council of the City of Rosemount hereby
approves the Preliminary Plat for Meadow Ridge, subject to the following conditions:
a. Approval of a Planned Unit Development Master Development Plan for the subject
property and designating minimum lot requirements and setbacks.
b. Payment of $110/frontage foot for upgrades to Akron Avenue.
c. Execution of an agreement defining the City’s and developer’s responsibilities with regards
to the temporary lift station located in the right of way of Street A.
d. Conformance with all requirements of the City Engineer as detailed in the attached
memorandum dated March 16, 2018.
e. Conformance with all requirements of the Parks and Recreation Director as detailed in the
attached memorandum dated February 13, 2018
f. Outlots A, B shall be dedicated to the City.
RESOLUTION 2018-13
2
g. Drainage and utility easements should be dedicated over all ponding and wetland areas with
a conservation easement provided over the designated wetlands.
ADOPTED this 20th day of March, 2018, by the City Council of the City of Rosemount.
__________________________________________
William H. Droste, Mayor
ATTEST:
___________________________________
Erin Fasbender, City Clerk
CITY OF ROSEMOUNT
DAKOTA COUNTY, MINNESOTA
RESOLUTION 2018-27
A RESOLUTION APPROVING THE LOT SPLIT
FOR RICHARD AND DIXIE CLIFF
WHEREAS, the City of Rosemount received a request for the Lot Split approval from Lennar
Corporation concerning property owned by Richard and Dixie Cliff legally described as:
The East Half of the Southwest Quarter of Section 15, Township 115, Range 19,
Dakota County, Minnesota. Except the following:
The North 300 feet of the South 2059.3 feet of the East 290.4 feet of the East
Half of the Southwest Quarter of Section 15, Township 115, Range 19, Dakota
County, Minnesota.
And
The North 300 feet of the South 2059.3 feet of the East 363 feet of the East
Half of the Southwest Quarter of Section 15, Township 155, Range 19, Dakota
County, Minnesota.
WHEREAS, the Lot Split approval will create two parcels legally described as:
PARCEL A:
All that part of the East Half of the Southwest Quarter of Section 15, Township 115, Range 19, Dakota
County, Minnesota lying southerly of the following described line:
Commencing at the southwest corner of said East Half of the Southwest Quarter, thence on an assumed
bearing of North 00 degrees 17 minutes 26 seconds East, along the west line of said East Half, a distance of
1503.99 feet to the point of beginning; thence South 89 degrees 42 minutes 34 seconds East, a distance of
215.00 feet; thence easterly a distance of 213.85 feet, along a tangential curve concave to the south having a
radius of 715.00 feet and a central angle of 17 degrees 08 minutes 11 seconds; thence South 72 degrees 34
minutes 23 seconds East tangent to said curve, a distance of 437.08 feet; thence southeasterly a distance of
189.87 feet, along a tangential curve concave to the northeast having a radius of 635.00 feet, and a central angle
of 17 degrees 07 minutes 55 seconds; thence South 89 degrees 42 minutes 18 seconds East tangent to said
curve, a distance of 301.39 feet to the east line of said East Half of the Southwest Quarter and there
terminating.
PARCEL B:
The East Half of the Southwest Quarter of Section 15, Township 115, Range 19, Dakota County, Minnesota
Except that part thereof lying southerly of the following described line:
Commencing at the southwest corner of said East Half of the Southwest Quarter, thence on an assumed
bearing of North 00 degrees 17 minutes 26 seconds East, along the west line of said East Half, a distance of
1503.99 feet to the point of beginning; thence South 89 degrees 42 minutes 34 seconds East, a distance of
215.00 feet; thence easterly a distance of 213.85 feet, along a tangential curve concave to the south having a
radius of 715.00 feet and a central angle of 17 degrees 08 minutes 11 seconds; thence South 72 degrees 34
minutes 23 seconds East tangent to said curve, a distance of 437.08 feet; thence southeasterly a distance of
189.87 feet, along a tangential curve concave to the northeast having a radius of 635.00 feet, and a central angle
of 17 degrees 07 minutes 55 seconds; thence South 89 degrees 42 minutes 18 seconds East tangent to said
curve, a distance of 301.39 feet to the east line of said East Half of the Southwest Quarter and there
terminating.
And except:
The north 300.00 feet of the south 2059.3 feet of the east 290.4 feet of said East Half of the Southwest
Quarter.
RESOLUTION 2018-27
2
And also except:
The north 300.00 feet of the south 2359.30 feet of the east 363.00 feet of said East Half of the Southwest
Quarter.
WHEREAS, on January 23, 2018, the Planning Commission of the City of Rosemount held a
public hearing and reviewed the requested application; and
WHEREAS, on January 23, 2018, the Planning Commission recommended approval of the
requested applications, subject to conditions; and
WHEREAS, on March 20, 2018, the City Council of the City of Rosemount reviewed the Planning
Commission’s recommendations.
NOW, THEREFORE, BE IT RESOLVED, the Council of the City of Rosemount hereby
approves the Lot Split for Lennar Corporation, subject to the following conditions:
1. Dedication of perimeter standard drainage and utility easements over both properties.
2. Dedication of seventy-five (75) feet of half right of way along Akron Avenue south of Street
A and fifty (50) feet of half right of way north of Street A.
3. Dedication of Street A as depicted in the attached preliminary plat to the City.
ADOPTED this 20th day of March, 2018, by the City Council of the City of Rosemount.
__________________________________________
William H. Droste, Mayor
ATTEST:
___________________________________
Erin Fasbender, City Clerk
E X E C U T I V E S U M M A R Y
Planning Commission Work Session: March 19, 2018
AGENDA ITEM: Comprehensive Plan Update AGENDA SECTION:
Work Session
PREPARED BY: Kyle Klatt, Senior Planner
Anthony Nemcek, Planner AGENDA NO. 1
ATTACHMENTS: Comprehensive Plan Comments from
Adjoining Communities, Revised MRCCA
Chapter, Transportation Chapter, Revised
Land Use Plan and Tables, Updated Water
System Map
APPROVED BY:
RECOMMENDED ACTION: No action required
COMPREHENSIVE PLAN DISCUSSION
To maintain the schedule for Comprehensive Plan submission to the Metropolitan Council in June, we are
bringing some of the updated items, along with Plan comments to the Commission at Tuesday’s meeting.
Staff’s goal is to hold the public hearing on May 14th, which is the second Tuesday of the month. Please
put the date on your calendar.
The first items provided are the comments received from all adjacent governmental agencies. We have
received all “required” responses. The following agencies acknowledged receipt but had not comments:
Apple Valley
Coates
Empire Township
Hastings School District
Hastings
Inver Grove Heights
Inver Grove Heights School District
Lakeville
MnDOT
Rosemount-Apple Valley-Eagan School District
Vermillion Township
Vermillion River Watershed Joint Powers Organization
Washington County
The other agency comments are attached with Staff response in some cases. Regarding requested changes
from the DNR and NPS, staff has revised the MRCCA section, highlighting changes in red. Staff has
responded within the document to comments from the REST and will also have a revised Transportation
Chapter which should address most of the comments. In a few instances, we will make the changes
requested; grammar, spelling, consistency in naming. The agencies with some comments include:
Department of Natural Resources
2
Eagan
Minnesota Valley Transit Authority
National Park Service
Nininger Township
Rosemount Environmental and Sustainability Task Force
The final item for the meeting is the revised land use plan and resulting land use table. The Land Use Plan
depicts all the comprehensive plan amendments the City processed within the last six months. The Plan
does have some slight revisions to the Newland Communities area of UMore where the City has better
information than the previous amendment.
RECOMMENDATION
Staff is looking for input from the Commissioners concerning the updates listed above. Because the
meeting is a work session, no action is required.
Rosemount Environment and Sustainability Task Force
Comments on the draft Comprehensive Plan
March 28, 2019
The Task Force commends city staff on the incorporation of sustainability guiding principles, policy
statements/ goals and initiatives throughout the plan. The Task Force also is very excited about the
inclusion of a new Resiliency Chapter in the draft Comprehensive Plan.
On behalf of the Task Force, below are comments on the draft plan for consideration:
GENERAL COMMENT:
• Define the “resiliency” shamrock in each chapter
This will be moved to the Executive Summary
CHAPTER 1: EXECUTIVE SUMMARY
1. Guiding Principle #1 seems like two separate statements and therefore, two different principles.
Consider breaking it into two:
2. Guiding Principle #3: Change Highway to County Road 42 OK
3. Expand Guiding Principle #5 or consider adding a principal that speaks to the definition and
reasoning for sustainability, such as “Preserve, protect and restore the natural environment with
emphasis on the conservation of needed and useful natural resources for the present and future
benefit of the community.”
We will add this and split it into two principles
CHAPTER 3: LAND USE PLAN
1. Page 3-5. Consider adding an additional initiative under 7.c., such as “The city will consider
pursuing funding to conduct compliance inspections of subsurface sewage treatment systems.”
This is a strategy best left for another document.
A health and/or environmental concern could already exist related to failing septic systems.
Dakota County hired a contractor to conduct compliance inspection of Randolph and used the
data to support the plans for a sewage treatment plant.
This is a comment and is understood by staff and Council.
2. Page 3-6:10 e. Consider adding an initiative to assist property owners of brownfield property to
explore the EPA program for installation of renewable energy on contaminated property. [RE-
Powering America’s Land Initiative]
Availability of the EPA program will be conveyed to residents as the situation arises.
3. Page 3-44: Design Standards. Consider modifying language to specify that development
includes sustainable natural resource use, such as:
“For all new development, the City will continue to implement design standards to promote
high quality development that will stand the test of time and encourage sustainability in
land and natural resource uses throughout the City.’
This change will be made.
4. Page 3-53. 1b. Establish an Environmental and Sustainability Advisory Committee (EAC) to
advise the City Council on environment, resiliency and natural resource issues.
The Plan will convey support the work of the Rosemount Environment and Sustainability Task
Force (REST).
5. Page 3-53: 3a. Consider changing “Clean Industry” to “Renewable Energy Industry” as clean
industry does not have a recognized definition. Consider making the statement stronger
changing the wording from “study” to “encourage” – this may have financial and larger policy
implications.
a. Study the development of the “Renewable Energy Industry” such as biofuel/biomass, solar,
and wind energy production.
... in such a way that is consistent with the design standards and development goals of the
City.
CHAPTER 7: RESILIENCY PLAN
1. The Task Force commends the city for adding this chapter but did not review the various
sustainability and resiliency current or recommended efforts identified in the University of MN
on their Resilient Communities project, STAR Communities program, GreenStep Cities, and
the Regional Council of Mayors, and Regional Indicators Initiatives. It is the Task Force’s
understanding that the city has/will incorporated these into this chapter and/or elsewhere in the
draft plan.
2. Consider moving this chapter to earlier in the plan where the concept of the clovers identifying
resiliency-related actions can be explained early in the plan.
The concept of the clovers will be moved to the executive summary section.
3. Page 7-3: Consider adding information (and perhaps a goal or strategy under Energy
Efficiency and Conservation) about the city council adopting the Energy Action Plan and the
city signed the MOU with Xcel Energy in July of 2018. If the goals are met, energy use will be
reduced by 5% by 2020 and save Rosemount citizens and businesses a total of one million
dollars annually on energy costs; or the equivalent of removing carbon emission from 4100
cars on the road.
This information is on page 7-2. Staff will expand the text using example given.
4. Page 7-4: Stormwater. Consider adding additional sustainable and best management efforts
such as,
o Pursue the development of grant program for private land owner’s to install rain
garden(s).
o City staff will work to create and share educational programs that encourage community
involvement; including adopt-a-drain programs, drain artwork events, and other plans
that encourage behavioral changes.
o Roadways should be built or restored as ecologically as possible and to reduce an
unnecessary impact on wildlife and environment.
These suggestions are detailed implementation strategies. Adoption of implementation
strategies of this sort will be reviewed after Plan adoption and must be appropriately vetted for
impacts on service delivery, financial commitment and Council priorities.
5. Page 7-5: Energy Efficiency and Conservation. Consider adding current/planned future efforts
and best practices (leadership) in city operations, such as:
o Work with property and business owners to educate them on renewable energy
opportunities and energy reduction strategies.
Goal is already in document will add business owners to the statement.
o All newly constructed city-owned structures will meet LEED (or comparable) standards.
Adoption of implementation strategies of this sort will be reviewed after Plan adoption and
must be appropriately vetted for impacts on service delivery, financial commitment and Council
priorities.
6. Page 7-5: Consider adding an initiative to “Conduct a resiliency vulnerability assessment for
the community and use findings to develop a resiliency action plan.”
Adoption of implementation strategies of this sort will be reviewed after Plan adoption and
must be appropriately vetted for impacts on service delivery, financial commitment and Council
priorities.
7. Page 7-6: Housing and Jobs. Consider adding:
o Encourage the creation of a diverse range of jobs within the city, including the
Renewable Energy sector and “Green” economy, creating a sustainable and resilient
job market in line with city values.
o Implement environmentally preferable purchasing across city operations to reduce
negative environmental and human health impacts.
Adoption of implementation strategies of this sort will be reviewed after Plan adoption and
must be appropriately vetted for impacts on service delivery, financial commitment and Council
priorities.
CHAPTER 10: PARKS, TRAILS AND OPEN SPACE SYSTEM
1. Possible grammar issue on page 19 last paragraph - should it be plural vs. single (e.g., areas
vs area).
The grammar on this section will be reviewed and corrected where needed.
2. Page 20: Improvements and Renovation to Existing Parks.
Consider adding existing efforts such as:
o A reference to the Carroll’s Woods and Schwarz Pond Park Site Inventory and Natural
Resource Management Plan could be mentioned.
- The information will be added to the plan.
o The city will devote resources to identifying and eradicating invasive species on city
owned property.
- The City does tis now and will continue to do so, will mention in the plan.
o The city will educate landowners about invasive species and management strategies.
- The City does this now and will continue to do so, will mention in the plan.
o The city will create pollinator habitat were appropriate on city owned open spaces and
improve on maintenance practices to reduce negative impacts to pollinators.
- The City does have pollinator habitat and will continue to add to our
inventory. The City will work to limit negative impacts caused by
maintenance. Will mention in the plan.
o The city will educate residents on creating pollinator habitat.
- The City does this now and will continue to do so.
o The city has a splash pad water feature located in Central Park. The city had applied for
grants to assist with installing a system to recirculate the water instead of dump it as is
the current design. The city will continue to pursue grant funds to assist with
recirculating the splash pad water.
- The City Council previously directed staff to pursue grant funding for
splash pad water recirculation so it is not a new implementation strategy.
This can be mentioned in the plan.
o A reference to the adopt-a-park program and the community garden plots in the parks. If
added, consider elaborating.
- This is a program that is run by the Parks and Recreation department. We
can make mention of it in the plan. But it is not really a planning tool.
o Rosemount has been part of Tree City USA since 1992 and grows trees to distribute
free to residents on Arbor Day each year.
- The City does not grow the trees that are given away. This is a program
that is run by the Parks and Recreation department. We do not plan to
mention of it in the plan.
1
2
3
4
5
6
7
8
9
Summary of Comments on KM_C554e-20190124030907
Page: 2
Number: 1 Author: jpansch Subject: Sticky Note Date: 4/2/2019 2:57:48 PM
This alignment is already shown on the plan as a "Proposed Major Collector" in green dash marks. One minor update was made to show it
as a major collector all the way up to CSAH 42.
The previous city plan showed a connection of Akron straight south to CSAH 42. This is still being shown as well as the previously
mentioned alignment.
Number: 2 Author: jpansch Subject: Sticky Note Date: 4/2/2019 2:41:46 PM
Updated based on county comments.
Number: 3 Author: jpansch Subject: Sticky Note Date: 4/2/2019 2:46:53 PM
Updated based on county comments.
Number: 4 Author: jpansch Subject: Sticky Note Date: 4/2/2019 2:48:40 PM
Updated based on county comments.
Number: 5 Author: jpansch Subject: Sticky Note Date: 4/2/2019 2:49:48 PM
Updated based on county comments.
Number: 6 Author: jpansch Subject: Sticky Note Date: 4/2/2019 2:51:14 PM
Updated based on county comments.
Number: 7 Author: jpansch Subject: Sticky Note Date: 4/2/2019 2:57:59 PM
Updated based on county comments.
Number: 8 Author: jpansch Subject: Sticky Note Date: 4/2/2019 3:00:05 PM
This is already showing as a 2-lane road
Number: 9 Author: jpansch Subject: Sticky Note Date: 4/2/2019 3:00:42 PM
Note taken.
1
2
3
4
5
6
Page: 3
Number: 1 Author: jpansch Subject: Sticky Note Date: 4/2/2019 3:01:19 PM
The TAZ table will be included in the appendix.
Number: 2 Author: jpansch Subject: Sticky Note Date: 4/2/2019 3:11:45 PM
Note taken.
Number: 3 Author: jpansch Subject: Sticky Note Date: 4/2/2019 3:27:12 PM
Tier 2 Alignment is updated based on these comments.
Number: 4 Author: jpansch Subject: Sticky Note Date: 4/2/2019 3:55:19 PM
Updated based on county comments.
Number: 5 Author: jpansch Subject: Sticky Note Date: 4/2/2019 3:55:39 PM
This text was left in the document.
Number: 6 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:20:10 PM
Updated based on county comments.
Rosemount 2040 Comp Guide Plan Review Comments
Transportation 8-4, MAJOR TRENDS AND INFLUENCING FACTORS
Specific transportation issues Rosemount faces include:
x Growing congestion on regional and county routes such as Robert Trail South (TH 3), TH 52 and
160th Street West (County State Aid Highway 46) causing diversion of traffic to City roadways.
Suggest adding further clarification for Robert Trail South as TH 3, similar to 160th Street West as
County State Aid Highway 46, for consistency. Consistently reference as either Robert Trail South or
South Robert Trail.
Transportation 8-6, ROADWAY SYSTEM
An efficient and well-planned roadway system will help the City of Rosemount meet future population
growth and a growing economy. Rosemount currently has sufficient access to the regional
transportation roadway system with TH 52, TH 55 and South Robert Trail (TH 3)…
Suggest adding further clarification for South Robert Trail as TH 3 for consistency. Consistently reference
as either Robert Trail South or South Robert Trail.
Transportation 8-14, Table 6. Dakota County Roadway System Improvements
McAndrews Road (CSAH 38) Expansion from 2 lanes to 3 lanes CSAH 31 Robert Trail South 2018
Consistently reference as either Robert Trail South or South Robert Trail.
Transportation 8-16, ROADWAY CHARACTERISTICS
Roadways in Rosemount are made up of a variety of road types from two-lane undivided urban roads to
four-lane rural expressways as identified in Figure 7. The eastern western portion of the City, where a
greater proportion of the population resides,…
Suggest revising as noted.
Transportation 8-17, Figure 4. Planned and Programmed Improvement
x TH 3, segment north of 145th Street, indicates no change (currently 2 traffic lanes). Figure 5,
Existing Traffic Volumes, and current MnDOT counts indicate 12,900 ADT (11,900 ADT north of
McAndrews Road), approaching capacity for a 2-lane roadway (Table 9, Transportation 8-20).
Figure 6, Forecast 2040 Traffic Volumes, indicates 14,700 ADT north of 145th Street and 15,000
ADT north of McAndrews Road. Dakota County Principal Arterial Study will recommend
classification of TH 3 as a principal arterial.
Consider revising Figure 4 to indicate 3 or 4 traffic lanes on TH 3.
h (T
1
2
3
4
5
6
Summary of Comments on Eagan_SRF Response.pdf
Page: 1
Number: 1 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:24:41 PM
Updated.
Number: 2 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:27:38 PM
Updated.
Number: 3 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:27:43 PM
Updated.
Number: 4 Author: jpansch Subject: Inserted Text Date: 4/2/2019 4:30:11 PM
THis
Number: 5 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:28:37 PM
Updated.
Number: 6 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:30:36 PM
Not updated. This is addressed in later text.
Transportation 8-23, Congestion on the Regional Highway System
The Metropolitan Freeway System Congestion Report is prepared annually by the Regional
Transportation Management Center (RTMC) to documents segments …
Suggest revising as noted.
Transportation 8-23, Table 12. Roadways Over Capacity (2040)
Robert Trail South 1.35 Canada Avenue West 150th Street West
Transportation 8-24, Table 12. Roadways Over Capacity (2040)
Robert Trail South 1.00 124th Street West Biscayne Avenue
Transportation 8-24, Table 13. Roadways Approaching Capacity (2040)
Robert Trail South 0.86 Connemara Trail Bonaire Path West
Consistently reference as either Robert Trail South or South Robert Trail.
Transportation 8-28, Table 15. Top 10 Intersection Crash Locations 2011-2015 (By Frequency of Crashes)
Consistently reference as either Robert Trail S or So Robert Trail.
Transportation 8-30, RECOMMENDED ROADWAY IMPROVEMENTS
Robert Trail South is forecasted to be over capacity by the year 2040. It isn’t a recommended lane
expansion project because it is constrained by a lack of space and because an expansion would have a
negative impact on the downtown environment. There is minimal right-of-way available near the
roadway alignment. To help mitigate this, the City will be expanding Akron Avenue, giving drivers
another option to drive from north to south.
Dakota County Principal Arterial Study will recommend classification of TH 3 as a principal arterial.
While expanding Akron Avenue is supported, it will not adequately mitigate north-south traffic for TH 3.
Constraints are limited to the downtown area. Expansion should be appropriate consideration north of
Connemara Trail. Other options to address downtown segment should remain for future consideration.
Suggest revising highlighted text. Consistently reference as either Robert Trail South or South Robert
Trail.
Transportation 8-31, Figure 11. Recommended Roadway Capacity Improvements
x TH 3, segment north of 145th Street, indicates no change (currently 2 traffic lanes). Figure 5,
Existing Traffic Volumes, and current MnDOT counts indicate 12,900 ADT (11,900 ADT north of
McAndrews Road), approaching capacity for a 2-lane roadway (Table 9, Transportation 8-20).
Figure 6, Forecast 2040 Traffic Volumes, indicates 14,700 ADT north of 145th Street and 15,000
…
R
R
R
C
R
ti
1
2
3
4
5
6
7
Page: 2
Number: 1 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:31:01 PM
Updated
Number: 2 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:31:11 PM
Updated
Number: 3 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:31:13 PM
Updated
Number: 4 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:31:15 PM
Updated
Number: 5 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:31:18 PM
Updated
Number: 6 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:31:34 PM
Updated
Number: 7 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:37:52 PM
This text was update to help clarify city plans. Robert Trail South isn't shown as expanding in the city limits.
ADT north of McAndrews Road. Dakota County Principal Arterial Study will recommend
classification of TH 3 as a principal arterial.
Consider revising Figure 11 to indicate 3 or 4-Lane Divided on TH 3.
Transportation 8-43, Regional Bicycle Transportation Network
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. McAndrews Road Alignment: Connecting to the South Robert Trail alignment…
Consistently reference as either Robert Trail South or South Robert Trail.
Water Supply Chapter, Pg 14-15, 5.2.3 Resource Sustainability
The City will pursue a 10-15% reduction in per capita water production, in cooperation with other
Dakota County cities, to support aquifer supply sustainability, utilizing groundwater modeling as a tool
to ensure aquifer sustainability.
Consider adding text, as noted.
Water Supply Chapter, Pg 16, 6.1.3 Water Supply Recommendations
Pursue a 10-15% reduction in per capita water production to support aquifer supply sustainability.
Consider adding the recommendation, as noted.
Comprehensive Sewer Plan, Pg 20, 6.3.1 Existing City Sewersheds
The northern portion of the Lan-O-Ken sewershed is currently planned as a transitional residential zone
will likely and has the topography that would allow it to be conveyed north into Eagan’s sanitary sewer.
The area has a potential average flowrate of 0.085 MGD and an estimated peak flow of 0.34 MGD.
Assuming the a future connection to Eagan is placed at the 10 State Standards minimum pipe slope, a 8”
trunk sewer line would be capable of serving the transitional residential area.
Consider revising text, as noted.
1
2
Page: 3
Number: 1 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:38:39 PM
Left as a two-lane roadway.
Number: 2 Author: jpansch Subject: Sticky Note Date: 4/2/2019 4:38:51 PM
Updated
Rosemount 2040 Comprehensive Plan Chapter 2 – Community Context
2-8
TABLE 2.6: INCOME
1990 2000 2016
Per Capita Income $14,931 $23,116 $36,955
Median Household Income $41,992 $65,916 $92,393
Median Family Income $43,726 $68,929 N/A
Percent of Individual below
the Poverty Line
5.0% 3.3% 5.0%
Source: U.S. Census Bureau and 2012-2016 American Community Survey
EMPLOYMENT
There are two ways to look at employment within Rosemount to help gain an understanding about
the City workforce: people who are working at businesses within the City and those residents that
commute outside the City to work at jobs on other places. According to the most recent American
Community Survey, as of 2015 there were 7,822 persons working at businesses within the City.
Focusing on Rosemount residents specifically, there were 11,916 of the City’s residents in the
workforce, with 11,072 of those residents commuting outside the City to work, while 844 persons
were employed by Rosemount businesses. In general, there are large numbers of people commuting
in and out of Rosemount every day to get to work, while a relatively smaller number of people
remain within the City, either working from home or at a local business. From a planning
perspective, maintaining good access to the surrounding region is important both for workers living
in Rosemount and the City’s businesses that rely on labor from other places.
TABLE 2.7: WORK DESTINATIONS
For those workers that are
commuting out of Rosemount, the
majority are generally heading to
the north to the major employment
centers around downtown
Minneapolis and St. Paul, regional
destinations in Bloomington and
Eden Prairie, or to the west and the
suburban communities adjacent to
Rosemount. A summary of the
most significant destinations for
Rosemount residents that work
outside of the community is
included in Table 2.7.
Work Destination (Cities) Number Percentage
All Rosemount Workers 11,916 100%
Minneapolis 1,390 11.7%
Eagan 1,294 10.9%
St. Paul 1,131 9.5%
Apple Valley 853 7.2%
Rosemount 844 7.1%
Bloomington 798 6.7%
Burnsville 674 5.7%
Lakeville 363 3.0%
Eden Prairie 258 2.2%
Inver Grove Heights 248 2.1%
All Other Locations 4,063 34.1%
Source: 2016 American Community Survey
E M PLOYMENT1
Summary of Comments on Chapter 1 - Executive Summary
FINAL.docx
Page: 10
Number: 1 Author: abartling Subject: Highlight Date: 11/1/2018 10:41:23 AM -05'00'
MVTA recommends adding a section to briefly discuss existing transit service and facilities within the City of Rosemount (as it relates to
commuting patterns and work destinations).
kwk
Sticky Note
Will incorporate this
suggestion into the
employment section.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-1
CHAPTER 3: LAND USE
LAND USE SUMMARY
ROSEMOUNT LAND USE PLANNING
Introductory Statements:
Rosemount last completed a major update to its Comprehensive Plan in 2009. This plan was
preceded by planning efforts to plan for continued growth and development within the City,
especially for areas north of Bonaire Path and east of Akron Avenue. Since this plan was adopted,
the City has seen significant residential growth in the Akron Avenue and County Road 42 area and
northeast of downtown Rosemount. Prior to development of these areas, the City initiated major
planning efforts for these growth areas (the 42-52 Plan and Akron Avenue Area AUAR), which
served as a basis for a significant portion of the land use changes that were adopted as part of the
2030 Compressive Plan Update.
New commercial development in the nine years since the last major plan revision has been focused
on the downtown area or the commercial corridor south and southeast of the downtown. The City
continues to plan for new commercial growth along the County Road 42 corridor at key
intersections around South Robert Trail and Akron Avenue, with the expectation that new
residential development in these areas will increase demand for goods and services on a local and
regional level.
Industrial land uses make up large amount of the City’s developed areas, with heavy industrial users
such as Flint Hills Resources and CF Industries occupying large areas in the eastern portion of the
City. The City’s current and updated land use plan continues to recognize these areas as important
regional economic forces, but does not call for further expansion of heavy industrial uses into new
areas. The City is planning for new business park and light industrial uses east of Akron Avenue to
help serve as a transition between the heavy industrial users and planned commercial and residential
areas.
The economic downturn of the late 2000’s has had a significant impact on the pace and demand for
new development over the past decade, which has altered the expected timing of development in
certain areas within Rosemount. The City has seen a fairly consistent level of development over the
past decade; however, mostly in the form of new single family housing while the available supply of
developable land has steadily diminished over this time frame. Two new growth areas are expected
to help accommodate new development, including the University of Minnesota’s UMore Park
property and the larger underdeveloped southeast portion of the City. While most of the City’s
growth between 2020 and 2040 is expected to occur east of Highway 52, the timing of such growth
could be impacted if the University of Minnesota proceeds with development of its Rosemount
land.
CHAPTER 3 :L AND USE
1
Page: 13
Number: 1 Author: abartling Subject: Highlight Date: 11/1/2018 10:49:02 AM -05'00'
While the Transportation Chapter includes a section for integrating transit into land use planning, the Land Use Chapter lacks elements
related to transit. Consider adding language to establish the connection between land use and transit (i.e., population/employment
density, walkability, etc.)
kwk
Sticky Note
Will add new language to
better define the link between
transportation and land use.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-37
Limited Secondary
Zoning
C4 – General Commercial
Two Regional Commercial districts are provided within the Land Use Plan: an approximately 20
acre district bounded by South Robert Trail, Canada Circle, and the Union Pacific rail line; and an
approximately 350 acre district surrounding the intersection of County Road 42 and US Highway 52.
The 20 acre Regional Commercial district is intended for auto oriented businesses. This district
provides an area for the auto orientated businesses currently located Downtown, or the contractor
businesses located southwest of County Road 42 and South Robert Trail, can be relocated.
The 350 acre Regional Commercial district is intended for businesses with a regional draw or with
products that are sold annually or less often. Big box retail, theaters, or hotels are appropriate uses
in this area, as well as an area for existing vehicle sales businesses in other parts of the City to
relocate.
Business Park (BP)
Purpose The intent of the Business Park district is to develop businesses with a large number
of employees, wages that support an entire family, and constructed of high quality
buildings that provide both beauty and tax base to the community. Establishments
within the business park are intended to have little or no outdoor storage, with the
majority of the business activities occurring completely indoors.
Location Criteria The size of each Business Park district is intended to be greater than 150 acres in size.
The district should be located adjacent to heavily traveled arterial roads to provide
both visibility and access to these major employment centers.
Min. Requirements
for Development
Within the MUSA and with an improved access to a collector and/or arterial road to
serve the district. The street network within the business park should be designed to
accommodate truck and freight traffic while also providing sidewalks and pedestrian
improvements for employees to use during breaks and lunch periods.
Utilities Municipal water and sanitary sewer are encouraged. Private well and septic systems
may be permitted as an interim system before municipal water and sanitary sewer are
available provided an appropriate septic area is located and infrastructure is installed
to connect to when utilities are at the development’s boundary.
Typical Uses Office; retail and office warehouses; research laboratories; post-secondary education;
distributors; and manufacturing.
Intensity
Appropriate Zoning BP – Business Park
Limited Secondary
Zoning
C4 – General Commercial near intersections of major roads; LI – Light Industrial
adjacent to industrial planned areas or in areas that will not impact primary views
along major roads and that can be accommodated in areas internal to the business
park.
The street network within the business park should be designed to
accommodate truck and freight traffic while also providing sidewalks and pedestrian
improvements for employees to use during breaks and lunch periods.
1
Page: 49
Number: 1 Author: abartling Subject: Highlight Date: 11/1/2018 10:50:36 AM -05'00'
Transit is an increasing need in business parks as employers are looking to expand their employee base. Consider adding language to support
transit elements in the street network.
kwk
Sticky Note
Will add transit to the list of
accommodations within the
street network.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-42
SPECIAL PLANNING AREA CONSIDERATIONS
As described in the beginning of this chapter, the City identified three planning areas for special
consideration prior to commencing work on the updated land use plan. Some of the major planning
considerations that came out of the public participation and City review process for these areas
include the following:
North Central Planning Area
x The majority of the north central area will remain rural residential; however, as services are
extended through developing areas to the south, the City will investigate opportunities to
size infrastructure to provide service to the Transitional Residential areas east of South
Robert Trail and to plan for unforeseen needs beyond the time frame of the 2040 Plan.
x The City will continue to pursue opportunities for shared services with the adjoining
jurisdictions of Eagan and Inver Grove Heights, especially for areas with the Transitional
Residential area that may not be able to be served form existing sewer lines in Rosemount.
x New residential development will be allowed that conforms to the City’s Rural Residential
zoning standards or that is otherwise approved as a planned development that adheres to the
guiding principles for this land use category (i.e. preserving natural areas and wetlands).
Southeast Planning Area
x This planning area contains a large portion of the City’s future growth areas, with future
development expected to move generally southeast from the 52/42 intersection.
x Larger portions of the southeast planning area are guided for agricultural land uses, and will
serve as an urban reserve for Rosemount for growth after the timeframe of the 2040 Plan.
x Ordered extension of services will be critical for this area to help ensure that the timing of
future development in consistent with the City’s ability to finance and construct public
infrastructure to serve the area.
x The land use plan for southeastern Rosemount calls for a transitional area along County
Road 42 to provide a buffer between the heavy industrial and waste management uses north
of this road. The plan also provides opportunities for the creation of activity nodes at
intersections along the corridor with a mixture of housing and commercial uses.
x As development occurs, the City will be seeking ways to integrate new growth areas into the
rest of the community. New trail and road connections will help provide links to the
western part of Rosemount, while County Road 42 will continue to serve as the primary
east/west connection linking this area to the rest of the City.
x The City has identified interim uses that will be appropriate for the area to provide economic
opportunities for land owners until public service area available. Interim uses will be
reviewed to ensure compatibility with existing agricultural uses and future residential
neighborhoods.
New trail and road connections will help provide links to the
western part of Rosemount, w
1
Page: 54
Number: 1 Author: abartling Subject: Highlight Date: 11/1/2018 10:51:03 AM -05'00'
Transit is another way to provide links between new and existing developments.
kwk 4/4/2019 10:31:07 AM
Sticky Note
Recent County transportation planning
studies do not support transit improvements
within eastern Rosemount due to the low
densities of existing development. Staff is
suggesting language that encourages
discussions about transit opportunities along
major corridors planned for higher density
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-43
Downtown
x Downtown will continue to serve as the center of the community, and provides a sense of
place and identify for Rosemount that is not found in other suburban communities.
x The City will pursue opportunities for revitalization and enhancement of downtown and the
existing businesses and residences.
x The City has recently updated the Downtown Framework, and will use this plan as a guide
to help promote redevelopment of key sites within the downtown area. The market study
completed in conjunction with the framework identifies opportunities for additional housing
and mixed use projects for this area.
x The City will consider walkability and access to transit when evaluating future development
and redevelopment proposals in the downtown area.
OTHER PLANNING ISSUES
In order to help carry out the City’s overall vision and goals for the community, the City has
identified several additional planning considerations for the future:
Redevelopment Opportunities
x As the supply of land available for development diminishes, the City will promote the
development of underutilized sites and the redevelopment of existing buildings that have
outlived their useful lives.
x Many of the City’s existing neighborhoods and commercial areas were subdivided and
constructed in the late 1970’s and into the 1980’s. As these area approach 40 years in age,
the City will promote investment in these areas to ensure they will continue to provide
housing and business opportunities well into the future.
Specific Master Plans
x The City of Rosemount encourages the use of master planning for newly developing areas to
help ensure consistency of design and compatibility with surrounding neighborhoods.
Transit Station Area Plans
x The Transportation Plan (Chapter 8) discusses the two existing transit stops in Rosemount,
one of which is located in the downtown while the other, a pilot project, is located on the
Dakota County Technical College campus. The City’s land use plan calls for mixed use
development and higher residential densities in both of these areas.
x The land use plan identifies nodes at key intersections along County Road 42 that include a
mix of commercial uses and higher density housing that could potentially serve as future
transit station areas. The City will work with MVTA and Dakota County to identify future
service extensions in the future that can take advantage of the appropriate transit sites in
newly developing areas.
two existing transit stops in Rosemount,
The City’s land use plan calls for mixed use
development and higher residential densities in both of these areas.
1
2
Page: 55
Number: 1 Author: abartling Subject: Highlight Date: 10/30/2018 8:33:15 AM -05'00'
MVTA's Route 420 is a flex route that provides service at any safe location along the route or within the flex boundary.
Number: 2 Author: abartling Subject: Highlight Date: 10/30/2018 8:34:28 AM -05'00'
MVTA supports higher densities and mixed use development near transit stops and requests participation in discussions around future
station area plans.
kwk
Sticky Note
Will add statement concerning
MVTA Route 420. Comment
noted - as future discussions
concerning transit stations
occur the City will reach out to
Rosemount 2040 Comprehensive Plan Chapter 4 – Housing
4-8
Rosemount expects additional senior units to be constructed in the future as the baby boomers
retire and current Rosemount residents age.
CONDITION AND AGE OF HOUSING STOCK
Due to the significant growth that has occurred over the last three decades, the majority of the
housing stock within Rosemount is relatively new. A little less than 20% of Rosemount’s housing
stock is over 35 years old, the age at which major maintenance efforts need to take place such as
furnace or roof replacements. This percentage has been increasing in recent years, and the total
number of homes over 35 years old is expected to double over the next 10 years. The City will need
to monitor carefully the condition of the aging housing stock to ensure that it is maintained. The
City works with Dakota County to identify homeowners who may be income eligible for low interest
loans for house repairs and energy efficiency improvements.
TABLE 4.10 – AGE OF HOUSING STOCK
Number Percent
2010 – 2014 359 4.4%
2000 – 2009 3,073 37.4%
1990 – 1999 2,140 26.1%
1980 – 1989 1,110 13.5%
1970 – 1979 611 7.4%
1960 – 1969 567 6.9%
Before 1960 354 4.3%
*Source: 2016 ACS
HOUSING NEED ANALYSIS
Rosemount will continue to be a community predominately comprised of single-family detached
homes consistent with its regional designation as part of the “Emerging Suburban Edge” within the
Twin Cities Metropolitan area. Housing affordability continues to be a concern, especially for those
households with incomes well below the median income. With an aging population, the City will
also need to plan for ways to provide for “aging in place” to allow residents who wish to continue
living in Rosemount to continue to do so as they get older and their housing needs change. As the
City’s supply of land readily available for development declines, new growth areas are farther from
existing services, including the UMore property and the agricultural land east of US Highway 52.
Care must be taken to ensure there is enough land designated for non-residential uses to provide
convenient services to new and future neighborhoods as the community continues to expand
eastward.
Some of the potential barriers for addressing these needs include the following:
x Ensuring that there is enough land available to support the City’s housing needs will become
more difficult as the supply of land near urban services is developed. Since the last
Comprehensive Plan, Flint Hills has acquired land for buffer around its facility. It has been
Some of the potential barriers for addressing these needs include the following:1
Page: 83
Number: 1 Author: abartling Subject: Highlight Date: 10/30/2018 8:44:14 AM -05'00'
The availability of transit is another potential barrier that should be addressed as it relates to housing affordability and aging populations.
kwk
Sticky Note
Will add the availability of
transit as another potential
barrier to housing affordability
and issue for aging
populations.
Rosemount 2040 Comprehensive Plan Chapter 4 – Housing
4-13
4. Provide a mixture of rental and home ownership opportunities to provide life
cycle housing.
A. Encourage the construction of a variety of single family home sizes and styles to
increase home ownership opportunities.
B. Encourage the development of owner occupied and rental medium density housing.
C. Provide ownership opportunities for seniors with access to transit and
public/institutional facilities.
D. Provide rental opportunities for young adults and recent college graduates returning
to Rosemount.
E. Provide an opportunity for student housing near Dakota County Technical College.
5. Locate the different housing styles within the appropriate areas.
A. Identify areas in the plan for multi-family housing to clearly communicate City’s plan
for these areas and preserve land for higher density housing where it can be best
integrated with the surrounding development.
B. Disperse medium density residential throughout the community to avoid entire
neighborhoods of densities greater than 4 units per acre.
C. Disperse high density residential in appropriate areas throughout the community to
provide mixed residential density neighborhoods and lifecycle housing opportunities.
D. Differing housing opportunities should provide variation in housing style and price
point for residents
E. Locate high density residential with access to the collector and arterial street
network.
F. Locate high density residential in conjunction with Downtown and the commercial
areas along County Road 42 to create mixed use neighborhoods and transit oriented
districts.
G. Provide opportunities for seniors to live near their children and families.
6. Provide workforce and affordable housing opportunities through cooperative
effort with other agencies.
A. Work with the Dakota County Community Development Agency (CDA) and other
state and federal agencies to provide workforce and affordable housing
opportunities.
B. Work with Habitat for Humanity and similar organizations, along with Dakota
County Community Development Agency (CDA) and other state and federal
agencies, to provide affordable housing opportunities and to redevelop and
rehabilitate older homes in the City.
Locate high density residential with access to the collector and arterial street
network.
1
Page: 88
Number: 1 Author: abartling Subject: Highlight Date: 10/30/2018 8:47:50 AM -05'00'
Consider adding local transit service to this sentence.
kwk
Sticky Note
Will update this sentence to
include transit service.
Rosemount 2040 Comprehensive Plan Chapter 6 – Economic Competiveness
6-6
The City has been active in the redevelopment of other blocks with particular attention on the old St
Joe’s church block. Acquisition was prompted by the need to dedicate land for a County library. The
remainder of the site was parceled off for private development of The Rosemount Senior Living
center along with the Steeple Center, a community space dedicated to seniors and the arts, and also
used by a variety of community groups. The City also facilitated installation of the Downtown park
and ride by providing a low-cost lease to MVTA and partnering to obtain federal funding for the
facility. Many of the Downtown projects have been a collaborative effort both through financing
and design with other public and private partners.
Finally, the City has established the Downtown Code Improvement Program that provides grant
funding for improvements to bring the existing Downtown buildings into compliance with the
building code. Program eligibility is for any business or property owner whose building is listed
within the Framework and who is making exterior and façade improvements to the building in
accordance with the Downtown Rosemount Design Guidelines. To encourage the reinvestment in façade
improvements, business and property owners who pay with their own funds for façade
improvements can request public funds to pay for code improvements to their building.
BUSINESS RECRUITMENT, ASSISTANCE, AND RETENTION
To support small businesses and promote entrepreneurship in Rosemount, Open to Business is
available to provide one-on-one business counseling to current and prospective business owners at
no cost. Consultants provide assistance with business plan development and marketing strategies,
among other things. Additionally, business owners can learn about other resources such as training
programs, governmental services, and networking opportunities. This program is a collaborative
effort between the Dakota County
Community Development Agency
and the City. The City also
partners with the Dakota County
Regional Chamber of Commerce
to connect with businesses and
understand the needs and
concerns of business leaders in
the community. The City’s
website provides online resources
for new business owners and
entrepreneurs. A “virtual
incubator” directs business
owners to other agencies that can
assist with business financing,
networking and other business
advice.
The City works closely with the Minnesota Department of Employment and Economic
Development and Greater MSP to respond to requests for information by businesses that are
looking to relocate, particularly those businesses that are looking for greenfield sites on which to
construct new facilities. The City shares data regarding municipal services, site details,
transportation, as well as any other specific information requested. For example, there is a Shovel
Ready site within the Rosemount Business Park that is enrolled in the DEED Shovel Ready
B USINESS RECRUITMENT , ASSISTANCE, AND RETENTION1
Page: 102
Number: 1 Author: abartling Subject: Highlight Date: 11/5/2018 2:50:12 PM
Please consider including MVTA in the business development/plan review process. MVTA has recently expanded its efforts with business
outreach and partnerships to address transportation needs. Staff is available to meet with businesses, provide travel training, or any
general information on what transit services are currently available.
kwk
Sticky Note
Comment noted.
Rosemount 2040 Comprehensive Plan Chapter 7 - Resilience
7-4
Comprehensive plan. As such, the Rosemount shamrock will be used to identify where the policies
and goals within those sections overlap these goals.
RESILIENCY GOALS
INFRASTRUCTURE AND ENVIRONMENT
Climate change has the potential to have major impacts on infrastructure and natural resources in
communities of all sizes. The biggest threats to these assets are increased frequency and intensity of
rainstorms and heat waves, potentially leading to flooding and power outages, respectively.
Roadways, being ground zero for automobile greenhouse gas emissions, can play a major role in
both adding to and alleviating the impacts of climate change.
Stormwater/Wastewater
1. Continue developing stormwater capacity requirements that accommodate more frequent
and intense storms.
2. Incorporate planning for municipal services to all lots in areas currently served by private
well and septic system.
3. Explore effluent reuse opportunities in partnership with the Metropolitan Council for future
development, especially Business Park development.
Road Infrastructure
1. Follow a complete streets approach and critically evaluate anticipated traffic volumes to
avoid overbuilding roadways.
2. Investigate opportunities to reduce the use of salt and sand on city roads during winter
months.
Natural Resources
1. Preserve, protect and restore the natural environment with emphasis on the conservation of
needed and useful natural resources for the present and future benefit of the community.
2. Utilize natural resource areas to provide an overall open space system that satisfies the needs
of the community and its residents.
3. Create a livable community where future development respects and integrates the natural,
cultural, and historic resources of the community while maintaining or enhancing the
economic opportunities and community well-being.
4. Moderate City-wide water consumption to promote aquifer recharge.
R ESILIENCY G OALS1
Page: 113
Number: 1 Author: abartling Subject: Highlight Date: 11/1/2018 10:54:08 AM -05'00'
Both the STAR Communities and Minnesota GreenStep Cities programs have focuses on alternative transportation, including complete streets,
mobility options, & transit-oriented development. However, the Resiliency chapter of this plan doesn't include any goals/policies related to the
transit components of resiliency. MVTA recommends adding language about transit and it's contributions to a resilient community.
kwk
Sticky Note
Will add a section to the
Resiliency chapter concerning
transit.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-3
x Prioritize maintenance for roadways based on surface conditions and other indicators of
deterioration.
x Maintenance assessments shall be considered when a facility requires reconstruction, and
whether the removal or closure of the facility is a fiscally responsible alternative in certain
instances.
x Employ a variety of outreach tools to foster community engagement and eliminate barriers
to public participation in transportation and land use planning, and ensure final plans reflect
the values of Rosemount citizens.
Safety and Security
x Maximize the safety of the roadways for all users.
x Use the appropriate access management guidelines to provide safe conditions on all road
types.
x Plan roadway projects with central consideration given to the roadway functional
classification system.
Access to Destinations
x Optimize capacity, operational and safety characteristics of the overall network.
x Selectively expand the roadway system in order to relieve pressure from roads near or over
capacity.
x Review network needs assessment on an on-going basis regarding potential deficiencies.
x Use the analysis and prioritization principals from this Plan as the basis for this review.
Assess these needs against available funding.
Competitive Economy
x Invest in transportation improvements that will attract and retain businesses and workers
within Rosemount and pursue design alternatives that reflect the values of its citizens.
x Strengthen connections between work and activity centers.
x Provide and protect efficient connections from major freight facilities to the regional
highway system.
x Coordinate with regional governments, transit agencies, and rideshare programs to capture
the environmental and social costs of commuting and incentivize alternatives to single-
occupancy vehicle trips.
Healthy Environment
x Encourage multimodal use by improving the safety and accessibility of all facilities.
x Work with Minnesota Valley Transit Authority and the Metropolitan Council to maximize
transit use and to coordinate potential transit facilities.
x Provide off-road and on-road bike and pedestrian facilities improving the safety for all
users of the road.
x Integrate trail system with regional trail system and make connections to neighboring
communities.
Access to Destinations1
Page: 121
Number: 1 Author: abartling Subject: Highlight Date: 11/5/2018 2:43:04 PM
Page 8-2 mentions a multimodal transportation system as it relates to the Access to Destinations goal. However, there isn't a specific policy for
this goal referring to transit or other modes of transportation. Consider adding a policy to reflect this.
jpansch
Sticky Note
Added policy: Improve access
to destinations through
improvement in transit and
other modes of
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-32
ACCESS MANAGEMENT
Access management is an important aspect of providing a safe and efficient roadway network.
Access management measures include:
x Providing adequate spacing between access points and intersecting streets to separate and
reduce conflicts
x Limiting the number of driveway access points to reduce conflicts
x Aligning access with other existing access points
x Sharing access points, through internal connectivity between property owners
x Encouraging indirect access rather than direct access to high volume arterial roads
x Constructing parallel roads and frontage roads
x Implementing sight distance guidelines to improve safety
x Using channelization to manage and control turning movements
x Meeting these requirements while also maintaining appropriate access to local businesses
Access review is a major aspect of the City’s project review process. The goal is to maintain the
safety and capacity of the City’s roadways while providing adequate land access. Mobility is the
ability to get from one place to another. Most roadways serve accessibility and mobility functions to
some degree based on their functional classification. The four levels of functional classification and
their corresponding mobility and access traits are as follows:
x Principal arterials have the highest mobility with no direct land access
x Minor arterials have high mobility with limited land access
x Collector streets have moderate mobility with some land access
x Local streets have low mobility with minimal restrictions on land access
The City will continue to support MnDOT’s and Dakota County’s Access Management guidelines
on the roadway network in the City through the measures list above. MnDOT’s Highway Access
Category System and Spacing Guidelines can be found at:
https://www.dot.state.mn.us/accessmanagement/resources.html
y yy
The four levels of functional classification andg
their corresponding mobility and access traits are as follows:
x Principal arterials have the highest mobility with no direct land access
x Minor arterials have high mobility with limited land access
x Collector streets have moderate mobility with some land access
x Local streets have low mobility with minimal restrictions on land access
1
Page: 150
Number: 1 Author: abartling Subject: Highlight Date: 11/5/2018 2:34:07 PM
Limited access points can provide travel time and routing challenges for transit operators. In the suburbs, a bus can often get into a
destination but needs a through street or reasonable turnaround to get out (and a turnaround is less efficient).
jpansch
Sticky Note
New access management
consideration: Consider all
modes of transportation,
including nearby transit
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-33
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:
x Provides vulnerable populations access to services in the area, including those who cannot
afford a personal vehicle, people who cannot drive, and senior citizens.
x Provides opportunities for people who prefer an alternative to automobile travel.
x Removes a portion of existing and future automobile traffic from the roadway, reducing
travel time and congestion for everyone on the roadway.
x 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 12 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 V and is planned to have less reliance on transit. Table 16 provides further descriptions and
characteristics of the Market Areas established by the Metropolitan Council.
pp pp
The majority of the City east of Market Area III is considered Market yjyy
Area V and is planned to have less reliance on transit.
1
Page: 151
Number: 1 Author: abartling Subject: Highlight Date: 10/30/2018 10:38:25 AM -05'00'
As noted in MVTA's 2015 System Statement comments, Transit Market Area descriptions in the TPP may not represent the full service
needs of the City of Rosemount. MVTA is available to work with the City to determine the appropriate level of service for each area,
regardless of its designation.
jpansch
Sticky Note
Note taken. No change made to
the plan.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-35
EXISTING TRANSIT SERVICES AND FACILITIES
The City of Rosemount is currently served by three transit services: Minnesota Valley Transit
Authority (MVTA), Metro Transit, 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 Transit 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 17 describes the characteristics of the routes serving the City of
Rosemount.
Table 17. Fixed Route Service in Rosemount
RRoute PProvider TType 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 and to Dakota County Technical College 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/St. Paul to Rosemount
picks up at designated bus stops in Downtown Minneapolis and St. Paul.
r five
60 min
p
d there is no regular weekend
service.
Metro Transit 1
2
3
4
Page: 153
Number: 1 Author: abartling Subject: Highlight Date: 11/5/2018 2:44:01 PM
Consider revising statement. Metro Transit does not provide services in Rosemount. DARTS, Metro Mobility, and Transit Link all operate within
Dakota County. Metro Mobility is technically operated by the Metropolitan Council within a 3/4 mile buffer of a fixed route and there is a
qualification screening. DARTS, a nonprofit operated within the County, and Transit Link, while similar to Metro Mobility and operated by the
Met Council, do not have qualifiers or the fixed route boundary. Please consider updating the section at the bottom of page 154 about demand
response services as well.
Number: 2 Author: abartling Subject: Highlight Date: 10/30/2018 10:40:13 AM -05'00'
MVTA serves seven cities (2 in Scott County and 5 in Dakota County).
Number: 3 Author: abartling Subject: Highlight Date: 10/30/2018 10:43:13 AM -05'00'
30-60 minutes.
Number: 4 Author: abartling Subject: Highlight Date: 10/30/2018 10:43:54 AM -05'00'
MVTA is implementing weekend service on Route 420, effective 11/17/2018.
d
018 1
Au
jpansch
Sticky Note
Updated based on comments
received.
jpansch
Sticky Note
Updated based on comments
received.
jpansch
Sticky Note
Updated based on comments
received.
jpansch
Sticky Note
Updated based on comments
received.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-38
Transit Station and Park and Rides
There are two transit stations in Rosemount. One
is the park and ride facility located at 145th Street
and Burnley Avenue. The 102-stall facility, across
the street from City Hall, is the first permanent
park and ride facility for the City. The facility is
located in a walkable part of the City, close to a
park and has sidewalks around it. 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 and St. Paul.
In 2017, the facility had a 77% utilization rate
with 79 of the 102 spaces being used. This has increased from 65% in 2016.
The second transit station is located at Dakota County Technical College supporting Route 420
which includes 5 trips to the school throughout the morning and afternoon and 6 trips departing the
school throughout the day.
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
ROSEMOUNT TRANSIT STATION. PHOTO BY THE CITY OF ROSEMOUNT
Figure 13. Rosemount Transit Station
The second transit station is located at Dakota County Technical College supporting Route 420ygppg
which includes 5 trips to the school throughout the morning and afternoon and 6 trips departing thep
school throughout the day.
The only bus shelter inpp p g p
Rosemount is the Rosemount Transit Station. T
1
2
Page: 156
Number: 1 Author: abartling Subject: Highlight Date: 10/30/2018 10:49:49 AM -05'00'
MVTA does not consider the stop at DCTC a "transit station". It is considered to be a bus stop.
Number: 2 Author: abartling Subject: Highlight Date: 10/30/2018 10:50:33 AM -05'00'
There is also a bus stop shelter at DCTC.
jpansch
Sticky Note
Updated based on comments
received.
jpansch
Sticky Note
Updated based on comments
received.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-41
Improved facilities
x Rosemount Transit Station utilization is reaching capacity and additional Park-and-Ride
facilities can be planned to support increased demand.
x Safe and comfortable waiting conditions can help to increase ridership. Current flag stops
can be transitioned to permanent bus stops with shelters and benches.
Transit Studies
Dakota County Eastern Transit Study
Rosemount is working with Dakota County on the Dakota County Eastern Transit Study. The
purpose of the study is to evaluate present and future needs for a variety of transit service and
facilities in eastern Dakota County. Rosemount is a key member of the study because of the future
development of the University of Minnesota Outreach, Research and Education (UMore) property
and transit needs of the community. Recommendations resulting from the study will concentrate on
linking the residential, employment, and educational centers within eastern Dakota County to those
in adjacent communities and the broader region.
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.
The study led to two alternatives for further study and the development of commuter express bus
service from Rosemount to St. Paul on TH 52. The two alternatives that are being studied further
are not planned to travel through Rosemount.
BICYCLING AND 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.
Transit Studies1
Page: 159
Number: 1 Author: abartling Subject: Highlight Date: 10/30/2018 10:57:50 AM -05'00'
Consider adding a section for the Dakota County East-West Transit Study.
jpansch
Sticky Note
Updated based on comments
received.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-1
CHAPTER 11: MISSISSIPPI RIVER
CORRIDOR CRITICAL AREA
INTRODUCTION
This Mississippi River Critical Area Plan has been prepared to preserve and manage the
environmental, scenic and economic values afforded the City of Rosemount by the Mississippi
River. The City’s policy is to incorporate these values into the Comprehensive Plan. The Critical
Area within the City of Rosemount is located east of Highway 52 and north of Highway 55.
HISTORY AND OVERVIEW
Designated by Governor’s Executive Order in the 1970’s, the Mississippi River Corridor Critical
Area (MRCCA) is a land corridor along the Mississippi River in the Twin Cities Metropolitan Area
governed by special land planning requirements and land development regulations. These
regulations, which are implemented through local MRCCA plans and ordinances, protect and
preserve the natural, scenic, recreational, and transportation resources of this section of the
Mississippi River. The MRCCA comprises 72 miles of river and 54,000 acres of surrounding land in
30 local jurisdictions.
Critical Area Act – Tier I
The Critical Areas Act passed by the 1973 Minnesota Legislature provided a process for planning
and managing an area of recreational and statewide public interest. A 72-mile stretch of the
Mississippi River and adjoining lands, which includes part of Rosemount, was designated a Critical
Area by the Governor of Minnesota in 1976. This Critical Area was established to preserve and
enhance the natural environment by providing guidelines for development along the River. Under
provisions of this Act, the designation was made permanent by the Metropolitan Council in 1979.
Local governments and state and regional agencies are required to implement their plans and
regulations consistent with standards for the river corridor in Executive Order 79-19. The Critical
Area requirements are referred to as Tier I standards. Rosemount adopted a Critical Area Plan and
Ordinances to meet the Tier I requirements of the Mississippi River Critical Area in 1980.
Mississippi National River and Recreation Area (MNRRA) – Tier II
In 1988, the Mississippi National River and Recreation Area (MNRRA) was created and
became part of the National Park System (Public Law 100-696). The purpose of designating
MNRRA as a critical area is five-fold: to protect and preserve the Mississippi River and adjacent
lands that the legislature finds to be unique and valuable state and regional resources for the benefit
of the health, safety, and welfare of the citizens of the state, region, and nation; to prevent and
mitigate irreversible damages to these state, regional, and natural resources;to preserve and enhance
the natural, aesthetic, cultural, and historical values of the Mississippi River and adjacent lands for
public use and benefit; to protect and preserve the Mississippi River as an essential element in the
national, state, and regional transportation, sewer and water, and recreational systems; and to protect
and preserve the biological and ecological functions of the Mississippi River corridor.
Formatted: Font: Garamond, 12 pt
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-2
MNRRA was established with a number of goals that were adopted as part of the City’s 2030
Comprehensive Plan update. In the mid 1990’s the Governor transferred administrative
responsibility for the MRCCA from the Environmental Quality Board to the DNR, which was later
tasked with preparing a report concerning the status of the MRCCA to respond to concerns around
the adequacy of the program. The report was completed in 2008 and identified several approaches
to accomplish the preservation and protection goals developed by the State Legislature.
Rules Update 2009 - Present
In 2009, the State Legislature amended MN Statutes 116G.15 and directed the DNR to establish
rules for the MRCCA, and revised the legislation again in 2013 and directed the DNR to resume
rulemaking at that time. The new rulemaking effort commenced in 2013, and after a public review
process, prepared a final draft of the MRCCA rules in later 2014. Minnesota Rules, Chapter 6106,
became effective on January 4, 2017 and describe the land planning and regulatory framework that
protects the MRCCA’s resources. The rules replace Executive Order 79-19, which previously
governed land use in the MRCCA. The rules require local governments to update their MRCCA
plans (a chapter of the local comprehensive plan) and MRCCA ordinances for consistency with the
rules.
The MRCCA contains many significant natural and cultural resources, including: scenic views, water,
navigational capabilities, geology and soils, vegetation, minerals, flora and fauna, cultural and historic
resources and land and water-based recreational resources. The MRCCA is home to a full range of
residential neighborhoods and parks, as well as river-related commerce, industry, and transportation.
Though the river corridor has been extensively developed, many intact and remnant natural areas
remain, including bluffs, islands, floodplains, wetlands, riparian zones, and native aquatic and
terrestrial flora and fauna. The MRCCA also shares the same border as the Mississippi National
River & Recreation Area (MNRRA), a unit of the National Park Service.
This Mississippi River Corridor Plan has been prepared to ensure that responsible development
occurs in the MNRRA area and to recognize the Mississippi River as an integral part of the City.
Working with adjacent communities and other organizations, Rosemount hopes to protect the
scenic and natural resources and enhance the recreational opportunities within the Mississippi River
Corridor. The City also supports the continued use of the River Corridor for industrial uses.
Public Process
City Staff engaged the public in the development of this section of the Comprehensive Plan by
meeting with property owners who would be affected by the rules governing the development of
land within the Critical Corridor Area, specifically in those who owned land within primary
conservation areas. Property owners’ plans for future development on their land were discussed as
well as how their goals can align with those of the City to ensure the long term health of the
Mississippi Critical Corridor Area.
Accomplishment of goals since last MRCCA Plan
• Enhancements to Spring Lake Park Reserve public infrastructure.
• Worked with existing businesses within the MRCCA to bring facilities closer to compliance
with existing goals and policies.
Formatted: Font: Not Bold
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-3
DISTRICTS
MRCCA DISTRICTS
Six districts are defined in the MRCCA rules. The districts are based on the natural and built
character of different areas of the river corridor. Structure setbacks from the OHWL and bluffs,
building height limits, and the amount of open space required for subdivisions/redevelopment vary
by district. These are the only standards in the MRCCA rules that vary by district. All other
standards apply uniformly throughout the corridor.
Rural and Open Space District (CA-ROS)
• Description: The rural and open space district (CA-ROS) is characterized by rural and low-
density development patterns and land uses, and includes land that is riparian or visible from
the river, as well as large, undeveloped tracts of high ecological and scenic value, floodplain,
and undeveloped islands. Many primary conservation areas exist in the district.
• Management Purpose: The CA-ROS district must be managed to sustain and restore the
rural and natural character of the corridor and to protect and enhance habitat, parks and
open space, public river corridor views, and scenic, natural, and historic areas.
• Land Uses: Uses in this area included undeveloped bluffland, parks, and agriculture. These
areas are otherwise guided as Agriculture in the City’s Land Use Plan.
Separated From River District (CA-SR)
• Description: The separated from river district (CA-SR) is characterized by its physical and
visual distance from the Mississippi River. The district includes land separated from the river
by distance, topography, development, or a transportation corridor. The land in this district
is not readily visible from the Mississippi River.
• Management Purpose: The CA-SR district provides flexibility in managing development
without negatively affecting the key resources and features of the river corridor. Minimizing
negative impacts to primary conservation areas and minimizing erosion and flow of
untreated storm water into the Mississippi River are priorities in the district.
• Land Uses: Current and future uses in this area are a combination of agriculture and
industrial uses. This district is appropriate for heavier uses due to its location away from the
river.
Urban Mixed District (CA-UM)
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-4
• Description: The urban mixed district (CA-UM) includes large areas of highly urbanized
mixed use that are a part of the urban fabric of the river corridor, including institutional,
commercial, industrial, and residential areas and parks and open space.
• Management Purpose: The CA-UM district must be managed in a manner that allows for
future growth and potential transition of intensely developed areas that does not negatively
affect public river corridor views and that protects bluffs and floodplains. Restoring and
enhancing bluff and shoreline habitat, minimizing erosion and flow of untreated storm water
into the river, and providing public access to and public views of the river are priorities in
the district.
• Land Uses: Current and future land uses are more industrial than commercial or residential
in nature. These uses take advantage of their location along the river to access barge traffic.
A proper understanding of impacts created by new development is especially important in
this district.
In addition to the MRCCA districts described above, three additional districts can be found in other
communities along the Mississippi. Those are the River Neighborhoods district, the River Towns
and Crossings district, and the Urban Core district. All three districts are found in communities
where much more substantial development has occurred within the MRCCA.
DISTRICT MAP
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-5
PRIMARY CONSERVATION AREAS
GENERAL OVERVIEW
Primary Conservation Areas (PCAs) are key resources and features that are given primary
consideration for protection through the MRCCA plan and ordinance. These areas include shore
impact zones, bluff impact zones, floodplains, wetlands, gorges, areas of confluence, natural
drainage routes, unstable soils and bedrock, native plant communities, cultural and historic
properties, significant existing vegetative stands, tree canopies, and other identified resources.
Formatted: Space After: 0 pt
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-6
Shore Impact Zone
The Shore Impact Zone is the land located between the ordinary high water level of public waters
and a line parallel to it located at a setback of 50% of the required structural setback. The shore area
along the Mississippi River and its backwaters is environmentally sensitive, and the Shore Impact
Zone acts as a buffer between the water’s edge and development.
Floodplains and Wetlands
Areas in the MRCCA that are located within the 100-year floodplain are found along property being
used for barge transport. Extensive wetlands in the MRCCA are located on islands and low-lying
areas along the river.
Formatted: Space After: 0 pt
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-7
Natural Drainage Ways
Natural drainage ways collect and drain surface water along a linear path. Storm water runoff in the
Mississippi River Corridor follows the natural drainage pattern to the river. There are no identified
streams within the corridor, but water moves via coulees during periods of heavy rain and also as the
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-8
snow melts in the spring. Vegetation preservation by the current industrial users has prevented any
drainage problems from developing.
Bluffs and Bluff Impact Zones
Bluffs are a topographical feature having a slope that rises at least 25 feet with a grade averaging
18% or greater measured over a horizontal distance of 25 feet. Two well-pronounced bluff lines are
within the Critical Area. The upper bluff line follows Pine Bend Trail while the lower bluff is near
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-9
the river. The lower and upper bluffs join together in the northern portion of the Corridor to create
an impressive topographical feature.
The Bluff Impact Zone is the bluff and land within 20 feet of the top of the bluff (bluffline) and
bottom of the bluff (tow).
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-10
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-11
Native Plant Communities and Significant Existing Vegetative Stands
All of the remaining native plant communities within the City are located in the MRCCA at the
river’s edge and at the convergence of the upper and lower bluffs. There are significant vegetative
stands located within the MRCCA that have been disturbed or are not original, but are still
important assets to the City of Rosemount. The eastern orientation of slopes in the corridor creates
cooler, moister conditions due to the loss of afternoon sun. Shade and moisture tolerant plants,
such as ferns and mosses, are found in the understory.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-12
Cultural and Historic Properties
Although there are no sites listed on the National Register of Historic Places within the City of
Rosemount, the Mississippi River corridor includes areas of historic and cultural importance to
Native Americans and European settlers, the most notable being Kaposia Village located upstream
from Rosemount, which once included 100 members of the Dakota Tribe and twenty lodges formed
in 1838.
Unstable Soils and Bedrock
The Dakota County Soils Survey has identified two general soil associations within the MRCCA.
1. Nearly Level Soils on the Floodplains. This general area is on the floodplains of the
Mississippi River. Much of it is frequently flooded and it is generally too wet to be cultivated.
The area consists of mixed Alluvial land and some Sawmill soils. Colorado soils, Riverwash,
and Pear Much are also present. These soils are found on the river islands and near the shoe
along the eastern portion of the Critical Area.
2. Dark-colored Rolling to Nearly Level Soils on Outwash. The major soils in this association
include a mix of the Dakota, Estherville, and Waukegan series. These soils are generally
well-drained and more susceptible to drought, making them less suitable for Agricultural use.
These soils compose the remainder of the Critical Area.
Since the current industrial users maintain a significant amount of the sites in a natural state, there
are no major drainage and/or erosion problems. The areas more susceptible to erosion issues are
those with steeper slopes. These areas have well-established vegetation cover to reduce the risk of
problems.
PRIMARY CONSERVATION AREA POLICIES
• Protect PCAs including shore impact areas, wetlands and floodplain areas, native plant
communities, and bluff areas and areas subject to erosion. Minimize impact to PCAs from
public and private development and land use activities (landscape maintenance, river use,
walking/hiking, etc.).
• Support mitigation of impacts to PCAs during the review of subdivisions/PUDs, variances,
CUPs, and other permits.
• Make restoration of removed Native Plant Communities and natural vegetation in riparian
areas a high priority during development.
• Support alternative design standards that protect the LGU’s identified PCAs, such as
conservation design, transfer of development density, or other zoning and site design
techniques that achieve better protections or restoration of primary conservation areas.
• Make permanent protection measures (such as public acquisition, conservation easement,
deed restrictions, etc.) that protect PCAs a high priority.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-13
PRIMARY CONSERVATION AREA IMPLEMENTATION ACTIONS
• Ensure that information on the location of PCAs is readily available to property owners to
understand how PCA-relevant ordinance requirements, such as vegetation management and
land alteration permits, apply to their property for project planning and permitting.
• Establish procedures and criteria for processing applications with potential impacts to PCAs,
including:
O Identifying the information that must be submitted and how it will be evaluated.
O Determining appropriate mitigation procedures/methods for variances and CUPs.
O Establishing evaluation criteria for protecting PCAs when a development site
contains multiple types of PCAs and the total area of PCAs exceed the required set
aside percentages.
O Developing administrative procedures for integrating DNR and local permitting of
riprap, walls and other hard armoring.
PUBLIC RIVER CORRIDOR VIEWS
GENERAL OVERVIEW
The Mississippi River corridor contains some of the most iconic and cherished scenic vistas in
Minnesota and is one of the reasons the corridor was designated a critical area. Public river corridor
views (PRCVs) are views toward the river from public places such as parkland, historic properties,
and public overlooks. PRCVs also include views toward bluffs from the ordinary high water level of
the opposite shore, as seen during summer months.
The City has very few opportunities to view the river from public places. There is quite a distance to
the river from public rights of way, and much of the land along the river is privately held.
Additionally,While public views of the bluffs located within Spring Lake Park from the opposite
shore are obstructed by Grey Cloud Island, it is important to take into consideration the impact of
development on views of the bluffs by users of the Mississippi as well as points across the river that
are higher than the shoreline. The City has identified a significant public view from a site in the
western portion of Spring Lake Park Reserve. Because public views of the river are so limited in
number, preserving this view is important. Shaar’s Bluff is visible from that location, and expansion
of Spring Lake Park would help maintain the view from this point along the river. This PRCV is
illustrated in the following photos and map.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-14
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-15
PUBLIC RIVER CORRIDOR VIEW POLICIES
• Protect and minimize impacts to PRCVs from public and private development activities.
• Protect and minimize impacts to PRCVs from public and private vegetation management
activities.
• Protect PRCVs located within the community and identified by other communities (adjacent
or across the river).
PUBLIC RIVER CORRIDOR VIEW IMPLEMENTATION ACTIONS
• Ensure that information on the location of PRCVs is readily available to property owners to
understand how PRCV-relevant ordinance requirements, such as vegetation management
and land alteration permits, apply to their property for project planning and permitting.
• Establish procedures for processing applications with potential impacts to PRCVs, including:
o identifying the information that must be submitted and how it will be evaluated,
o developing visual analysis approach for CUPs for additional height in the RTC and
UM districts (if applicable), as well as for proposed PUDs and variances, and
o determining appropriate mitigation procedures/methods for variances and CUPs.
• Actively communicate with other communities to protect views other communities have
identified in Rosemount that are valuable, and vice versa.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-16
RESTORATION PRIORITIES
Restoration measures are often needed to maintain resource integrity and water quality.
Development and redevelopment activities represent opportunities to restore natural vegetation,
prevent erosion and stabilize slopes. Most of the areas identified as vegetation restoration priorities
are related to existing industrial uses and ponding within those sites. Banks and slopes are generally
stable and in a natural state, so erosion has not been an issue within the MRCCA.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-17
RESTORATION POLICIES
• Protect native and existing vegetation during the development process, and require
restoration if any is removed by development. Priorities for restoration shall include
stabilization of erodible soils, riparian buffers and bluffs or steep slopes visible from the
river.
• Seek opportunities to restore vegetation to protect and enhance PRCVs identified in this
plan.
• Seek opportunities to restore vegetation in restoration priority areas identified in this plan
through the CUP, variance, vegetation permit and subdivision/PUD processes.
• Sustain and enhance ecological functions (habitat value) during vegetation restorations.
• Evaluate proposed development sites for erosion prevention and bank and slope
stabilization issues and require restoration as part of the development process.
MRCCA USES
SURFACE WATER USES
Much of the surface water uses in the community involve barge traffic on the main channel and, to a
lesser degree, recreational boating. While there is barge traffic on the river, no barge fleeting areas
are located within Rosemount. Spring Lake comprises a large percentage of the surface water within
the MRCCA boundaries in Rosemount, and it is within this area that much of the fishing and
waterfowl hunting take place. Because so much of the surface water within the City consists of
backwaters, few conflicts exist among the different uses.
WATER-ORIENTED USES
With the exception of some agriculture and residential uses, the land uses within the MRCCA are
industrial in nature. Both Flint Hills Resources and CF Industries include water-oriented uses in the
form of barge terminals. These uses are important for the transportation of goods and materials to
and from their associated facilities. Barge transport reduces the demands on roadways for the
purposes of shipping. For the purposes of implementation, these uses will be provided for in the
City ordinance.
Policies for the Management of Water-oriented Uses
• Acknowledge existing and future water-oriented uses and provide for their protection.
• Minimize potential conflict of water-oriented uses with other land uses.
OPEN SPACE AND RECREATIONAL FACILITIES
The Mississippi River is a tremendous resource that is underutilized for its recreational, scenic and
environmental values. In addition to the county’s ongoing improvements at Spring Lake Park
Reserve, the City supports additional trails connecting various points of interest. Map 3.3:Regional
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-18
Park System (pg. 3-19) identifies the location of future trails as well as the location of Spring Lake
Park. In addition to the County-owned parkland, the Minnesota Department of Natural Resources
owns the islands in the Mississippi River and Spring Lake.
Open spaces that are designated as permanent by some public or private action are encouraged by
the City. Although no active plan or program is in place at the City for acquisition, opportunities will
be evaluated in the future. Cooperation with existing property owners is key to achieve more
common open spaces in the Corridor. Critical Area open space guidelines are addressed in the city’s
park plan(s).
Policies
• Encourage creation, connection, and maintenance of open space, recreational facilities,
including public access to the river;
• Require land dedication to be located in the Mississippi River Corridor when a park
dedication is required of development within the Mississippi River Corridor. If a developer
provides cash in lieu of land, it should be used by the City to purchase open space or other
public services that enhance the use or enjoyment of the Mississippi River Corridor;
• Increase opportunities for Rosemount residents and others to use the Mississippi River
Corridor as a recreational, cultural and historic resource;
• Promote the use and enjoyment of Spring Lake Park for active and passive recreational uses;
• Cooperate with adjacent communities, Dakota County, MnDOT and other jurisdictions to
develop a park and trail system better connecting Rosemount to adjoining communities and
other points of interest.
TRANSPORTATION AND PUBLIC UTILITIES
The proposed transportation and utility systems do not significantly differ from existing conditions.
The City currently has no major infrastructure improvements planned for the MRCCA.
Recreational facilities such as trails are discussed in the recreation element of the Land Use section.
There are no existing or planned power generating facilities in the Critical Corridor Area, nor are
there any electrical transmission facilities or pipelines.
Roadways
Three public roadways are located in the Critical Area: State Trunk Highway 55, Pine Bend Trail,
and Fahey Avenue. Highway 55 is heavily utilized by commercial and passenger traffic and serves as
a major route between the Twin Cities and Hastings. Pine Bend Trail and Fahey Avenue serve local
needs. A map of these roadways can be found in Figure 1. Jurisdictional Classification of Chapter 8:
Transportation.
Within the City of Rosemount, Highway 55 is also part of The Great River Road - a national scenic
and recreational highway that travels from the headwaters of the Mississippi River at Lake Itasca to
the Gulf of Mexico.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-19
No short-term changes from the existing conditions are planned. A realignment of County Road 42
with State Highway 55 is identified in a draft County Highway 42 Corridor Study. If implemented,
Highway 55 may be turned back to the City or County with a possible north/south realignment in
the Critical Corridor as a frontage road directly east of Highway 52 (See Figure 3.8-F). Private
roadways are permitted within the industrial area for service and emergency access, and materials
transport. These will be constructed on an as-needed basis, subject to City Ordinances.
Railways
United Pacific (UP) Railroad operates a long spur extending south from Inver Grove Heights to
various industrial users, all of which are operated on an irregular schedule. No major changes are
anticipated to the rail system.
Critical Area Transportation and Utility Policies
• Minimize impacts to PCAs and PRCVs from solar and wind generation facilities, public
transportation facilities and public utilities.
• Route new utility crossings along existing utility corridors;
• Place new and existing utilities underground whenever possible;
• Locate future utility transmission lines within existing right-of-way;
• Continue to support the utilization of the river for commercial and recreational needs;
• Work with the U.S. Army Corps of Engineers, Minnesota DNR and other agencies to
accommodate barge traffic and minimize conflict between commercial and recreational uses;
and
• Site, design, and construct future roadways, railways, utilities and other improvements that
are consistent with the City’s Critical Area plan and ordinances, provide safe pedestrian
crossings, enable reasonable use of land between the river and the transportation facility, and
do not stimulate incompatible development.
KEY ISSUES AND OPPORTUNITIES
The City of Rosemount does not anticipate extensive development taking place within the
Mississippi River Corridor during the next twenty years. The biggest opportunity will be the
continued collaboration with Dakota County on completing the Mississippi River Regional Trail
connection between the Spring Lake Park West Trail Head and the termination of the trail 2.7 miles
to the west.
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-20
POLICIES
In addition to policies found throughout this section, the following policies shall also guide land use
decisions and water management practices within the Mississippi River Critical Corridor Area:
1. Provide for the continued economic use and development of the Mississippi River Corridor
where appropriate within theby guiding land use and development within the Urban
Diversified District in a manner that will not prematurely require urban services, and will be
consistent with resource protection and open space policies of this plan;
2. Work with owners to minimize the negative impact of existing uses and structures on the
Critical Area;
3. Cooperate with the City of Inver Grove Heights, City of Hastings, Nininger Township,
Ravenna Township, and State Historic Preservation Office to identify, preserve, enhance
and promote significant historical and cultural sites within the Mississippi River Corridor;
4. Increase opportunities for Rosemount residents and others to use the Mississippi River
Corridor as a recreational, cultural and historic resource;
5. Cooperate with adjacent communities, Dakota County, MnDOT and other jurisdictions to
develop a park and trail system better connecting Rosemount to adjoining communities and
other points of interest;
6. Enforce the adopted minimum development standards as part of the Mississippi River
Corridor District to minimize site disturbance and regulate the maximum amount of
impervious surface allowed on each lot, setback from bluffline, placement of roads and
parking areas, alteration of natural slopes, buffering and screening, and enforcement
procedures;
7. Minimize the impact on wildlife, vegetation, beaches and riverbanks of barge terminals,
pipes, conveyors, and other physical barriers and improvements that connect barges to
upland buildings;
8. Enforce the Water Resources Management Ordinance and Shoreland Management
Ordinance to ensure that the river, wetlands, ponding areas, and natural drainage courses are
managed, protected and restored;
9. Support Dakota County in efforts to protect natural resources, such as wildlife, plants, water
quality and floodplain areas of Spring Lake Park;
10. Reduce the use of chemicals for fertilizer and pest control in agricultural and residential areas
and on public lands, which would support sustainable land treatment activities and integrated
pest management practices.
10.
Formatted: Indent: Left: 0.5", No bullets or
numbering
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-21
IMPLEMENTATION ACTIONS
1. Official Document Updates
• Adopt the Mississippi River Corridor Critical Area Plan as an element of the
Comprehensive Plan;
• Amend the zoning map to reflect new MRCCA districts;
• Amend the Critical Area Ordinance to reflect the new Mississippi River Corridor
standardsexisting MRCCA ordinance overlay district compliant with the goals and
policies of the MRCCA Plan and Minnesota Rules, part 6106.0070, Subp.5 – Content of
Ordinances.
• Incorporate specific design and placement conditions into local permits for solar and
wind generation facilities and essential and transmission services that minimize impacts
to PCAs and PRCVs.
• Provide for water-oriented uses in the City Ordinance.
•
2. MRCCA Ordinance Administration
• Forward all development plans requiring discretionary action (i.e. variances, conditional
use permits) to the DNR prior to taking action on each application.
•
• Develop a system for reviewing, tracking, and monitoring open space required as part of
the subdivision process.
3. Education and Outreach
• Distribute the Mississippi River Corridor Plan to other agencies and industries working
in Rosemount;
• Establish a vegetation permitting process that includes permit review procedures to
ensure consideration of restoration priorities identified in this plan in permit issuance, as
well as standard conditions requiring vegetation restoration for those priority areas.
• Establish process for evaluating priorities for natural vegetation restoration, erosion
prevention and bank and slope stabilization, or other restoration priorities identified in
the plan in CUP, variances and subdivision/PUD processes.
• Develop materials to educate and promote the economic importance, history, natural
resources, and recreation opportunities in the Mississippi River Corridor.
4. Capital Improvements
• Cooperate with MnDOT, Dakota County, Inver Grove Heights, and Nininger Township
in the development of the identified trail connections, in the mitigation of impacts
Formatted: Indent: Left: 0.75", No bullets or
numbering
Formatted
Formatted: List Paragraph, Bulleted + Level: 1
+ Aligned at: 0.5" + Indent at: 0.75"
Formatted: Indent: Left: 0.5"
Formatted: Indent: Left: 0.5", Space After: 0
pt
Rosemount 2040 Comprehensive Plan Appendix A – MRCCA
A-22
during road construction or realignment, and the consideration of pedestrian access to
the river and to trails;
• Incorporate local capital improvements, including parks and open spaces, within the
Mississippi River Corridor into the City’s overall Capital Improvement Program. The
Capital Improvement Program will be updated every two years in accordance with the
Metropolitan Land Planning Act. After the Capital Improvement Plan is completed, it
will be forwarded to the appropriate agencies with jurisdiction over the Mississippi River
Corridor. Capital improvement projects shall be consistent with Critical Area standards
and guidelines and the policies for river protection and enhancement that are adopted in
this plan.
5. Specific Planning Efforts, Projects, and Other Initiatives
• Work with the DNR, NPS and Flint Hills Resources on strategies to protect woodlands
as identified on Figure 3.8-F and to provide for scenic or public access; and
• Work with the Dakota County Historical Society and State Historic Preservation Office
to preserve and protect historic and/or cultural resources and landscapes (similar to the
Kaposia Village site in South Saint Paul) in consultation with affiliated Native American
and other groups.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
C HAPTER 8: TRANSPORTATION
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
Table of Contents
Vision for the Transportation System ………………………………………………1
Goals and Policies ………………………………………………………………......2
Roadway System ……………………………………………………………………6
Jurisdictional Classification ……………………………………………............6
Functional Classification ……………………………………………………..8
Programmed & Planned Improvements …………………………………….13
Roadway Characteristics……………………………………………………..19
Existing & Anticipated Roadway Capacity…………………………………...19
Future Capacity Deficiencies………………………………………………...22
Safety Issues………………………………………………………………....26
Recommended Roadway Improvements…………………………………….29
Right-of-Way Preservation…………………………………………………..29
Access Management………………………………………………………....31
Transit System……………………………………………………………………...32
Bicycling & Walking………………………………………………………………..41
Freight System……………………………………………………………………..49
Aviation……………………………………………………………………………52
Funding Strategies………………………………………………………………….53
Planning for the Future…………………………………………………………….54
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-1
VISION FOR THE TRANSPORTATION SYSTEM
The purpose of the Transportation Plan is to provide a means to better connect and achieve the
goals of the community. This plan will outline the policy and program guidance needed to make
appropriate transportation related decisions when development occurs, state when elements of the
transportation system need to be upgraded and help forecast when transportation problems may
occur. The Transportation Plan demonstrates how the City of Rosemount will provide for a
transportation system integrated into the fabric of the community that will serve the future needs of
its residents and businesses. It will also support the City’s development plans and complement the
portion of the metropolitan transportation system that lies within the City’s boundaries.
Rosemount is located in Dakota County, Minnesota, 23 miles southeast of downtown Minneapolis
and 20 miles southwest of downtown Saint Paul. The City is adjacent to the Mississippi River to the
east and US 52 (TH 52) is the only U.S. Highway that is in the City. Population and the economy is
expected to grow making it important for the City to maintain and improve the transportation
system in the future. The City encompasses 35 square miles and is bordered by Eagan, Apple Valley,
Lakeville, Empire Township, Coates, Vermillion Township, Nininger Township, Cottage Grove,
and Inver Grove Heights.
The City of Rosemount maintains public roadways used by public transit, as well as some of the
trails and sidewalks within the City. Maintaining and improving this multimodal transportation
system is important to the health, safety and well-being of the community and local business.
REPORT ORGANIZATION
The Transportation Plan is organized into the following sections:
• Goals and Policies
• Roadway System Plan
• Transit System Plan
• Bicycling and Walking Plan
• Freight System Plan
• Aviation System Plan
• Implementation Plan
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-2
GOALS AND POLICIES
SUMMARY OF REGIONAL TRANSPORTATION GOALS
Guidance for the development of the Transportation Plan is provided by the Metropolitan Council’s
2040 Transportation Policy Plan (TPP), which identifies six broad goals for the regional
transportation system. The six goals are paraphrased below:
1. Transportation System Stewardship: Providing sustainable investments in the
transportation system which are protected by strategically preserving, maintaining and
operating system assets.
2. Safety and Security: Ensuring the regional transportation system is safe and secure for all
users.
3. Access to Destinations: Allowing people and businesses to prosper by using a reliable,
affordable and efficient multimodal transportation system that connects them to destinations
throughout the region and beyond.
4. Competitive Economy: Ensuring the regional transportation system supports the economic
competitiveness, vitality and prosperity of the region and State.
5. Healthy Environment: Confirming the regional transportation system advances equity and
contributes to communities’ livability and sustainability while protecting the natural, cultural,
and developed environments.
6. Leveraging Transportation Investment to Guide Land Use: Leveraging the region’s
transportation investments to guide land use and development patterns that advance the
regional vision of stewardship, prosperity, livability, equity and sustainability.
ROSEMOUNT GOALS
The role of the Metropolitan Council, reflected above, is to coordinate large-scale transportation
planning efforts to benefit the metropolitan region. As a metropolitan community, Rosemount’s role
is to respond to Metropolitan Council’s initiatives and coordinate with adjacent communities, while
addressing its local responsibility to improve the quality of life for its citizens. To respond to the
above themes, as well as to serve economic activities and improve the quality of life in Rosemount,
the City has adopted the following transportation policies.
Transportation System Stewardship
• Protect investments in the transportation system through strategic preservation, maintenance
and operation of system assets.
• New roadway facilities should be constructed in conjunction with new developments and
designed according to the intended function.
• Existing roadways should be upgraded when warranted by demonstrated volume, safety, or
functional needs.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-3
• Consider traffic control improvements where appropriate to accommodate roadway capacity
and reduce delay.
• Prioritize maintenance for roadways based on surface conditions and other indicators of
deterioration.
• Maintenance assessments shall be considered when a facility requires reconstruction, and
whether the removal or closure of the facility is a fiscally responsible alternative in certain
instances.
• Employ a variety of outreach tools to foster community engagement and eliminate barriers
to public participation in transportation and land use planning, and ensure final plans reflect
the values of Rosemount citizens.
Safety and Security
• Maximize the safety of the roadways for all users.
• Use the appropriate access management guidelines to provide safe conditions on all road
types.
• Plan roadway projects with central consideration given to the roadway functional
classification system.
Access to Destinations
• Improve access to destinations through improvement in transit and other modes of
transportation.
• Optimize capacity, operational and safety characteristics of the overall network.
• Selectively expand the roadway system in order to relieve pressure from roads near or over
capacity.
• Review network needs assessment on an on-going basis regarding potential deficiencies.
• Use the analysis and prioritization principals from this Plan as the basis for this review.
Assess these needs against available funding.
Competitive Economy
• Invest in transportation improvements that will attract and retain businesses and workers
within Rosemount and pursue design alternatives that reflect the values of its citizens.
• Strengthen connections between work and activity centers.
• Provide and protect efficient connections from major freight facilities to the regional
highway system.
• Coordinate with regional governments, transit agencies, and rideshare programs to capture
the environmental and social costs of commuting and incentivize alternatives to single-
occupancy vehicle trips.
Healthy Environment
• Encourage multimodal use by improving the safety and accessibility of all facilities.
• Work with Minnesota Valley Transit Authority and the Metropolitan Council to maximize
transit use and to coordinate potential transit facilities.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-4
• Provide off-road and on-road bike and pedestrian facilities improving the safety for all users
of the road.
• Integrate trail system with regional trail system and make connections to neighboring
communities.
Leveraging Transportation Investment to Guide Land Use
• Utilize sound land use planning to promote multimodal travel alternatives compared to single-
occupant vehicles, with a focus on strategic job activity, and industrial and manufacturing
concentrations located on congested highway corridors served by regional transit service.
• Improvements shall be staged to reflect projected growth needs and land use changes.
• Strengthen first-mile and last-mile connections between transit stations and transit-oriented
development.
• Develop community partnerships to address the opportunities and challenges related to
creating walkable, bikeable and transit-friendly places.
MAJOR TRENDS AND INFLUENCING FACTORS
Several social, economic, environmental and technological trends will affect Rosemount, as well as
the entire Twin Cities metropolitan area, over the next 20 years. These include population growth,
changes in household size, increases in the cost of conventional fuels coupled with transition to
alternative fuel sources, the emergence of the ride hailing and similar alternative modes and various
environmental efforts and concerns. With increased population growth and limited new or expanded
transportation facilities, congestion on the regional highway system is expected to increase.
Specific transportation issues Rosemount faces include:
• Growing congestion on regional and county routes such as Robert Trail South, TH 52 and
160th Street West (County State Aid Highway 46) causing diversion of traffic to City roadways.
• Increasing development requiring funding for road maintenance and expansion.
• Changing transportation needs due to an aging population.
• Increasing competition for space among modes such as vehicles and bicycle and pedestrian
interests.
• Declining financial resources needed to maintain and improve the transportation systems as
costs are expected to increase.
EMERGING AND DEVELOPING TECHNOLOGIES
In addition to the issues cited above, several emerging technologies are anticipated to impact
Rosemount and the rest of the Twin Cities metropolitan area within the 20-year planning horizon of
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-5
this Transportation Plan update. Emerging technologies include electric vehicles, connected vehicles,
automated vehicles, and continued development of ride hailing systems such as Uber and Lyft.
As a growing community and an expanding economy, Rosemount should experience some degree of
impacts from these technologies in the next 20 years. The following discussion examines some of
the potential implications of these technologies.
Ride Hailing
The emergence of mobile application-based ride hailing systems, beginning with Uber in 2009, has
added another layer to transportation planning. While this technology has produced many positive
effects such as bridging the last-mile connection to transit, currently it is difficult to integrate ride
hailing systems into transportation system plans as private companies tend to tightly guard ridership
data.
One working study by researchers at the University of California Davis shows that most ride hailing
users are more affluent, more urban, and younger than non-users. Further, the study concludes that
ride hailing does not appear to have significantly decreased rates of vehicle ownership or vehicle
miles traveled, and that it has correlated with reductions in bus ridership and light rail usage. Ride
hailing tends to concentrate in urban areas. The degree to which this service continues to expand to
rural areas like Rosemount will dictate future planning efforts.
Connected Vehicles and Autonomous Vehicles
Connected Vehicles (CVs) refers to vehicles that communicate with one another and with other
elements of intelligent transportation infrastructure. Autonomous, automated, or self-driving
vehicles (AVs) describes a spectrum of vehicles that require varying degrees of human control.
Connected Automated Vehicles (CAVs) refers to both technologies, which are automated vehicles
connected to other vehicles and the transportation system.
There is a wide range of forecasted adoption scenarios for CV and AV technology. Analysts from
the automotive industry tend to provide more conservative forecasts, while analysts from the
technology world tend to be less conservative, with some forecasting heavy adoption by as early as
2030. Before widespread adoption occurs, there will be an extended period during which the
developing CV and AV platform must coexist with human-operated personal vehicles, as well as
with public transit, pedestrian users and other modes. In Metropolitan Council’s 2040 TPP, it is
noted that the implications of connected and automated vehicles need to be thoroughly examined.
As with many new transportation technologies, automated and connected vehicles are likely to
penetrate urban markets prior to expanding to rural areas, especially if they are initially developed
through a ride-hailing platform.
Highway Capacity Implications
Many analysts predict that widespread adoption of connected and automated vehicles will increase
road capacity initially. Connected and automated vehicles are anticipated to require narrower lane
widths than are needed for non-connected and automated vehicles. Reduced vehicle headways are
also anticipated. Each of these factors would decrease congestion, however deployment of CVs and
AVs will also lead to an increase in the number of zero-occupancy trips. Furthermore, travelers will
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-6
likely adjust their behavior in response to the new technology, which could increase congestion and
vehicle miles traveled (VMT).
Parking Implications
An increased share of autonomous vehicles could impact parking, both the amount needed and its
location. With more AVs and fewer drivers, the location of parking could shift to the periphery of
activity centers. Correspondingly, Rosemount could see the need to expand parking in some areas
and retrofit underutilized surface parking in others. Plans to significantly expand parking should be
thoroughly reviewed, as communities which have issued large bonds to meet current and projected
parking demand could be challenged to recoup investment costs if demand decreases.
Impacts to Other Modes
In response to increased prominence of CV and AV technology, the role of regional and local transit
providers could be reduced or become more specialized. As CV and AV technology is deployed in
the Twin Cities, Rosemount and other communities will be faced with policy considerations as they
look to promote equity for all transportation users and continue to provide a balanced
transportation system.
Electric Vehicles
In October 2017, General Motors announced plans to release 20 electric vehicle models by 2023.
This reflects a fundamental shift in the automobile industry vision of the future. While the first
generation of electric vehicles remained expensive compared to their conventional vehicle
counterparts, automakers aim to bring down the purchase price and increase profits by expanding
electrical vehicle output.
A growing fleet of electric vehicles would have implications for planning at all levels of government.
For example, electric vehicles will require charging stations, which should be considered at public
and private facilities in Rosemount’s land use planning and zoning ordinance. The placement of
these charging stations should complement existing infrastructure, encourage equitable resource
development and enhance intermodal connections.
Widespread adoption of electric vehicles would require significant changes to highway funding
programs. Most highway revenue is generated through fuel taxes. Widespread adoption of electric
vehicles would necessitate changes to State and local revenue sources. Unlike other technologies
discussed in this section, the proliferation of electric vehicles is not expected to be geographically
dependent. Demand for electric vehicles in Rosemount is expected to be similar as in other areas.
ROADWAY SYSTEM
An efficient and well-planned roadway system will help the City of Rosemount meet future
population growth and a growing economy. Rosemount currently has sufficient access to the
regional transportation roadway system with TH 52, TH 55 and Robert Trail South South Robert
Trail passing through the City. This section of the Transportation Plan identifies issues with the
existing roadway system and recommends a plan for future roadway system improvements. The
roadway system plan addresses jurisdictional issues, the functional classification system, future traffic
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-7
volumes, congestion, safety, future roadway system issues and improvements and key transportation
policies.
The existing roadway system in the City of Rosemount is shown in Figure 1.
Jurisdictional Classification
Jurisdiction over Rosemount’s roadway system is shared among three levels of government:
Minnesota Department of Transportation (MnDOT), Dakota County, and Rosemount. MnDOT
maintains the Interstate and Trunk Highway (TH) systems. Dakota County maintains the County
State Aid Highway (CSAH) and County Road (CR) systems, and the remaining streets and roadways
are the responsibility of Rosemount, including Municipal State Aid (MSA) streets. Often the
municipal boundaries separating Rosemount from adjacent cities fall within a roadway right-of-way,
partnership with those adjacent cities is required to coordinate maintaining and improving these
roadways. Figure 1 displays the jurisdictional classification of each roadway within Rosemount.
Table 1 displays the number of roadway miles associated with each jurisdictional class.
The jurisdictional classification system is intended to maintain a balance of responsibility among the
agencies and is organized around the principle that the highest volume limited access roadway,
which carry regional trips, are primarily maintained by MnDOT. The intermediate volume roadways
that carry medium length trips are maintained by Dakota County. Lastly, the local street system that
provides access to individual properties is maintained by the City.
Table 1. Existing (2018) Roadway Miles by Jurisdictional Classification
Jurisdictional Classification Miles Percent of Total Miles
State Roadways 17.5 10%
County Roadways 27.9 15%
Municipal Roadways 123.9 69%
Township Roadways 2.2 1%
Private Roadways 8.3 5%
Total 180 100%
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-8
Figure 1. Jurisdictional Classification
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-9
Functional Classification
The functional classification system defines both the function and role of a roadway within the
hierarchy of an overall roadway system. This system is used to create a roadway network that
collects and distributes traffic from neighborhoods and ultimately to the State or Interstate highway
system. Functional classification planning works to manage mobility, access, and alignment of routes
as shown in Figure 2. Functional classification also seeks to align designations that match current
and future land uses with the roadway’s purpose.
A roadway’s functional classification is based on several factors, including:
• Trip characteristics: length of route, type and size of activity centers, and
route continuity
• Access to regional population centers, activity centers, and major traffic
generators
• Proportional balance of access, ease of approaching or entering a location
• Proportional balance of mobility and ability to move without restrictions
• Continuity between travel destinations
• Relationship with neighboring land uses
• Eligibility for State and Federal funding
Within the Twin Cities Metropolitan Area, the Metropolitan Council has
established detailed criteria for roadway functional classifications, which are
summarized in Table 2.
The existing functional classification of roadways in Rosemount is shown in Figure 3 and a
breakdown by mileage is provided in Table 3.
Table 2. Metropolitan Council Roadway Functional Classifications
Criteria Principal Arterial Minor Arterial Collector Local Street
Figure 2. Access and Mobility
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-10
Place Connections
Interconnects metro
centers and regional
business
concentrations
Interconnects
major trip
generators
Interconnects
neighborhoods and
minor business
concentrations
Interconnects blocks
within
neighborhoods and
land parcels within
commercial areas
Spacing
Developed areas: 2-3
miles
Developing areas: 3-6
miles
Developed areas:
½-1 mile
Developing areas:
1-2 miles
Developed areas: ¼-
¾ mile
Developing areas:
½-1 mile
As needed to access
land uses
Roadway
Connections
To interstates,
principal arterials and
selected minor
arterials
To interstates,
principal arterials,
other minor
arterials, collectors
and some local
streets
To minor arterials,
other collectors and
local streets
To collectors, other
local streets and a
few minor arterials
Mobility Highest High Moderate Low
Access No direct property
access
Limited property
access
Property access is
common
Unrestricted
property access
Percent of Mileage 5-10% 15-25% 5-10% 65-80%
Percent of Vehicle
Miles Traveled 40-65% 15-40% 5-10% 10-30%
Intersections
Grade-separated or
high-capacity
intersection
controls
Traffic signals
and cross street
stops
All-way stops and
some traffic
signals
As required
for safe
operation
Parking None Restricted as
necessary
Restricted as
necessary
Permitted as
necessary
Large Trucks No restrictions No restrictions Restricted as
necessary
Permitted as
necessary
Typical Average
Daily Traffic 15,000-200,000 5,000-30,000 3,000-15,000 Less than 3,000
Posted Speed Limits 45-65 mph 40-50 mph 30-45 mph Maximum 30 mph
Right-of-Way Width 100-300 feet 60-150 feet 60-100 feet 50-80 feet
Transit
Accommodations
Priority access for
transit in peak
periods
Preferential
treatment where
needed
Designed for use by
regular route buses
Normally used as
bus routes only in
non-residential
areas
S ource: Metropolitan Council, 2040 Transportation Policy Plan, 2015. T his table summarizes characteristics for existing roadways
to be used in evaluating functional classification and should not be used as design guidelines.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-11
Table 3. Existing (2018) Roadway Miles by Functional Classifications
Functional Classification Miles Percent of Total Miles
Principal Arterial 27.9 16%
A Minor Expander 9.6 5%
A Minor Connector 2.4 1%
Other Arterial 2.0 1%
Collector Roadways 29.1 16%
Local Roadways 108.8 61%
Total 180 100%
Principal Arterials
Principal arterials are part of the Metropolitan Highway System and provide high-speed mobility
between the Twin Cities and important locations outside the metropolitan area. They are also
intended to connect the central business districts of the two central cities with each other and with
other regional business concentrations in the metropolitan area. These roadways, which are typically
spaced from three to six miles apart, are generally constructed as limited access freeways in the
urban area but may also be constructed as multiple-lane divided highways.
In Rosemount, there are three principal arterials: TH 52, TH 55 and 145th Street East – 150th Street
West (CSAH 42). These facilities are envisioned to continue functioning as principal arterials for the
planned future of Rosemount.
Minor Arterials
Minor arterials also emphasize mobility over land access, serving to connect cities with adjacent
communities and the metropolitan highway system. Major business concentrations and other
important traffic generators are usually located on minor arterial roadways. In urbanized areas, one-
half to two-mile spacing of minor arterials is considered appropriate, depending upon development
density.
“A” Minor arterials are defined by the Metropolitan Council as roadways of regional importance as
they serve to relieve, expand or complement the principal arterial system. Consistent with
Metropolitan Council guidelines, “A” Minor arterials are categorized into four types and are
described in further detail below:
• Relievers – Roadways that provide direct relief for metropolitan highway traffic;
• Expanders – Roadways that provide a way to make connections between urban areas outside
the I-494/I-694 beltway.
• Connectors – Roadways that provide safe connections to communities at the edge of the
urbanized area and in rural areas.
• Augmenters – Roadways that enhance principal arterials within the I-494/I-694 beltway.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-12
Figure 3. Existing Functional Classification
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-13
A well-planned and adequately designed system of principal and A-minor arterials will allow the
City’s overall street system to function the way it is intended and will discourage through traffic
from using residential streets. Volumes on principal and minor arterial roadways are expected to be
higher than on collector or local roadways. Providing the capacity for these higher volumes will keep
volumes on other City streets lower.
Collectors
Collectors, as the term implies, collect and distribute traffic from neighborhoods and commercial
areas. These roadways provide a critical link between local streets, which are designed for property
access, and minor arterials, which are designed for mobility. Collector streets have an equal emphasis
on land access and mobility. It is this category of roadways that the City of Rosemount has the
greatest responsibility for since principal and minor arterials tend to be under the jurisdiction of
either MnDOT or Dakota County.
Table 4 provides a differentiation between minor and major collectors.
Table 4. Characteristics of Minor and Major Collectors
Criteria Minor Collector Major Collector
Length Short, less than 1.5 miles Longer, 1.5 miles to three miles
Travel Shed Limited to immediate neighborhood Larger area links more than one
neighborhood
Speeds Low Speed (30-35 mph) Medium Speed (35-45 mph)
Access Private access permissible
Private access discouraged, access is
generally provided to higher trip generators
(i.e., shopping centers, office buildings)
Parking Usually allowed Some restrictions depending on traffic
volumes
Land Use Typically serves residential areas Residential, commercial or high employment
concentrations
Mobility Less emphasis on mobility and greater
value on access More balance between mobility and access
Transit May accommodate fixed route transit
but less likely to be used as a route
Should be designed to accommodate fixed
route transit
Spacing
Closer spacing, contained within
homogeneous neighborhoods to
distribute trips
Greater spacing, traverse’s distinct
neighborhoods and land use types
Example
Roadways
Pine Bend Trail, Autumn Path, 140th
Street East
Bonaire Path West, Connemara Trail,
Biscayne Avenue
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-14
Local Streets
Local streets provide access to adjacent properties and neighborhoods. Local streets are generally
low speed and designed to discourage through traffic. All roadways in the City that are not included
under the previous functional classifications above fall under the local road designation.
PROGRAMMED & PLANNED IMPROVEMENTS
Figure 4 identifies programmed roadway improvements from the City of Rosemount 2018-2027
Transportation Capital Improvement Plan (CIP), the Dakota County 2018-2022 Capital
Improvement Plan (CIP), and MnDOT’s 10 Year Capital Highway Improvement Plan (CHIP).
Programmed improvements have advanced through the project funding programming process and
have funds committed to the improvement in a designated year; while planned projects have been
formally studied and/or included in a transportation plan but typically no financial commitments to
fund the improvement have been made.
Regional System
The Regional roadway system improvements identified are consistent with the adopted MnDOT
Metro District 10-Year Capital Highway Investment Plan (CHIP) 2018-2027 and the 2040
Metropolitan Council Transportation Policy Plan (TPP).
Table 5. Regional Roadway System Improvements
Roadway Project Extents Timeframe
TH 55 Construct Turn Lanes 145th Street
East (CSAH 42) Fahey Avenue 2018
Dakota County
The following roadway capacity and safety improvements are identified in the Dakota County 2018-
2022 Transportation Capital Improvement Plan. In addition, the City has allocated CIP funds as
matching funds for the Dakota County project(s).
Table 6. Dakota County Roadway System Improvements
Roadway Project Extents Timeframe
145th Street East Expansion At TH 52 2018
145th Street East Preservation At TH 55 Intersection 2018
McAndrews
Road (CSAH 38)
Expansion from
2 lanes to 3 lanes CSAH 31 Robert Trail
South 2018
160th Street
West (CSAH 46) Preservation CR 48 TH 61 2018
145th Street East Intersection Improvements TH 55 2018
Akron Avenue
(CR 73) Pavement Construction Bonaire Path Northern City
Limit 2020
Diamond Path
(CSAH 33) Roundabout 140th Street Connemara
Trail 2022
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-15
Rosemount
The following roadway capacity and safety improvements are identified in the Rosemount 2018-
2027 Transportation Capital Improvement Plan. Proposed minor and major collectors outlined in
Figure 4 have not been planned or programmed yet but are important connections for future
development.
Table 7. City of Rosemount’s Roadway System Improvements
Roadway Project Extents Timeframe
Bonaire Path E Pavement Construction Akron
Avenue
Anderson
Drive 2019
Biscayne Ave Expansion Boulder Trail 160th Street
West 2020
2040 Travel Demand Forecasts
The pattern and intensity of travel within any City is directly related to the distribution and
magnitude of households, population and employment within that community, in neighboring
communities and in the region.
Land use, travel patterns, population and employment change over time and affect the efficiency and
adequacy of the transportation network. Expected changes in the City’s land use pattern,
households, population and employment will be the basis for estimating future travel demand within
the City of Rosemount.
Land Use
The City of Rosemount has a community designation of emerging suburban edge located within the
Metropolitan Council’s urban service area. As the metropolitan area moves forward with a greater
focus on multimodal transportation, new development and redevelopment in Rosemount will be
constrained by the existing and future transportation system. The Transportation Plan is designed to
assist the City in developing a transportation system that supports land use and provides safe and
efficient movement of people and goods throughout the City and greater region.
Forecasted Socio-Economic Data
Using the Land Use Guide Plan and development objectives as guidance, and with the assistance of
the Metropolitan Council, the City has estimated existing and future population, employment and
households for sub-areas of the City called Traffic Analysis Zones (TAZs). This information was
required to complete the traffic forecasting procedures used to estimate future traffic volumes.
Detailed TAZ information can be referenced in the appendix.
Comment [JP1]: You could insert the exact
name of the appendix if wanted “Appendix A”.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-16
Table 8. Socioeconomic Data
Year Population Households Employment
2010 21,874 7,587 6,721
2020 25,900 9,300 9,900
2030 31,700 11,600 11,500
2040 38,000 14,000 13,100
Source: Metropolitan Council, 2018
Forecast 2040 Traffic Volumes
Estimated 2040 traffic forecasts for the City of Rosemount were prepared using the future
population, households and employment data outlined above. These forecasts are an essential
analytical tool to determine the adequacy of the roadway system to handle future development, as
anticipated by the City of Rosemount and the Metropolitan Council. In addition to the planned and
programmed roadway projects identified in Figure 4, the traffic forecast model accounts for future
planned improvements that are in the Metropolitan Council’s 2040 TPP for regional highways
outside Rosemount. The existing traffic volumes are shown in Figure 5 and results of the 2040
traffic forecasts are shown in Figure 6.
ROADWAY CHARACTERISTICS
Roadways in Rosemount are made up of a variety of road types from two-lane undivided urban
roads to four-lane rural expressways as identified in Figure 7. The eastern western portion of the
City, where a greater proportion of the population resides, is made up of many urban, undivided
roadways which are designed for slower speeds and multiple modes of travel including transit,
walking and bicycling.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-17
Figure 4. Planned and Programmed Improvement Comment [JP2]: New figure
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-18
Figure 5. Existing Traffic Volumes
Formatted: Font: (Default) Garamond, 12
pt, Bold
Formatted: Normal
Formatted: Font: (Default) Garamond, 12
pt, Bold
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-19
Figure 6. Forecast 2040 Traffic Volumes
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-20
EXISTING & ANTICIPATED ROADWAY CAPACITY
Congestion on the roadway system is judged to exist when the ratio of traffic volume to roadway
capacity (v/c ratio) approaches or exceeds 1.0. The ratio of volume to capacity provides a measure
of congestion along a stretch of roadway and can help determine where roadway improvements,
access management, transit services, or demand management strategies need to be implemented. It
does not, however, provide a basis for determining specific intersection improvement needs.
Table 9 provides a method to evaluate roadway capacity. For each facility type, the typical planning-
level annual average daily traffic (AADT) capacity ranges and maximum AADT volume ranges are
listed. These volume ranges are based upon guidance from the Highway Capacity Manual,
discussions with the Metropolitan Council and professional engineering judgment. A range is used
since the maximum capacity of any roadway design (v/c = 1) is a theoretical measure that can be
affected by its functional classification, traffic peaking characteristics, access spacing, speed, and
other roadway characteristics. “Daily capacity” of a facility is defined by the top of each facility
type’s volume range. This allows for capacity improvements that can be achieved by roadway
performance enhancements.
Table 9. Planning Level Roadway Capacities by Facility Type
Facility Type
Planning Level
Daily Capacity
Ranges (AADT)
Under Capacity Approaching
Capacity
Over
Capacity
LOS A B C D E F
0.2 0.4 0.6 0.85 1.0 >1.0
Two-lane undivided urban 8,000 – 10,000 2,000 4,000 6,000 8,500 10,000 > 10,000
Two-lane undivided rural 14,000 – 15,000 3,000 6,000 9,000 12,750 15,000 > 15,000
Two-lane divided urban
(Three-lane) 14,000 – 17,000 3,400 6,800 10,200 14,450 17,000 > 17,000
Four-lane undivided urban 18,000 – 22,000 4,400 8,800 13,200 18,700 22,000 > 22,000
Four-lane undivided rural 24,000 – 28,000 5,600 11,200 16,800 23,800 28,000 > 28,000
Four-lane divided urban
(Five-lane) 28,000 – 32,000 6,400 12,800 19,200 27,200 32,000 > 32,000
Four-lane divided rural 35,000 – 38,000 7,600 15,200 22,800 32,300 38,000 > 38,000
Four-lane expressway rural 45,000 9,000 18,000 27,000 38,250 45,000 > 45,000
Four-lane freeway 60,000 – 80,000 16,000 32,000 48,000 68,000 80,000 > 80,000
Six-lane freeway 90,000 –
120,000 24,000 48,000 72,000 102,000 120,000 > 120,000
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-21
Figure 7. Existing (2018) Roadway Characteristics
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-22
Level of Service (LOS)
Level of Service (LOS), as related to highways and local roadways, categorizes the different
operating conditions that occur on a lane or roadway when accommodating various traffic volumes.
It is a qualitative measure of the effect of traffic flow factors, such as speed and travel time,
interruption, freedom to maneuver, driver comfort and convenience, and indirectly, safety and
operating costs. It is expressed as levels of service “A” through “F.” Level “A” is a condition of
free traffic flow where there is little or no restriction in speed or maneuverability caused by presence
of other vehicles. Level “F” is a facility operating at a no or a low speed with many stoppages, with
the highway acting as a storage area as indicated in Table 10.
The following section describes LOS and further relates the correlation between LOS and planning-
level roadway capacities, helping better understand the operations and capacity level on existing
roadways.
Table 10. Level of Service Definitions
Level of
Service (LOS) Traffic Flow Vehicle/Capacity
Ratio Description
A Free Flow
Below Capacity 0.20 Low volumes and no delays
B Stable Flow
Below Capacity 0.40 Low volumes and speed dictated by travel
conditions
C Stable Flow
Below Capacity 0.60 Speeds and maneuverability closely controlled
due to higher volumes
D Restricted Flow
Near Capacity 0.85 Higher density traffic restricts maneuverability
and volumes approaching capacity
E
Unstable Flow
Approaching
Capacity
1.0 Low speeds, considerable delays, and volumes
at or slightly over capacity
F Forced Flow
Over Capacity >1.0 Very low speeds, volumes exceed capacity, and
long delays with stop-and-go traffic
Existing Capacity Deficiencies
Using the methodology described above, existing capacity deficiencies were identified by comparing
existing AADT volumes and roadway characteristics in Figure 7 to the thresholds noted in Table 9.
Results of this analysis were mapped to identify roadways that currently exhibit capacity deficiencies.
Roadway segments are defined as overcapacity if the volume-to-capacity ratio is at or above 1.0,
which signifies that a segment of road has observed volumes which exceed its design capacity. Based
on this analysis, the road segments that currently approach or exceed their design capacity are
identified in Figure 8. Roadway segments are defined as near capacity if the volume-to-capacity ratio
is at or above 0.85. Roadways approaching capacity are identified in Table 11. There are no existing
roadways over a capacity of 1.0.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-23
Table 11. Roadways Approaching Capacity (2018)
Roadway V/C Extents
TH 55 0.91 Fahey Avenue City Limits (East)
TH 55 0.85 Pine Bend Trail Doyle Path
160th Street West 0.85 Akron Avenue Angus Avenue
Congestion on the Regional Highway System
The Metropolitan Freeway System Congestion Report is prepared annually by the Regional
Transportation Management Center (RTMC) to documents segments of the freeway system that
experience recurring congestion. While the area included in this report is outside of the Rosemount
City boundary, residents of the City are still impacted by congestion in the metro area during their
commute to work or other destinations. According to the 2016 Metropolitan Freeway System Congestion
Report there is congestion on I-35 and TH 77 during the AM and PM peak periods.
During the AM peak period, I-35 has significant congestion northbound past the I-35E and I-35W
split. Congestion continues north. TH 77 also has congestion in the AM peak, most significantly
near I-35E. During the PM peak period, the report shows no recurring congestion near Rosemount
with most of the congestion happening closer to Minneapolis and Saint Paul. I-494 westbound from
I-35E to TH 52 has some congestion. There is no congestion reported on TH 52 during either the
PM or AM periods.
FUTURE CAPACITY DEFICIENCIES
Future capacity deficiencies were identified by comparing future (2040) AADT volumes and
roadway characteristics in Figure 7 to the thresholds noted in Table 9. Results of this analysis were
mapped to identify roadways that are forecasted to exhibit capacity deficiencies. Based on this
analysis, the road segments that currently approach or exceed their design capacity are identified in
Figure 9. Roadway segments are defined as near capacity if the volume-to-capacity ratio is at or
above 0.85 are identified in Table 13. Roadway segments over a volume to capacity ratio of 1.0 are
summarized in Table 12.
Table 12. Roadways Over Capacity (2040)
Roadway V/C Extents
TH 55 1.42 Fahey Avenue City Limits (East)
Robert Trail South 1.35 Canada Avenue West 150th Street West
Diamond Path 1.32 150th Street West Upper 148th Street West
TH 55 1.25 145th Street West Fahey Avenue
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-24
TH 55 1.19 ½ Mile South of MN 55 Split Doyle Path
Robert Trail South 1.00 124th Street West Biscayne Avenue
Table 13. Roadways Approaching Capacity (2040)
Roadway V/C Extents
Akron Avenue 0.93 Bonaire Path East 124th Court West
TH 52 0.91 TH 52 Split 140th Street East
145th Street West 0.89 Cobalt Avenue Cimarron Avenue West
160th Street West 0.87 Station Trail Angus Avenue
Robert Trail South 0.86 Connemara Trail Bonaire Path West
The methodology described above is a planning-level analysis that uses average daily traffic volumes
and is not appropriate for all traffic conditions. For example, traffic conditions that do not fit the
average daily traffic criteria (e.g., weekend travel, holiday travel, special events, etc.) are likely to
produce different levels of congestion. Additionally, factors such as the amount of access and
roadway geometrics may influence capacity.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-25
Figure 8. Existing (2018) V/C Ratio Deficiencies
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-26
Figure 9. Forecasted (2040) V/C Ratio Deficiencies
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-27
SAFETY ISSUES
Roadway safety is a top priority of the future investment and design of roadways in Rosemount.
MnDOT maintains a statewide database of crash records. These records identify the location,
severity and circumstances associated with each crash. This dataset was reviewed to identify the
number, location and severity of crashes on roadways, excluding Interstate highways, in the City of
Rosemount for the years 2011-2015 (see Table 14).
A majority of the crashes were located in the western portion of the City where much of the
population resides. The intersections with the highest frequency of crashes are located in urban
locations at busy intersections. Intersections with the four highest crash frequencies are on 150th
Street (CSAH 42) and are signalized. 150th Street has a total of 6 of the top 10 highest crash
locations. From 2011 – 2015, there were 3 fatalities and 15 incapacitating injuries on roadways in
Rosemount. These fatalities were on high speed highways while the incapacitating injuries occurred
on both highways and local roads as identified in Figure 10.
These intersections were also evaluated using MnDOT’s crash rate methodology, shown in Table
15. Per MnDOT, a critical index of 1.00 or less indicates performance within statewide trends.
Critical index above 1.00 indicates that the intersection operates outside of an expected range.
Table 14. Crash Data Summary: 2011-2015
Year Fatal
Personal Injury Crashes
Property
Damage Total Crashes Type A
Incapacitating
Injury
Type B Non-
Incapacitating
Injury
Type C
Possible
Injury
2011 0 4 13 50 155 222
2012 0 7 22 29 157 215
2013 0 1 14 35 148 198
2014 0 2 18 46 159 225
2015 3 1 12 49 153 218
Totals 3 15 79 209 772 1,078
As shown below, the majority of the crash hotspots are at signalized intersections. MnDOT’s Traffic
Safety Fundamentals Handbook (2015) recommends the following strategies to reduce frequency
and severity of intersection crashes:
• Use of multiphase signal operation combined with left turn lanes
• Provide a coordinated signal system along urban arterials
• Use overhead indications – one per through lane mounted at the center of each lane
• Provide dilemma zone protection and optimize clearance intervals
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-28
• Use advance warning flashers to supplement static signs where a signal may be
unexpected
• Pedestrian indications including the use of countdown timers
Additionally, an intersection traffic control change such as a roundabout or grade separation can also
be considered. Roundabouts usually have less crashes than a traditional intersection. However, more
importantly, the types of crashes associated with roundabouts tend to be less severe. Grade
separation at an intersection would provide the greatest reduction in intersection conflict points
which would most likely reduce the frequency and severity of crashes. A more detailed intersection
traffic study will need to be completed to determine the appropriate traffic control type.
Table 15: Top 10 Intersection Crash Locations 2011-2015 (By Frequency of Crashes)
Intersection
Severity Traffic
Control
Critical
Index
All
Crashes
Critical Index
Fatal & Type A Fatal Type
A
Type
B
Type
C
Property
Damage
1. 150th Street W (CSAH 42) -
Robert Trail S 0 0 5 8 49 Signal 1.89 0.00
2. 150th Street W -
Chippendale Ave W 0 1 2 16 35 Signal 1.92 0.90
3. 150th Street W - Diamond
Path 0 0 4 11 35 Signal 1.64 0.00
4. 150th Street W - Shannon
Pkwy 0 0 1 11 34 Signal 1.48 0.00
5. Connemara Trail - Robert
Trail S 0 1 4 13 27 Signal 2.01 0.99
6. 145th Street E -TH 55 0 1 2 10 24 Thru/Stop 2.45 0.65
7. 145th Street - Robert Trail S 0 0 3 11 19 Signal 1.13 0.00
8. TH 52 - TH 55 0 1 0 11 17 None 2.03 1.09
9. 150th Street W - Biscayne
Ave 1 2 4 4 17 Thru/Stop 2.10 2.88
10. 150th Street W - 145th
Street W 0 1 3 5 18 Thru/Stop 2.25 1.00
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-29
Figure 10. Most Recent (2011-2015) Crash Data
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-30
RECOMMENDED ROADWAY IMPROVEMENTS
Future roadway improvements designed to address system connectivity, continuity, congestion and
safety issues are planned and recommended for the roadway system in the City of Rosemount.
Recommended roadway improvements are shown in Figure 11 and are derived from the
combination of system needs and the intended function of each roadway as it relates to the adjacent
supporting land use. It should be noted that improvements discussed in this section do not include
spot intersection improvements or trails.
The determination of which projects will be built, and their proper sequencing, will be determined
through each jurisdictions programming process that considers the estimated cost of each project,
available financing and coordination with other projects.
Robert Trail South is forecasted to be over capacity by the year 2040. Although the road may be
expanded beyond the city border, it isn’t currently being planned for expansion within the City of
Rosemount because of a lack of right-of-way space and because it would have a negative impact on
downtown. It isn’t a recommended lane expansion project because it is constrained by a lack of
space and because an expansion would have a negative impact on the downtown environment.
There is minimal right-of-way available near the roadway alignment. To help mitigate thistraffic, the
City will be expanding Akron Aavenue, giving drivers another option to drive from north to south.
City of Rosemount Roadways
The City will be a partner in all recommended roadway improvements on County and State
highways.
Dakota County Roadways
These improvements are on the regional highway system and are primarily Dakota County’s
responsibility. The timing of these projects is uncertain.
• Akron Avenue (County Road 73): Realigned and improved to a 3-lane divided highway.
• Diamond Path (CSAH 33) from 150th Street West (CSAH 42) to 145th Street West: Improve
to a 3-lane divided roadway
MnDOT
These improvements are on the regional highway system and are primarily MnDOT's responsibility.
The timing of these projects is uncertain.
• TH 55 from the TH 55 / TH 52 split to the eastern City limits: Improve to a 4-lane divided
roadway
RIGHT-OF-WAY PRESERVATION
Right-of-way (ROW) is a valuable public asset. Therefore, it needs to be protected and managed to
respect the roadway’s intended function, while serving the greatest public good. Rosemount will
need to reconstruct, widen and construct new roadway segments to meet future capacity and
connectivity demands due to its current and anticipated growth. Such improvements will require that
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-31
adequate ROW be maintained or secured. The City will coordinate with MnDOT and Dakota
County for ROW acquisition along county or state routes.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-32
Figure 11. Recommended Roadway Capacity Improvements
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-33
ACCESS MANAGEMENT
Access management is an important aspect of providing a safe and efficient roadway network.
Access management measures include:
• Providing adequate spacing between access points and intersecting streets to separate and
reduce conflicts
• Limiting the number of driveway access points to reduce conflicts
• Aligning access with other existing access points
• Sharing access points, through internal connectivity between property owners
• Encouraging indirect access rather than direct access to high volume arterial roads
• Constructing parallel roads and frontage roads
• Consider all modes of transportation, including nearby transit routes, when making access
management decisions for all roads
• Implementing sight distance guidelines to improve safety
• Using channelization to manage and control turning movements
• Meeting these requirements while also maintaining appropriate access to local businesses
Access review is a major aspect of the City’s project review process. The goal is to maintain the
safety and capacity of the City’s roadways while providing adequate land access. Mobility is the
ability to get from one place to another. Most roadways serve accessibility and mobility functions to
some degree based on their functional classification. The four levels of functional classification and
their corresponding mobility and access traits are as follows:
• Principal arterials have the highest mobility with no direct land access
• Minor arterials have high mobility with limited land access
• Collector streets have moderate mobility with some land access
• Local streets have low mobility with minimal restrictions on land access
The City will continue to support MnDOT’s and Dakota County’s Access Management guidelines
on the roadway network in the City through the measures list above. MnDOT’s Highway Access
Category System and Spacing Guidelines can be found
at: https://www.dot.state.mn.us/accessmanagement/resources.html
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-34
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 12 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 V and is planned to have less reliance on transit. Table 16 provides further descriptions and
characteristics of the Market Areas established by the Metropolitan Council.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-35
Table 16. Metropolitan Council Transit Market Service Areas
Market
Area
Propensity to
Use Transit
Service
Characteristics Typical Transit Service Presence in Rosemount
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 located west of
Akron Avenue and south
of McAndrews Road 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.
None
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.
The primary designation in
Rosemount. Located east
of Akron Avenue
Span: n/a
Access: n/a
Emerging
Market
Overlay
Varies, typically
matches
surrounding
Market Area
Varies Varies. Typically matches
surrounding Market Area.
None
Source: Metropolitan Council, 2040 Transportation Policy Plan, 2015
Formatted: Subtitle
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-36
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-37
EXISTING TRANSIT SERVICES AND FACILITIES
The City of Rosemount is currently served by three transit services: Minnesota Valley Transit
Authority (MVTA), Metro Transit, 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, the
Metropolitan Council, and Transit Link 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 Transit 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 seven suburbs in
Dakota and Scott Counties. Table 17 describes the characteristics of the routes serving the City of
Rosemount.
Table 17. Fixed Route Service in Rosemount
Route Provider Type Cities Served Service Times Frequency
420 MVTA Local Rosemount, Apple
Valley Weekdays, bi-directional 30-60 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 weekend service is available
on Route 420 and there is no regular weekend service. Connection to the Red Line in Apple Valley
and to Dakota County Technical College 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
Formatted: Normal
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-38
operate closed door to the downtown area. The route from Minneapolis/St. Paul to Rosemount
picks up at designated bus stops in Downtown Minneapolis and St. Paul.
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.
Starting on August 20th, 2018 service expanded to Dakota County Technical College to allow
students and employees to take transit to the school. Route 420 includes 5 trips to the school
throughout the morning and afternoon and 6 trips departing the school throughout the day with the
last trip departing at 9:21 PM.
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.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-39
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-40
Figure 12. Transit Service and Facilities in the City of Rosemount
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-41
Transit Station and Park and Rides
There are two transit stations in Rosemount. One
is the park and ride facility located at 145th Street
and Burnley Avenue. The 102-stall facility, across
the street from City Hall, is the first permanent
park and ride facility for the City. The facility is
located in a walkable part of the City, close to a
park and has sidewalks around it. 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 and St. Paul.
In 2017, the facility had a 77% utilization rate
with 79 of the 102 spaces being used. This has increased from 65% in 2016.
The second transit station is located at Dakota County Technical College supporting Route 420
which includes 5 trips to the school throughout the morning and afternoon and 6 trips departing the
school throughout the day.
Bus Stops or “Flag Stops”
Bus stops provide passengers with a predictable place to wait for bus service. There are two bus
stops only bus shelter in Rosemount located at is the Rosemount Transit Station and at the Dakota
County Technical College. Route 420 includes 5 trips to the school throughout the morning and
afternoon and 6 trips departing the school throughout the day..
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.
ROSEMOUNT TRANSIT STATION. PHOTO BY THE CITY OF ROSEMOUNT
Figure 13. Rosemount Transit Station
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-42
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.
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 TH
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.
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.
Transit Improvements and Strategies
Future Route Improvements
MVTA maintains a list of service improvement projects (SIP), which represent transit service
expansion priorities within the MVTA service area, including Rosemount. MVTA uses its SIP as one
input into its Future Growth Concept Map (2018), a larger strategic planning document that
provides a more comprehensive vision for service expansion in the near (0-5 years), mid (5-10
years), and long-term (10+ years).
The Future Growth Concept Map categorizes service improvements into three categories: those for
which grant funding has been sought; study recommendations and those identified in the MVTA
SIP; and those originating from MVTA’s customer service database.
Future transit growth concepts listed below are in the 2018 Future Growth Concept Map and
impact future transit in Rosemount and are also identified in Figure 14.
• 145th Street East between Dakota County Technical College and Hastings via Nininger
Township (Long-term)
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-43
• Expand local service on Route 420 (service between Apple Valley and Rosemount) and
evaluate demand for weekend service (Near-term)
• Expand express service to Minneapolis on Route 478 (from Rosemount) [Near-term]
• Expand express service to St. Paul on Route 484 (from Rosemount) and evaluate additional
St. Paul express service (Near-term)
Figure 14. MVTA Future Growth Concept Map
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-44
Future Transit Strategies
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.
Integrate land use planning
• 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.
Transit Studies
Dakota County Eastern Transit Study
Rosemount is working with Dakota County on the Dakota County Eastern Transit Study. The
purpose of the study is to evaluate present and future needs for a variety of transit service and
facilities in eastern Dakota County. Rosemount is a key member of the study because of the future
development of the University of Minnesota Outreach, Research and Education (UMore) property
and transit needs of the community. Recommendations resulting from the study will concentrate on
linking the residential, employment, and educational centers within eastern Dakota County to those
in adjacent communities and the broader region.
Dakota County East-West Study
The Dakota County East-West Transit Study was needed to meet needs for transit travel east to
west across Dakota County. The purpose of this study was to develop connections to employment,
improve mobility, and expand range of travel options for transit-dependent populations in and
across the county.
There were five corridors the study identified as warranting further consideration:
• Wentworth Avenue (Dodd Road to Southview Boulevard)
• MN-110 (Fort Snelling Station to Concord St)
• Yankee Doodle Road (MN 13 to Lone Oak Road and Inver Hills Community College)
Formatted: Font: 13 pt, Font color: Auto
Formatted: Heading 4
Formatted: Font: 13 pt
Formatted: Font: Garamond, 12 pt
Formatted: List Paragraph, Space Before:
5 pt, After: 6 pt, Line spacing: Multiple
1.15 li, Bulleted + Level: 1 + Aligned at:
0.25" + Indent at: 0.5"
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-45
• Cliff Road (Not in study area)
• County Road 42 (MN 13 and Mystic Lake Drive to Vermillion Street and Dakota County
Technical College)
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.
The study led to two alternatives for further study and the development of commuter express bus
service from Rosemount to St. Paul on TH 52. The two alternatives that are being studied further
are not planned to travel through Rosemount.
BICYCLING AND 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
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-46
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 routes and approximately 600 designated bike parking stalls
throughout the City of Rosemount as identified in Figure 15. 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 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.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-47
• 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 five RBTN Tier 2 alignments within the City of Rosemount.
1. Robert Trail South 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. McAndrews Road Alignment: Connecting to the Robert Trail South South Robert Trail
alignment is the McAndrews Road alignment from Apple Valley going east and west. There
currently isn’t an existing or planned bicycle or pedestrian facility on this roadway.
3. 145th Street East Alignment: This alignment crosses the entire City of Rosemount going east
to west along 145th Street East. 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.
4.5. Rosemount Greenway Alignment: This alignment is located on the planned Rosemount
Greenway from Robert Trail South to the Mississippi River Trail.
There is one Tier 2 corridor located along the western portion going from north to south where City
trails cover much of the area.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-48
Figure 15. Existing Trail System in Rosemount
Formatted: Font: (Default) Garamond, 12
pt, Bold
Formatted: Normal, Indent: Left: -0.31"
Formatted: Font: Garamond, Bold, Font
color: Auto
Comment [JP3]: New figure
Formatted: Default Paragraph Font, Font:
(Default) Garamond, 12 pt, Bold
Formatted: Font: Garamond, Bold, Font
color: Auto
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-49
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. This greenway is on a Tier 2 alignment and
connects with the proposed Vermillion Highlands Greenway which crosses the City from north to
south. , 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 Robert Trail South.
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:
• 145th Street East between Chippendale Avenue and Shannon Parkway
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-50
• Robert Trail South South Robert Trail between 145th Street East 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
multimodal 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 as identified
in Figure 16. 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:
• Connections to local parks and schools
• Connections to regional parks and trails
• Connections to regional employment clusters
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-51
• 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.
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)
• 145th Street East from Robert Trail South South Robert Trail to Akron Avenue
• McAndrews Road from the western City boundary to Robert Trail SouthSouth Robert Trail
• Diamond Path on the western boundary of the City
• Several grade separated crossings
Gaps identified in the RBTN
• Robert Trail South South Robert Trail Tier 2 Alignment from 145th Street East to the
northern City boundary
• McAndrews Road Tier 2 Alignment from the western City boundary to Robert Trail South
• 145th Street East Alignment from Robert Trail South to Blaine Avenue
• Rosemount Greenway
• Mississippi River Greenway
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-52
Figure 16. Proposed Trail System in Rosemount
Formatted: Font: (Default) Garamond, 12
pt, Bold, Font color: Auto, Pattern: Clear
Formatted: Normal, Indent: Left: -0.31"
Formatted: Font: Garamond, Bold, Font
color: Auto
Comment [JP4]: New figure
Formatted: Default Paragraph Font, Font:
(Default) Garamond, 12 pt, Bold
Formatted: Font: Garamond, Bold, Font
color: Auto
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-53
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 McAndrews Road
o South Robert TrailRobert Trail South (TH 3) 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.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-54
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 17. 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 TH 52 as indicated in Figure 17. The
industrial zones where highways TH 52 and TH 55 connect are where most of the freight traffic is
located. HCAADT on TH 52 is between 3,500 and 5,000, and near 1,500 on TH 55. Robert Trail
South has minimal freight traffic with HCAADT between 450 and 740.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-55
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 Robert Trail SouthSouth Robert Trail. Canadian Pacific has a railroad running from north to
south on the western side of the City along Robert Trail South South Robert Trail 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, three 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.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-56
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-57
Figure 17. Freight System in Rosemount
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-58
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.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-59
FUNDING STRATEGIES
Roadways under City jurisdiction are maintained, preserved, constructed and reconstructed by the
City’s Department of Public Works. Funding for these activities, including the administrative costs
of operating the Department, are obtained from a variety of sources, including ad valorem taxes,
special assessments, development fees and tax increment financing. A major concern of the City is
the availability of sufficient funds for maintenance and construction activities. If funds are
unavailable, needed projects may be delayed or terminated and maintenance of existing facilities may
fall short of acceptable standards. The following explains the existing sources of funding and
potential new sources of revenue.
STATE AID
An important source of revenue to the City is State Aid. A network of City streets called Municipal
State-Aid Streets (MSAS) are eligible for funding assistance with revenue from the State Highway
User Tax Distribution Fund. This constitutionally-protected funding allocation is comprised of
gasoline taxes and vehicle registration fees and is allocated based on a formula that considers the
population of a City and the financial construction needs of its MSAS system.
AD VALOREM TAXES
For situations in which 20 percent of the cost of a City project can be assessed to the adjacent
property owners, the remaining cost of the project can be added to the ad valorem or property taxes
of the remaining property owners in the City. Ad valorem taxes for street improvements are
excluded from the State-mandated levy limits.
TAX INCREMENT FINANCING
Establishing a tax increment financing (TIF) district is a method of funding infrastructure
improvements that are needed immediately using the additional tax revenue to be generated in
future years by a specific development. Municipal bonds are issued against this future revenue,
which is dedicated for a period of years to the repayment of the bonds or to other improvements
within the TIF project area. TIF districts can accelerate economic development in an area by
ensuring that the needed infrastructure is in place without requiring support from the usual funding.
GRANT FUNDING
There are many opportunities for metropolitan cities to take advantage of various grant funding
initiatives. Regional Solicitation and Highway Safety Improvement Program (HSIP) are among grant
solicitations for the Twin Cities metropolitan area. The City should monitor the grant funding
opportunities available for applicable projects and submit applications when possible.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-60
PLANNING FOR THE FUTURE
Throughout the City of Rosemount’s comprehensive planning effort, the City will consider how to
address existing transportation needs, while setting the stage for future growth. Items are
summarized below:
• System Preservation
o Performance Standards and Measures
o Project Prioritization
o New Revenue Sources
o New Maintenance Techniques
o Asset Management
• Travel Demand Management
o Bicycle Amenities
o Car Sharing Programs
o Shared Mobility
• Autonomous Vehicles
• Complete Streets and Safe Routes to School
SYSTEM PRESERVATION
Infrastructure systems such as roadways, bridges, culverts, and sidewalks have become expensive
and challenging to maintain in today’s environment with aging infrastructure, rising costs of
materials, and stagnant or declining revenue. In fact, many local agencies are being forced to pause,
and ask questions about the costs and benefits of continuing to maintain assets throughout their
entire system, or if other approaches should be explored to better balance needs with available
resources. Generally, approaches to be considered include:
Performance Standards and Measures
A performance-based approach improves the accountability of local infrastructure investments,
assesses risks related to different performance levels, and monitors progress and increases
transparency.
Project Prioritization
Project prioritization can help the City rank infrastructure needs in a manner that is consistent with
preservation goals and objectives. This technique can help avoid the typical “worst first” approach
to programming preservation projects that tends to invest limited resources in the most expensive
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-61
improvements instead of directing maintenance funds to infrastructure that merely need
rehabilitation, which will provide more cost-effective solutions in a timely manner.
New Revenue Sources
There are methods to capture new revenue streams to close the financial gap in maintaining assets in
a state of good repair. Exploring new revenue sources will allow the City to expand and accelerate
preservation initiatives.
New Maintenance Techniques
There are new maintenance techniques that can extend the lifecycle of an asset. For example, new
maintenance techniques for roadway surfaces can provide longer service life and higher traffic
volume thresholds, resulting in more stable road maintenance costs. Cost reduction of life cycle
extension strategies which save money, or extend surface life, can directly benefit preservation
needs, and minimize any identified financial gap.
Asset Management
Tracking assets and their condition will provide a stronger outlook on lifecycle costs and
replacement schedules. This will help establish funding plans and identified future funding gaps or
shortfalls.
TRAVEL DEMAND MANAGEMENT
Research has shown that Travel Demand Management strategies are a useful technique in helping
alleviate parking demands in a geographical area. TDM strategies are applied to help reduce the
number of single occupancy vehicles traveling and parking in a certain area. Opportunities to
encourage TDM strategies are highlighted throughout this section.
Bicycle Amenities
Actively promoting bicycling as an alternative means of travel to and from a destination can be
achieved through information dissemination and the provision of bicycle storage facilities and
adding on-street bicycle lanes and additional connections to trails. These actions can help decrease
the demand for vehicle parking.
Car Sharing Provisions
Car sharing programs provide mobility options to a cross section of residents who would not
otherwise have access to a vehicle. These programs encourage the efficient use of a single vehicle
among multiple users, while reducing the amount of parking needed to accommodate each resident
within a neighborhood. Zoning language can encourage or require new developments of a certain
size to include off-street parking provisions for car sharing programs.
Shared Mobility
Shared mobility includes bike sharing, car sharing, and ride sourcing services provided by companies
such as Uber and Lyft. Predictions indicate that by creating a robust network of mobility options,
these new modes will help reduces car ownership and increase use of public transit, which will
continue to function as the backbone of an integrated, multimodal transportation system.
Rosemount 2040 Comprehensive Plan Chapter 8 – Transportation
8-62
CONNECTED VEHICLES AND AUTONOMOUS VEHICLES
There is a wide range of forecasted adoption scenarios for connected vehicle and autonomous
vehicle technology. This new technology has the potential to improve safety, impact parking needs
and change travel behavior. In Metropolitan Council’s 2040 TPP, it is noted that the implications of
connected and automated vehicles need to be thoroughly examined. As with many new
transportation technologies, automated and connected vehicles are likely to penetrate urban markets
prior to expanding to rural areas, especially if they are initially developed through a ride-hailing
platform.
COMPLETE STREETS AND SAFE ROUTES TO SCHOOL
Complete Streets are commonly defined as roadways that accommodate all users such as
pedestrians, bicyclist, vehicles and transit, regardless of age and ability. This is important to consider
when recognizing the diversity of people traveling throughout the community.
The Transportation Plan’s goals and policies embrace several elements of complete streets, such as
safety for pedestrians and bicyclists. MnDOT has adopted a Complete Streets Policy, last updated in
May 2016, and has committed to assessing opportunities for incorporating complete street design
principles in all MnDOT projects. MnDOT’s Complete Streets Policy can serve as a resource to the
City for incorporating complete street design standards into City projects.
Safe Routes to School is a national initiative to increase safety and promote walking and bicycling for
America’s youth. The Safe Routes to school program will assist in providing infrastructure and non-
infrastructure grants to build trails, paths, and safe connections to local schools.
Planning for safe routes to schools will require specific attention to certain elements such as bike
routes, complete street treatments, sidewalk networks, pedestrian/bicycle amenities and wayfinding
signage. Combined, these elements can create Safe Routes to Schools or Complete Streets.
2040 Future Land Use
April 2019
F00.5 10.25 Mile
MXD: T:\Project\CommDev\LandUse\2040LandUsePlan.mxd PDF: I:\GIS\Map_Library\CommDev\LandUse
MUSA Year Boundary
2030
2040
Future 2040 +
Proposed Land Use
AG Agriculture
FP Floodplain
DT Downtown
NC Neighborhood Commercial
RC Regional Commercial
CC Community Commercial
AGR Agricultural Research
RR Rural Residential
LDR Low Density Residential
TR Transitional Residential
MDR Medium Density Residential
HDR High Density Residential
PI Public/Institutional
PO Existing Parks/Open Space
BP Business Park
LI Light Industrial
GI General Industrial
WM Waste Management
ROSEMOUNT 2040 LAND USE PLAN – CHAPTER 3 LAND USE
UPDATED UMORE LAND USE TABLE
TABLE 3.5 – UMORE FUTURE LAND USES
Land
Use
Res
Min
(upa)
Res
Max
(upa)
2020 % of
land
2030 % of
land
2040 % of
land
Full
Build-
out
% of
land
Agriculture
Research
n/a 0.02
5
3,103 100.0% 2,108 67.9% 1,471 47.4% 1,079 34.8%
Low Density
Residential
1.5 6 0 0.0% 314 10.1% 612 19.7% 653 21.0%
Medium Density
Residential
6 12 0 0.0% 176 5.7% 228 7.3% 287 9.2%
High Density
Residential
12 30 0 0.0% 22 0.7% 61 2.0% 83 2.7%
Community
Commercial
0 0.0% 30 1.0% 30 1.0% 63 2.0%
Business Park 0 0.0% 453 14.6% 701 22.6% 938 30.2%
TOTALS 3,177 100% 3,103 100% 3,103 100% 3,103 100%
TABLE 3.4: PLANNING LAND USE TABLE
Land
Use
Res
Min
(upa)
Res
Max
(upa)
2020 % of
land
2030 % of
land
2040 % of
land
Full
Build-
out
% of
land
Agriculture n/a 0.025 5,340 23.7% 5,006 22.2% 3,811 16.9% 2,282 10.1%
Agriculture
Research*
n/a 0.025 3,200 14.2% 3,103 13.8% 3,103 13.8% 1,079 4.8%
Rural Residential n/a 0.2 1,828 8.1% 1,803 8.0% 1,803 8.0% 1,803 8.0%
Transitional
Residential
n/a .2 or
.33
930 4.1% 793 3.5% 793 3.5% 793 3.5%
Low Density
Residential
1.5 6 3,391 15.0% 3,729 16.5% 4,113 18.3% 6,077 27.0%
Medium Density
Residential
6 12 290 1.3% 463 2.1% 598 2.7% 1,052 4.7%
High Density
Residential
12 30 110 0.5% 130 0.6% 158 0.7% 253 1.1%
Downtown* 20 40 64 0.3% 64 0.3% 64 0.3% 64 0.3%
Neighborhood
Commercial
14 0.1% 11 0.0% 11 0.0% 54 0.2%
Community
Commercial
370 1.6% 373 1.7% 591 2.6% 654 2.9%
Regional
Commercial
366 1.6% 340 1.5% 340 1.5% 340 1.5%
Business Park 845 3.8% 1,030 4.6% 1,456 6.5% 2,394 10.6%
Light Industrial 570 2.5% 505 2.2% 505 2.2% 505 2.2%
General Industrial 2,580 11.5% 2,855 12.7% 2,855 12.7% 2,855 12.7%
Waste
Management
238 1.1% 238 1.1% 238 1.1% 238 1.1%
Public/
Institutional
342 1.5% 408 1.8% 408 1.8% 408 1.8%
Parks and Open
Space
525 2.3% 721 3.2% 721 3.2% 721 3.2%
Floodplain 960 4.3% 960 4.3% 960 4.3% 960 4.3%
Vacant Land 569 2.5% 0 0.0% 0 0.0% 0 0.0%
TOTALS 22,532 100.0% 22,532 100.0% 22,532 100.0% 22,532 100.0%
Notes:
* The City’s future land use table and projections do not include land with the UMore area. This area is tracked under a
separate table in the subsequent section.
* The City is assuming 20% of land in downtown category will redevelop for residential purposes by 2030.
* Full build-out out is listed for planning purposes only and includes developing areas within UMore (please note
corresponding decrease in AG category at full build-out).
* 2020 land uses derived from previous land use plan and analysis; AG uses in 2030 includes all land in 2040 MUSA