HomeMy WebLinkAbout2040 Comp Plan PacketCity of Rosemount
2040
Comprehensive Plan
May, 2019
Acknowledgements
City Council
William Droste, Mayor
Tammy Block
Paul Essler
Heidi Freske
Jeff Weisensel
Shaun Nelson (through 2018)
Mark DeBettignies (through 2018)
Planning Commission
Melissa Kenninger, Chair
Pamela VanderWiel
Gretchen Freeman
Kathryn Lundquist
Brenda Rivera
Michael Reed
John Schmisek
John Mele (through 2018)
Michael Clements (through 2018)
Jeanne Schwartz (through 2018)
Port Authority
Jeff Weisensel, Chair
Daniel Wolf, Vice-Chair
Tammy Block
William Droste
Paul Essler
Heidi Freske
Cory Ober
Mark DeBettignies (through 2018)
Bob Smith (through 2018)
Staff
Kim Lindquist, Community Development Director
Kyle Klatt, Senior Planner
Anthony Nemcek, Planner
Dan Schultz, Park and Recreation Director
Brian Erickson, Director of Public Works/City Engineer
For further information, contact:
Community Development Department
Attn: Kyle Klatt
2875 145th Street West
Rosemount, MN 55068
Rosemount 2040 Comprehensive Plan Chapter 1 – Executive Summary
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CHAPTER 1: EXECUTIVE SUMMARY
PLANNING PROCESS
The City of Rosemount last updated its Comprehensive Plan in 2009, and is now revising the Plan
to guide growth and development within the City through the year 2040. The plan has been drafted
to comply with the Metropolitan Land Planning Act and specifically to conform to the regional
system statements, remain consistent with regional planning policies, and to be compatible with the
plans of adjacent and affected jurisdictions.
Over the last decade, Rosemount has steadily grown, filling areas of the city that were the focus of
the previous plan, including residential development west of Akron Avenue, the US Highway 3 and
County Road 42 commercial corridors, and areas that were newly guided for medium density
development. Other areas, primarily east of US Highway 52 have not developed as rapidly as
expected, and the economic downturn of the late 2000’s delayed some of the previously anticipated
population and employment growth. The City’s updated system statement from the Met Council
projects a similar level of population and employment through the year 2040 as the former plan, but
stretches this growth out over another 10 years. The 2040 Plan therefore focuses on areas expected
to see the most pressure for change in the next 10-20 years while bringing the various elements of
the plan up-to-date. The most significant change to the land use plan is inclusion of the University
of Minnesota UMore Park property, which is now is guided for development within the timeframe
of the Plan.
New to the Comprehensive Plan is a separate chapter for Resiliency that
builds off of the City’s various sustainability and resiliency efforts over the
past several years. The goal of this section is to develop strategies to
respond, adapt, and thrive under changing conditions. To help highlight
the City’s commitment to building a more resilient community throughout
the plan, various goals, objectives, and strategies that reinforce the City
resiliency focus are highlighted with a shamrock in the margins of each
Chapter.
GUIDING PRINCIPLES
The City Council charged the Planning Commission, with critical assistance from other City
committees, commissions, and the public, to create the Comprehensive Plan. To guide creation of
the Comprehensive Plan, the City Council determined ten guiding principles.
Look for the
resiliency shamrock
throughout the Plan
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TEN GUIDING PRINCIPLES
1) Maintain a manageable and reasonable growth rate that does not adversely impact delivery of
services but allows the community to grow and become more diverse from now until 2040.
Provide multiple development opportunity areas to ensure that reasonable development
goals can be achieved and are not dependent upon any one landholder.
2) Preserve existing rural residential areas designated in the Comprehensive Plan and increase
housing opportunities in the community to attain a balance of life cycle housing options,
with special attention to changing community demographics and demands of increasing
senior and millennium populations.
3) Promote commercial renewal and rehabilitation in Downtown and along Highway 42 while
attracting new commercial development along County Highway 42 at key intersections:
Highway 3, Akron Avenue, and US Highway 52.
4) Encourage additional high quality, job creating, and tax base generating general industrial
and business park development in the northeast portion of the community, within UMore
and the Rosemount Business Park.
5) Preserve natural resources and open space within the community and ensure development
does not adversely impact ongoing agricultural uses until urban services are available.
6) Incorporate sustainability precepts into development decisions to move toward a more
resilient community.
7) Collaborate and provide connections between the City and surrounding cities, townships,
Dakota County and public and private schools in the area.
8) Work with the University of Minnesota to create a development that can successfully
integrate into the community while achieving goals of job creation, healthy living, energy
conservation, and public education.
9) Collaborate with partners and provide services and community amenities that benefit all
residents.
10) Collaborate with appropriate agencies to identify transit corridors and bring additional transit
opportunities into the community.
PUBLIC REVIEW SUMMARY
In order to help provide opportunities for broad public input and review of the plan, the City
engaged in a multi-year planning effort with a focus on three distinct areas within the community.
The review process for each of these areas is summarized as follows:
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North Central Planning Area: A neighborhood meeting and open house was conducted on
May 25, 2017. Information concerning the planning area was
reviewed at the fall 2017 community-wide open house.
Southeast Planning Area : Meetings with affected land owners were conducted in April
and May of 2016; a neighborhood meeting and open house
was conducted on June 2, 2016.
Downtown Task Force : A task force comprised of downtown land owners and
representatives from the Rosemount Port Authority and City
Council was formed in June of 2016. Monthly meetings were
conducted from June 2016 through the spring of 2017. An
open house to review updated downtown framework was
conducted on August 8, 2017.
In addition to the specific planning area meetings, the City sponsored two community-wide town-
hall style meetings. The first, conducted on September 22, 2016 provided an overview of the
comprehensive planning process and gave residents a chance to provide general feedback about the
issues impacting the community. It was at this meeting that the City further refined the above
guiding principles that provided the overall direction for the Plan. Towards completion of the small
area planning work, the City conducted another public open house to gather community feedback
on the draft Plan and to review the work of the downtown task force on August 8, 2017
Throughout the update process, the Planning Commission conducted a series of workshop meetings
to review and provide feedback on draft documents. Additionally, the Commission met with the
City Council in two joint work sessions with a focus on the land use planning chapter in May and
October of 2017. The required adjacent jurisdiction review was completed in March of 2019 after a
6-month comment period, during which the City received seven formal comment letters. A public
hearing for review of the final draft was conducted on May 14, 2019.
Rosemount 2040 Comprehensive Plan Chapter 2 – Community Context
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CHAPTER 2: COMMUNITY CONTEXT
ROSEMOUNT HISTORY
EARLY HISTORY
The first settler of European ancestry was William Strathen, who arrived in the Rich Valley area of
Rosemount in 1853 and claimed land within the northeast quarter of Section 13, which is located by
the present day Flint Hills Refinery. Other settlers followed. The first religious service was
conducted in 1854 by Reverend Kidder. Andrew Keegan, a surveyor, was the first postmaster in
1855. In 1857, the Rich Valley post office was established, with C.H. Carr serving as postmaster.
In 1858, the Board of County Commissioners officially designated Township 115 North, Range 19
West (the portion of the present City located west of US Highway 52) by the name Rosemount.
The portion of the present City east of US Highway 52 was annexed by an act of legislation in 1871.
The name Rosemount was chosen to honor a village in Ireland. A small school was also constructed
in 1858.
In the 1860’s, 52 men served in the Civil War. The Village of Rosemount was formally platted in
1866 by James A. Case and in 1867 the first grain elevator was constructed by the railroad.
The Village of Rosemount was incorporated in 1875 and the first town hall was constructed a year
later.
The 1880’s saw the Village of Rosemount became a viable business area. Many businesses opened
and two-story brick buildings were built. In 1881, Rosemount erected the first gas street lamps in
the Downtown area.
The first school district building was built in 1896 and
taught grades 1 through 8. In 1918, the first high
school was built and taught grades 1 through 12. In
1922, the school had 50 high school students and
began a football program. The high school building
still exists today and is a part of the Rosemount
Middle School complex on the northwest corner of
143rd Street West and South Robert Trail. Dakota
County Technical College opened in 1970, with the
first graduating class in 1971.
20TH CENTURY
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With World War II in full swing, the federal War Department in 1942 acquired 11,500 acres of
farmland within Rosemount and Empire Township for construction of the Gopher Ordnance
Works. The plant was built to produce white smokeless gunpowder.
At the end of the war, the government found ordnance work at the site unnecessary and sold some
of the property to farmers. The majority of the property was sold to the University of Minnesota
for research. The property is currently called UMore Park (University of MN Outreach, Research
and Education Park) and is still owned and managed by the University. In 2013, the University
completed planning work for the property that culminated in the preparation of an environmental
review of various development options for the site. To date there has been no new residential
development approved for the property; however, the City’s future land use map has been updated
to guide some of the northern portions of the site in a manner consistent with the environmental
review. Future land uses within UMore will be tracked separately for purposes of determining
consistency with the City’s 2040 System Statement.
Starting in 2012, the City approved several long-term interim uses on the land to allow mineral and
gravel extraction and ancillary uses over a large portion of the site. These uses will be staged so that
the northern portions of the property can be developed while extraction uses continue on the
southern portion of the site.
As a municipality at the edge of the Twin Cities metropolitan area, Rosemount has continued to see
strong interest in residential construction as development has spread out from the central cities of
Minneapolis and St. Paul. Rosemount’s close proximity to goods and services within the region, an
excellent school system, and plentiful job opportunities have driven demand for housing at a
relatively constant rate over the last several decades. This growth has occurred while large areas
within Rosemount have remained rural in character.
ROSEMOUNT BUSINESSES
Rosemount has a long and successful business history. The First State Bank of Rosemount was
granted a charter in 1909. Rosemount Engineering was established in 1955 as a result of
aeronautical research conducted at University research facilities. Rosemount Engineering ultimately
relocated and was renamed Rosemount Inc., and now operates worldwide. Brockway Glass, which
was located east of South Robert Trail between Connemara Trail and Bonaire Path, began operation
in 1961, but closed in 1984. The Harmony subdivision now exists at the former Brockway Glass
site.
Great Northern Oil Refinery began construction in 1954 and began operation in September 1955 at
an operating capacity of 25,000 barrels per day. The refinery was purchased by Koch Industries in
1969 and renamed Flint Hills Resources in 2002. Crude oil processing capacity of the refinery in
2018 was about 339,000 barrels per day. The facility primarily refines Canadian crude into
petroleum products such as gasoline, diesel, propane and butane.
DOWNTOWN
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The heart of Downtown Rosemount has historically been located around the intersection of 145th
Street West and South Robert Trail (State Highway 3). Use of this area as a downtown business
district extends as far back as 1864, when businesses dependent on the rail line were constructed in
the area that is now Downtown Rosemount. The railroad built a 40,000 bushel capacity grain
elevator in 1867 and the new business district developed around it. (The elevator is still being used
today.) The village was laid out in its present location by J.A. Case in 1866 and incorporated in 1875.
In 1876 the first town hall was built and by 1880 the population of Rosemount was 964.
Like other railroad communities, Rosemount’s Downtown grew rapidly in the late 1800’s and early
part of the 20th Century, but changing retail preferences led to a large portion of the City’s
commercial activity moving along major highway corridors and into neighboring communities
outside of Downtown. The City has retained some of its historic buildings, however, and undertook
planning efforts in the early 2000’s to help revitalize the Downtown area.
The City of Rosemount has placed a priority on Downtown redevelopment since 2004 when it
adopted the Development Framework for Downtown Rosemount. As a result of City’s
commitment to reinvestment in the Downtown, several projects have been completed, including the
opening of the Robert Trail Library and the opening of the award-winning Waterford Commons, a
mixed use building with 13,000 square feet of commercial space and 108 rental units. Additional
redevelopment has occurred on the City owned former St. Joseph Church site and the former Genz-
Ryan property. The first phase of redevelopment on the Genz-Ryan property included a 60-unit
CDA senior housing project and construction of a restaurant. Redevelopment of the St. Joseph site
included a new community gathering space and a 92-unit private senior living project named The
Rosemount. The community has also benefited from the private investment in the community
resulting in expansion and/or refurbishment of buildings within the Downtown. Both the
Rosemount State Bank and Fluegel’s, two of the more historic local businesses, have both updated
their buildings; Fluegel’s increased square footage for more retail opportunities and Rosemount State
Bank modified their drive-thru and interior space.
MUNICIPAL GOVERNANCE
The Township and Village of Rosemount merged in 1971 and City Hall was moved to the 1300
block of 145th Street East, directly north of Dakota County Technical College. In 1972, the first
Comprehensive Plan and Zoning Ordinance were adopted. In 1975, Rosemount became a statutory
city with a mayor-council form of government. In 1987, the current City Hall at 2875 145th Street
West was constructed and in 1992, the Rosemount Community Center/National Guard Armory was
built.
Throughout its history, Rosemount has undergone dramatic changes including significant
population increases, major industrial and government projects, implementation of new
transportation technologies, and a shift from an agricultural economy to a service-oriented economy.
This section of the Comprehensive Plan will examine the trends that will help shape the City in the
future.
ROSEMOUNT POPULATION AND RESIDENT DEMOGRAPHICS
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POPULATION AND HOUSEHOLDS PROJECTIONS
The City of Rosemount has experienced continual growth throughout its history as urban
development has expanded outward from the Downtown area and western edge of the City. The
City nearly doubled its population from 1990 to 2000. Between 2000 and 2010 the City again added
a similar amount of households numbering 7,587.
The expected population for 2040 is 38,000, or roughly 15,000 more persons than the City’s
estimated number of 23,044 as of 2016. Similarly, households are projected to almost double
between 2010 and 2040.
TABLE 2.1: POPULATION
a Combined Rosemount Village and Rosemount Township populations
b City of Rosemount forecast
Rosemount has experienced several periods of rapid growth throughout its history, most notably in
the 1980’s and again in the late 1990’s. More recently, the City, like most within the Twin Cities
metropolitan area, saw a decrease in housing and construction activity during the economic
downturn of the late 2000’s. As a result of these changes, growth that was expected to occur
between 2020 and 2030 under the City’s previous plan has been pushed back to 2040 and slightly
lowered. These updated projections are the basis for the City’s updated MUSA boundary and other
work throughout this plan. These numbers are also consistent with the Metropolitan Council
regional model.
POPULATION AND HOUSEHOLD CHARACTERISTICS
The current population of Rosemount is predominately young families. Table 2.2 shows that
slightly less than one third of the population is between 25 and 44, with an additional one quarter of
the population being school aged children. The population in retirement age is a small proportion
of the City at approximately 7.7%. However, its percentage of the overall population has been
increasing over the past three decades and is expected to continue increasing as the existing
population ages. This trend is shown by the retirement age share of the population increasing by
2.3% during the 2000’s.
Year Population Households Growth Rate
1900 807 a N/A -
1950 1,375 a N/A -
1960 2,012 a N/A 31.7%
1970 4,034 a 1,025 50.1%
1980 5,083 1,456 20.6%
1990 8,622 2,779 41.0%
2000 14,619 4,742 41.0%
2010 21,874 7,587 33.2%
2020 25,900 b 9,300 15.5%
2030 31,700 b 11,600 18.3%
2040 38,000 b 14,000 16.6%
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TABLE 2.2: AGE GROUPS
Age Group 1990 2000 2010
Under 5 Years Old 939 10.9% 1,380 9.4% 1,711 7.8%
School Age (5-17) 2,026 23.5% 3,751 25.6% 5,010 22.9%
College Age (18-24) 808 9.4% 914 6.3% 1,460 6.7%
Young Workers (25-44) 3,266 37.9% 5,332 36.5% 6,492 29.7%
Mature Workers (45-
64)
1,230 14.3% 2,458 16.8% 5,514 25.2%
Retired and Semi-
retired (65 and Older)
353 4.1% 784 5.4% 1,687 7.7%
Total Population 8,622 100% 14,619 100% 21,874 100%
Source: U.S. Census Bureau
One age group that is
consistently lower than
others is the number of
college-age adults within the
community. One causal
factor is the lack of a four-
year colleges in the area.
High school students who
graduate from Rosemount
often leave the area to attend
college. This is a concern to
the community if these
young adults do not return
to Rosemount after
graduation. This trend is
commonly referred to as a
“brain drain” because the
bright students taught at
Rosemount High School end
up living in other communities without returning the benefit of their quality education to the
community. These population trends are common of a growing suburban community.
TABLE 2.3: PERSONS PER HOUSEHOLD
1990 2000 2010
Population in Households 8,613 14,609 21,852
Total Households 2,779 4,742 7,587
Average Persons per Household 3.10 3.08 2.88
Source: U.S. Census Bureau
CHART 2.1: POPULATION BY AGE AND GENDER
Source: ACS 2010-2014
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Rosemount is a community
of young families, as
shown in Table 2.3 by its
high average persons per
household. In 2010,
Rosemount’s households
averaged 2.88 persons per
household, higher than the
overall Dakota County
average of 2.60 and
Minnesota average of 2.48.
As Rosemount’s
population ages, the
average person per
household figure is
expected to decline, but
the number is expected to
remain higher than average
as long as Rosemount
remains a growing
community.
Table 2.4 and Chart 2.2 indicate that a large number of Rosemount’s households have children, with
over 46% of households having children residing in the home. This number is lower than the
amount in 2000 when 52% of households had children residing in the home. This figure is expected
to continue to decline over time as the population ages and children grow up and move out to start
their own families. Still households with children will likely remain a significant portion of the
population.
TABLE 2.4: HOUSEHOLD TYPE
Household Type Total Number of
Households
Households with
Children
Households without
Children
2000 2010 2000 2010 2000 2010
Families – Married 3,326 4,934 2,045 2,715 1,281 2,219
Families – Female Only 430 679 329 465 101 214
Families – Male Only 176 305 113 210 63 95
Total Families 3,932 5,918 2,487 3,390 1,445 2,528
Non-Family Households 810 1,669 76 138 734 1,531
Total Households 4,742 7,587 2,563 3,528 2,179 4,059
Source: U.S. Census Bureau
RACE AND OTHER CHARACTERISTICS
The racial diversity of Rosemount’s residents has been increasing at a steady rate since the 1980’s.
More recently, as highlighted in Chart 2.3, the percentage of the population that is white-only
decreased from around 92% in 2000 to roughly 83% in 2014. The City’s African American,
Hispanic or Latino, and Asian populations each comprise around 5% of the overall population, and
are expected to continue increasing at a faster rate than other racial groups.
CHART 2.2: HOUSEHOLD TYPE IN ROSEMOUNT
Source: ACS 2012-2016
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EDUCATION AND EMPLOYMENT
EDUCATION LEVEL
Rosemount has a highly educated population with more than 19 of 20 adults having high school
diplomas in 2016. This represents an increase from 1990 when 94% of adults had high school
diplomas. The number of college graduates has also increased significantly, with over 3 of 10 adults
having at least a bachelor’s degree in 2016, while less than one fourth of adults had degrees in 2000.
TABLE 2.5: HIGHEST LEVEL OF EDUCATION1
2000 2016
No High School Diploma 508 5.9% 526 3.6%
High School Diploma 5,573 64.8% 7,726 52.4%
Bachelor’s Degree 2,000 23.3% 4,595 31.1%
Graduate or Professional Degree 518 6.0% 1,909 12.9%
1 Persons 25 years or older
Source: 2016 American Community Survey
INCOME
Rosemount residents also enjoy relatively higher average incomes. The median household income in
2016 was $92,393 compared to the median Minneapolis-St. Paul 13-County MSA household income
of $70,915. The median Dakota County household income of $77,321 was also slightly lower than
Rosemount’s. The proportion of Rosemount residents with incomes below the poverty line
dropped from 5.0% in 1990 to 3.3% in 2000, but then jumped back to 5.0% by 2016.
Population by Race and Ethnicity 2000 Population by Race and Ethnicity 2016
Source: US Census 2000 and ACS 2012-2016
CHART 2.3
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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 in other places. According to the most recent American
Community Survey, done in 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
north into the major regional
employment centers including
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
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Overall, the amount of time that people spend in their cars traveling to work continues to increase
for Rosemount workers. In 1990, nearly 75% of residents spent more than 15 minutes in travel time
to work, with almost 30% of residents traveling more than 30 minutes. By 2014, overall travel times
increased, with over 82% of residents spending more than 15 minutes in travel time to work, and
over 35% of residents traveling more than 30 minutes. Due to increased congestion on roadways
over the last two decades, this may not mean that Rosemount residents are working farther from
home than in the past, but may need longer to get to the same destination due to congestion. This
trend may continue in the future as congestion is expected to increase.
The number of Rosemount residents working from home in 2000 decreased both in number and
percentage from 1990, but went back up again by 2014. While farmers typically make up a large
portion of this category, it is anticipated that the number and percentage of the population who
work from home will increase in the future due to advances in technology that may allow people to
telecommute to work.
TABLE 2.8: TRAVEL TIME TO WORK1
1990 2000 2014
Work from Home 239 5.2% 176 2.3% 522 4.4%
Less than 15 Minutes 1,171 25.5% 1,785 23.4% 2,043 17.9%
15 to 29 Minutes 1,838 40.0% 2,949 38.6% 4,603 40.3%
30 to 44 Minutes 967 21.0% 1,861 24.4% 2,938 25.7%
45 Minutes or More 380 8.3% 863 11.3% 1,844 16.1%
1 Persons 16 years or older
Source: U.S. Census Bureau
Rosemount is home to a diverse range of businesses and employers, focused on several different
industry sectors including construction, manufacturing, transportation, warehousing, and education
services. Many of these larger employment categories reflect the City’s history as a railroad town at
the edge of a larger metropolitan area along major transportation corridors. The breakdown of local
businesses is also reflective of the significant role the Flint Hills Resources refinery and University of
Minnesota land (a portion of which was used to build the Dakota County Technical College) have
played in the community. In the future, the City’s economic development plan strives to provide a
diverse business climate by increasing employment in the services, health care, retail trade, and other
industries currently underrepresented in the community.
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CHART 2.4: JOBS IN ROSEMOUNT BY NAICS INDUSTRY SECTOR
Source: 2016 American Community Survey
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
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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. The 2009 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 the 2009 Plan was
adopted, the City has seen significant residential growth in the areas around the Akron Avenue and
County Road 42 intersection and northeast of downtown Rosemount. Prior to development of
these areas, the City conducted community planning efforts focused on specific growth areas (the
42-52 Plan and Akron Avenue Area AUAR in particular) that served as a basis for a significant
portion of the land use changes adopted as part of the 2030 Comprehensive Plan Update.
New commercial development in the ten 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 adjacent to 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 take up the largest amount of the City’s developed land, 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 updated land use plan continues to recognize these areas as important for
promoting regional economic activity, 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
within certain areas in Rosemount. The City has seen a fairly consistent level of development over
the past decade; however, this development has taken the form of predominately single family
housing. City-wide, the available supply of developable land has steadily diminished over this time
frame. Two new growth areas are expected to accommodate new development in the next two
decades; the University of Minnesota’s UMore Park property and the largely undeveloped southeast
portion of the City. While most of the City’s growth between 2020 and 2040 is expected to occur
east of US Highway 52, the timing of such growth could be impacted if the University of Minnesota
proceeds with development of its Rosemount land.
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Starting in early 2016, the City began making preparations for updating the 2030 Comprehensive
Plan, and started the process with a community meeting in February of 2016. In addition to
updating the background socioeconomic and demographic information for the land use plan, the
City elected to focus on three specific planning areas. The areas chosen for further review represent
those sections of the City that are either expected to see the most pressure for land use change
within the time frame of the Comprehensive Plan or where there is an interest in promoting high
quality development or redevelopment. The three planning areas included the North Central Rural
Area, Southeast Planning Area, and Downtown Rosemount. Each of these areas will present
different planning challenges in the future and warrant special consideration. To help provide
opportunities for more intensive public feedback related to each of the smaller planning areas, the
City established a task force comprised of Planning Commissioners and affected stakeholders that
met on a regular basis to discuss future land use issues for each area. A brief summary of these area
planning efforts is as follows:
• North Central Rural Area . The potential for expansion of the City’s transitional residential
land use category east of Robert Trail South and north of 130th Street was the focus of
discussions within this planning area. In addition, the City also reviewed the potential to
extend urban services into the study area, noting that most of the area would likely be served
outside the timeframe of this Plan. The City Council ultimately decided to keep the rural
residential land use designation with the understanding that this may be a future discussion
topic as urban development starts to move toward this neighborhood from the southeast.
Care should be taken to consider this area when sizing infrastructure in contiguous
developing land. The City of Rosemount recognizes the unique rural and natural qualities of
this land located between the urbanized portions of Rosemount and urban development in
adjacent communities located further north. Areas that were previously guided transitional
residential will keep this designation, with a slight expansion of this designation to the north,
along the west side of Bacardi Avenue.
• Southeast Planning Area . A significant portion of the City’s future growth between now
and 2040 is planned for the area east of US Highway 52 and south of County Road 42.
There are roughly 4,000 acres of predominately undeveloped/agricultural land in this part of
the City, and the future land use plan allocates a large portion of this agricultural land for
future growth. The updated land use plan pushes residential development north to County
Road 42, with a mixture of regional commercial, business park, and light industrial uses
north of the county highway. The timing for extension of public services across US
Highway 52 will play a key role in determining when development will occur. Maintaining
land in urban reserve while allowing some reasonable interim uses prior to the extension of
services will be a key issue for this planning neighborhood. The City should evaluate the
interim uses permitted for the area so their implementation does not significantly delay
reasonable, orderly development.
• Downtown Rosemount. In advance of the Comprehensive Plan update, the City formed a
task force comprised of Planning Commissioners, City Council Members, Port Authority
Members, and Downtown stakeholders to update the 2004 Downtown Framework Plan.
The updated plan helps establish the City’s preferences for future growth and redevelopment
in the Downtown, while providing a common vision for those interested in investing in the
Downtown. The study built on the City’s successful prior redevelopment efforts, including
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the South Robert Trail Library, Steeple Center, Waterford mixed use project, and senior
housing projects that have helped revitalize Downtown. The plan ultimately supports the
continued use of a downtown mixed used zoning classification that will encourage a variety
of commercial, residential, and pubic uses in the Downtown.
Perhaps the most significant departure from the City’s previous land use plans is inclusion of land in
UMore Park (University of Minnesota) within the Metropolitan Urban Service Area (MUSA)
boundary and removal of the Agricultural Research designation for much of the university property
outside of the interim use large scale mining area. The updated land use plan recognizes that
portions of the University property will likely be developed within the time frame of the Plan;
however, the City will be tracking growth and development within UMore separately from other
portions of the City. The overall plan for land uses within the UMore Park property is the result of
many years of planning discussions between the City of Rosemount and the University of
Minnesota, which culminated in the preparation of an Alternative Urban Areawide Review (AUAR)
for the entire property (land within Empire Township land is also included in the review). The
AUAR for UMore was completed in 2013 and updated in 2018, and anticipates a wide mix of uses
and activities throughout the site. The City’s future land use map provides a more generalized
allocation of lands uses than the AUAR, with a predominately business park land use pattern east of
the Dakota County Technical College (DCTC) and residential land uses west of the college. Large
Scale Mineral Extraction was approved as a 40-year interim use on large portions of the property.
All mining and reclamation in the northern dry mining area must be completed by the end of 2028.
Purpose of Land Use Plan
The Land Use Chapter serves as the guiding document concerning the use and development of land
within the City of Rosemount. This chapter has been drafted to comply with the City’s obligations
under the Minnesota Land Use Planning Act and plans for growth and development of the City out
to 2040 (with specific system plans using projections that extend beyond this date). The overarching
purpose of the plan is to:
• Plan for provision of efficient and cost-effective public services for Rosemount residents
and businesses.
• Accommodate anticipated future growth according to the 2040 Met Council Regional
Framework.
• Provide an overall guide for the other plan elements associated with the 2040 Rosemount
Comprehensive Plan.
Land Use Goals and Policies
Early in the process of updating its land use plan, the City of Rosemount established a series of goals
and policies to help guide this work and to clearly state the primary objectives for the plan. These
goals and policies are listed as follows in no particular order of importance:
1) Manage the rate of development that occurs within the City.
a. Discourage the development of property that would require the extension of urban
services through undeveloped properties.
b. Deny the subdivision or rezoning of land that lacks adequate infrastructure,
including as collector streets, public utilities, parks, or public safety services.
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2) Ensure that interim uses allow for productive use of land before development occurs
without preventing or inhibiting the orderly development of land.
a. Existing mineral extraction operations shall be required to have an approved
reclamation plan that allows development to occur per the Land Use,
Transportation, Utilities, and Parks and Open Space Elements.
b. Asphalt plants, concrete recycling, and similar potentially incompatible interim uses
shall be adequately screened, buffered, and/or located as far from residential
property as possible and may be required to relocate prior to the development of
nearby residential property consistent with the Land Use Plan.
c. Discourage interim uses from locating within the 2030 MUSA.
3) Create specific neighborhood plans to guide the development expected in unique areas of
the City.
a. Implement the Development Framework for Downtown Rosemount updated in
2017 and the South Urban Gateway Analysis for Reinvestment Study (SUGAR)
b. Work with the University of Minnesota and its consultants and/or development
partners to create a plan for the potential mixed-use redevelopment of the UMore
Park property, generally consistent with the development scenarios included in the
2013 AUAR.
c. Create a specific area plan for development of the land surrounding the intersection
of US Highway 52 and County Road 42.
d. Consider drafting additional specific area plans as opportunities with large land
owners become available or if residential development is imminent east of US
Highway 52.
e. Encourage the preparation of environmental review documents to evaluate large
land areas for environment and infrastructural impacts and identify potential ways to
mitigate these impacts before development occurs.
4) Provide appropriate land uses to create a diversified economy.
a. Encourage the development of office buildings within the Business Park and
Community Commercial designations to provide a high intensity of employees and
tax base per acre.
b. The four Heavy Industrial businesses within the City shall submit Planned Unit
Developments to the City that illustrate any future development plans for their
businesses.
c. The Heavy Industrial business shall only be expanded within the currently zoned
and guided Heavy Industrial property, in conformance with an adopted Planned
Unit Development.
5) Expand opportunities for shopping and jobs for Rosemount residents.
a. Guide land for commercial development at key nodes along County Road 42,
including intersections at Business Parkway, Biscayne Avenue, 145th Street, Akron
Avenue, and Emery Avenue.
b. Promote regional commercial uses at the intersection of US Highway 52 and County
Road 42 to take advantage of the significant traffic volumes and high visibility at this
intersection.
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6) Maintain Downtown as the commercial and social center of the community.
a. Promote opportunities for redevelopment of existing downtown sites for
commercial, office, retail, and mixed use projects consistent with the 2017
Development Framework for Downtown
b. Provide improvements to encourage pedestrian access and connections to adjacent
neighborhoods and develop connections between Central Park and the rest of
Downtown.
c. Require new development and redevelopment to adhere to design standards to help
maintain a sense of community while proving flexibility to encourage business
variety.
d. Consider improvements that enhance the sense of place and recognize the unique
qualities of the City’s historic commercial center.
7) Provide appropriate transitions between land uses.
a. General Industrial land uses should not be located next to residential development.
Topography, landscaping, less intense land uses, or other forms of buffering shall be
used to transition between General Industrial land and residential, recreational, or
institutional land uses.
b. The area north of Bonaire Path West, west of Bacardi Avenue, and south of 130th
Street West will be allowed to develop as urban low density residential with the
expectation that the densities in this area will transition from higher in the southeast
to lower in the northwest.
c. The City will consider expansion of the MUSA into the transitional residential area if
residents request the expansion or if there are septic system failures that create health
and environmental concerns.
d. Landscaping, topography, additional setbacks, or other forms of buffering shall be
used between incompatible land uses and along major collector or arterial street
frontages.
8) Encourage connections between different portions of the community and promote a unified
vision for Rosemount.
a. Create a trail connection across US Highway 52 that ties into the regional and local
trail systems east and west of the highway.
b. Incorporate design elements into streets, boulevards, and other public spaces that
provide a unified theme throughout the community.
9) Identify areas for preservation of rural land uses outside of urban growth areas and provide a
reasonable transition from rural to urban uses within the City’s growth areas.
a. Existing rural residential areas in the northwest portion of the City will retain this
classification, and the City will not plan to extend public water and sewer services
into this area. An existing area of transitional residential between Dodd Boulevard
and Robert Trail South and in the vicinity of 128th Street West will remain due to the
small size of the lots in this area.
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b. Land that has been acquired by Flint Hills Resources as a buffer area north of
Bonaire Path and east of Akron Avenue will be guided for agricultural use, with
larger areas within the buffer used for farming or left as open space. There is no
expectation to reguide to industrial or permit expansion of the refinery use.
10) Encourage the redevelopment of blighted, nuisance, contaminated, or underdeveloped
property.
a. Work with Dakota County Environmental Management, the Minnesota Pollution
Control Agency, Metropolitan Council, Department of Employment and Economic
Development, or other applicable agencies to leverage funds, resources, and
expertise to redevelop property with environmental concerns.
b. Work with the University of Minnesota, the Department of the Army, Dakota
County Environmental Management, and other applicable agencies to ensure that
UMore Park and the former Gopher Ordnance Works have environmental issues
addressed with any potential UMore Park development.
c. Use the resources available to the City through its City Council and Port Authority to
redevelop blighted, nuisance, contaminated, or underdeveloped property.
d. Encourage the creation of Development Response Action Plans (DRAP) per the
Minnesota Pollution Control Agency guidelines for former dumps and other
properties with environmental concerns.
11) Encourage and promote sustainable development, green building, and resource
conservation.
a. Consider requiring green building standards or energy conservation practices for
developments that receive public funding and/or assistance.
b. Provide education and resources to residents and businesses about available energy
conservation and resource management measures.
c. Encourage the use of Leadership in Energy and Environmental Design (LEED),
Minnesota GreenStar, Minnesota Sustainable Building Guidelines, EnergyStar, or
other sustainable building practices during development.
LAND USE FORECASTS
METROPOLITAN COUNCIL COMMUNITY DESIGNATION
Rosemount Designation
The Metropolitan Council updates its 30-year forecast for the Twin Cities metropolitan area at least
once every decade, and the most recent forecast is part of the Council’s regional development
planning process known as Thrive MSP 2040. With this forecasting work, each community is given
a general community designation. Community designations group jurisdictions with similar
characteristics for the application of regional policies. The Council uses community designations to
guide regional growth and development; establish land use expectations including overall
development densities and patterns; outline the respective roles of the Council and individual
communities, and develop strategies for planning for forecasted growth.
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All of Rosemount is designated as “Emerging Suburban Edge” under the regional development
framework. Emerging Suburban Edge communities include cities, townships and portions of both
that are in the early stages of transitioning into urbanized development. Emerging Suburban Edge
communities are expected to plan for forecasted population and household growth at average
densities of at least 3-5 units per acre for new development and redevelopment. In addition,
Emerging Suburban Edge communities are expected to target opportunities for more intensive
development near regional transit investments at higher densities and in a manner articulated in the
Metropolitan Council’s 2040 Transportation Policy Plan. This designation represents a change from
the 2030 framework when Rosemount was split between “developing area” and “agricultural area”.
Some of the major planning and policy considerations associated with this designation that are
carried forward throughout the land use plan include the following:
• Plan and stage development for forecasted growth through 2040 and beyond at overall
average net densities of at least 3-5 dwelling units per acre. The future land use table and
other supporting information documents that the City is projected to achieve a net density
of 3.71 units per acre for projected growth between 2020 and 2030 and 3.14 units per acre in
the subsequent decade for land that has been guided for sewered residential development
since the 2020 land use plan (outside of the UMore area). As noted later, the overall density
projected is 3.44 units per acre. Including potential residential development within UMore,
these numbers decrease slightly to 3.44 and 3.06 respectfully, but are still above the 3 units
per acre threshold. With the UMore property included, the total density estimate is 3.27
units per acre. Map 3.7 describes the areas used to determine these densities. Table 3.6
includes calculations for all residential property guided for development since the 2020 land
use plan.
• Target higher-intensity developments in areas with better access to regional sewer and
transportation infrastructure, connections to local commercial activity centers, transit
facilities, and recreational amenities. The land use plan update provides opportunities for
commercial, medium, and high density residential development at various nodes along the
County Road 42 and County Road 46 corridors that align with the intersection of collector
roads.
• Identify and protect an adequate supply of land to accommodate growth for future
development up to and beyond 2040. The City’s MUSA boundary has been staged to
accommodate all growth projected in each 10 year planning period based on the low end of
the density range in the Plan. Development areas beyond 2040 have been included in the
City’s plans to account for the ultimate building out of all land included within the
Metropolitan Council’s urban reserve area.
• Plan for infrastructure needed to support growth. The City’s system plans have been
developed using the land use plan for guidance to establish the timing and location of future
growth. The system plans reference the City’s post-2040 land use plan noted above.
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General Implications of Metropolitan Council Designation
The City has planned for new residential development to meet or exceed a minimum of three units
per acre. This density is achieved through a mix of residential land use classifications that are
intended to provide a high degree of flexibility for the City and developers. While future residential
development in Rosemount is expected to maintain the historical pattern of predominately single
family homes on individual lots, the City has incorporated several areas of medium and high density
residential land uses in strategic locations with the expectation that on average the City’s overall
residential growth will exceed three units per acre. Furthermore, while the primary future
development may continue to be single family dwelling units, the City anticipates differing lot sizes
and development patterns that will provide variety, affordability and density.
Under the previous land use plan, the City provided a detailed analysis of the amount of vacant land
that was guided for urban development as part of the 2020 Plan but had yet to be developed. This
land was then removed from the City’s overall density calculations because the Metropolitan Council
had not established minimum density requirements up to that point in time. The City further
demonstrated that all residential development subsequent to the 2020 plan would conform to the
expected range of 3-5 units per acre. In order to simplify this analysis for the 2040 Plan, the City is
estimating that the revised future land use plan (Figure 3.4) guides 1,286 acres for sewered residential
development that was not previously planned for urban residential development in the 2020 plan.
Across the entire 1,286 acres, the City is projecting an average net density of 3.47 units per acre
(outside of UMore).
The City also amended its 2030 land use plan in 2015 to update the density ranges for the medium,
and high density residential land uses in order to better align with the classifications used by the
Metropolitan Council. These changes are carried forward into the current plan. Specifically, the
City increased the medium density residential category from 5-10 units per acre to 6-12 units per
acre. The high density category was revised from 10-24 units per acre to 12-30 units per acre. The
low density residential category was not amended at that time; however, the 2040 land use plan
adjusts the high end of the density range for this category from 5 to 6 units per acre. The City has
further adjusted the low end of the LDR classification from 1 to 1.5 units per acre to better match
the current market conditions and historical densities seen in Rosemount while still providing
flexibility for different types of single family neighborhoods in the community.
The overall housing projections will be further evaluated in the housing chapter in order to
demonstrate compliance with the City’s affordable housing requirements. Historically, the City has
provided both an overall net density for all residential development, and a density that is projected
out in five year increments based on estimates developed by the Planning Department. The updated
plan will provide projections in ten-year increments using a similar methodology to that used in the
previous plan. These projections illustrate that the City will meet or exceed the household and
population projections in its 2015 System Statement.
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Regional Issues
The type of development, and mix of development types, expected to occur in Rosemount between
now and 2040 is consistent for a community at the edge of the Twin Cities Metropolitan area. On a
regional level, a large number of Rosemount residents are connected to shopping and job
opportunities west and north of the City. As Rosemount continues to grow, the City would like to
see more of these commercial services and job centers located within the City. Connectivity to the
greater Minneapolis/St. Paul area is important for Rosemount, and will be a significant issue as the
City expands further to the east and south.
The transition from rural to urban is also an important planning consideration for Rosemount,
especially as new growth occurs east of US Highway 52 in areas that are far removed from existing
developed neighborhoods and services. Locally, maintaining the small town feel people enjoy will
be harder as the community continues to expand eastward. The City will continue to pursue
opportunities to address neighborhood connectivity and community cohesion when considering
future development and community planning.
2040 FORECAST
General Observations
According to the 2010 Census, the City of Rosemount had a population of 21,874 people within
7,587 households. This represents an increase of 7,255 people and 2,845 households from the 2000
census. Using data from the City of Rosemount Building Division, the City created an additional
1,257 housing units between 2010 and 2019, resulting in a January 1, 2019 household count of 8,844
and an estimated population of 24,866. This represents estimated growth of 2,992 people over the
nine-year time span
While these numbers represent a fairly steady rate of growth, it is slower than previous decades.
Population growth was impacted by the recession of the late 2000’s and also by gradual reductions
in the average household size. Due to these and other factors, Rosemount remains 500 units short
of the Met Council’s 2020 projections for households, although development in the intervening
years should help close this gap.
The City’s updated population, household, and employment forecasts are found in Table 3.1.
Households and population are expected to increase on a linear basis after 2020; employment
growth is expected to occur as new development areas are made available and will therefore coincide
with the projected residential growth.
TABLE 3.1: METROPOLITAN COUNCIL FORECASTS
2010 2019 2020 2030 2040
Population 21,874 24,866 25,900 31,700 38,000
Households 7,587 8,844 9,300 11,600 14,000
Employment 6,721 7,176* 9,900 11,500 13,100
Sources: Met Council, Rosemount Planning, *Quarterly Census of Employment and Wages (2018 Q4)
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UMore Projections
Although the City is guiding large portions of land within the UMore Park area for urban
development and including these areas within the 2040 MUSA boundary, all such areas are being
tracked separately for purposes of documenting the City’s future population, household, and
employment forecasts. The above forecast table therefore does not include any projections for
growth and development within the UMore area. If development occurs within UMore over the
next decade, it is expected to reduce demand for development east of US Highway 52 which would
likely delay growth and land absorption in that part of the City.
There are 745 acres of land east of US Highway 52 guided for residential purposes within the 2040
MUSA, compared to 901 acres within UMore guided for similar uses within the 2040 MUSA. Full
build out within either of these areas individually will not require any modification to the City’s
regional growth forecast; however, if the City experiences demand for service extensions and
development east of US Highway 52 in conjunction with development within UMore, the City will
revisit its growth forecasts and request modifications to the regional forecast at that time.
Taking into account all of the UMore land included within the 2040 MUSA, the City is estimating
that there is the capacity to accommodate 2,700 additional households and an additional 2,500 jobs
above the 2040 regional forecast consistent with the areas identified for residential and non-
residential development on the Future Land Use Map.
The proposed MUSA boundaries and future development areas indicate that the City has sufficient
land guided to accommodate its share of the regional growth as dictated by the Metropolitan
Council’s regional forecasts.
Other Observations – Implications of Regional Forecast
In comparing the City’s 2040 projections to the previous Land Use Plan, the overall population and
household numbers have been moderately decreased from the 2030 Plan. The reduction accounts
for the economic downturn at the start of the previous decade that significantly reduced demand for
new housing units throughout the metropolitan region. The updated forecast essentially delays the
projected growth under the previous plan out an additional ten years (for instance, the 2020 MUSA
boundary becomes the 2030 MUSA). The City will need to accommodate an additional 5,385
households between now and 2040 as part of its Land Use Plan. This amount is in line with
projections from the 2030 Plan, but now pushes this growth out to 2040.
In order to determine the amount of land needed for new growth and development, the City will be
focusing on land within the 2030 MUSA boundary that is either vacant or undeveloped at present in
addition to areas within the 2040 MUSA boundary (which are predominately agricultural lands). The
City does not need to add a large amount of new residential land to accommodate the household
projections through 2040 because the forecasts are somewhat lower than under the previous Plan.
Projected growth between 2019 and 2040 is consistent with the City’s historical growth trends dating
back to the 1980’s (with a moderate leveling-off in the 2010’s) as illustrated in the following chart.
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CHART 3.1: HISTORIC AND PROJECTED POPULATION AND HOUSEHOLD GROWTH
Under the previous plan, the City presented an analysis that examined projections using the low end
of each type of residential land use in addition to numbers that were derived from actual platting and
development data for the City. This approach was helpful for determining the actual household
projections for the City based on past development trends. The present plan adapts this
methodology by only using the low end of the density range to project future housing growth while
removing land that was guided for residential development prior to 2020 from these calculations. In
order to ensure Rosemount complies with the minimum density requirement there is additional land
designated to accommodate medium and high density development. With this revision, the City
projects overall residential densities will exceed 3 units per area between 2020 and 2040.
As a community at the edge of the metropolitan area’s urban growth boundary, Rosemount’s
municipal boundary includes a large area that is part of the urban reserve – areas that are planned for
future urban services and development but outside of the time frame of the 2040 Plan. To help plan
for this long-range growth, the City has developed an ultimate build out map that will be used for
long-range planning purposes. This map includes all future development areas beyond the 2040
scope of the official future land use map, and is included as an exhibit in the Water Resources
chapters of the Plan. The City will require minimum lot densities of 1 house per 40 acres within the
urban reserve area to retain this land for the City’s future growth needs beyond 2040.
Socioeconomics/General Demographic Issues
The Community Context Chapter of this Plan identifies several significant trends that will influence
the City’s land use plan, highlighted by the following general themes:
• As the City’s population continues to age, demand for alternatives to detached single-family
housing units that allow for “aging in place” is expected to increase. Differing housing styles
and densities will allow residents to stay within Rosemount rather than looking elsewhere for
their housing needs.
• While the population continues to get older, the City has seen a loss of younger residents in
the 18-30 age bracket. Housing affordability is a key component of retaining and attracting
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this age group within the community, which at present is hampered by a relatively small
supply of housing that is affordable at lower income levels.
• The majority of workers commute out of the City to find employment; the City would like to
retain more of these workers within the City by increasing the supply of locally available
jobs.
• As land development opportunities continue to diminish in surrounding communities, the
demand for vacant land in Rosemount is expected to increase. The pace of growth within
the City is expected to increase as new development moves further out from the central part
of the region.
The plan update reflects the need for additional medium density and high density residential
development opportunities to provide for alternative housing arrangements for a changing
population and to provide more opportunities for housing that is affordable for residents. The
higher densities will also be necessary to maintain the City’s overall residential densities within the 3-
5 units per acre range, to accommodate the expected demand for different housing types, and to
meet the City’s obligations to plan for affordable housing.
Finding areas for high density residential development has proven challenging for the City if
property is not already guided for such use in existing developed areas. To ensure there are
opportunities for lifecycle and affordable housing, additional areas of high and medium density
residential land will be set aside in specific areas in the Land Use Plan.
EXISTING LAND USE
EXISTING LAND USES
Existing land uses within Rosemount can generally be categorized across three major geographic
areas: the western urbanized area, eastern industrial area, and southern agricultural area. The urban
area includes a range of different residential densities, retail commercial and businesses, and the
public and institutional uses that form the fabric of the community. The industrial east side is
concentrated north of County Road 42 and on both sides of US Highway 52. The agricultural area
is predominately located south of County Road 42 and east of Biscayne Avenue with a smaller
extension of agricultural land north of County Road 42 between Akron Avenue and Rich Valley
Boulevard (all of the land owned by the University of Minnesota within UMore Park falls under this
category).
The City’s existing land uses as of 2016 are summarized on the generalized land table below (Table
3.2) along with a comparison to the amount of land devoted to each land use category in 2005. The
table includes data from the Metropolitan Council and Metro GIS used to track land uses
throughout the metro area. This information is aggregated across the entire City, and individual
categories are summarized on a more generalized level than the City’s land use plan. Unused areas
within large residential lots and underutilized commercial and industrial lots are considered
undeveloped land. The City does not classify land that cannot be developed under current zoning
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requirements to be undeveloped, hence the difference in reporting between this and the future land
use section.
TABLE 3.2: EXISTING LAND USE – METROPOLITAN COUNCIL AND METRO GIS
2016 2005
Land Use Acres Percent Acres Percent
Change
Single Family Detached 2,936 13.0% 2,555 14.9%
Multifamily/SF Attached 415 1.8% 320 29.7%
Farmstead 94 0.4% 160 -41.3%
Office, Retail, Commercial 157 0.7% 140 12.1%
Mixed Use 44 0.2% 35 25.7%
Industrial and Utility 1,802 8.0% 1,700 6.0%
Extractive 393 1.7% 180 188.3%
Institutional 417 1.9% 375 11.2%
Park, Recreational or Preserve 1,088 4.8% 910 19.6%
Major Highway 323 1.4% 335 -3.6%
Railway 50 0.2% 50 0%
Open Water 1,158 5.1% 1,155 0.3%
Agriculture 8,312 36.9% 9,270 -10.3%
Undeveloped Land 5,342 23.7% 5,365 -0.4%
Total 22,531 100.0% 22,550 -
Land Available for Development
Part of the City’s analysis of existing land uses includes a review of land that is available for
development. The purpose of this work is twofold: 1) to develop an accurate projection of land
currently available for development in order to identify the amount of new land that will be needed
to accommodate the City’s growth projections and 2) to provide a baseline to use in determining
compliance with the Metropolitan Council’s minimum density requirements. In terms of the latter,
the City is expected to guide future residential land at a minimum average density of 3 units per acre
across the entire City, however, land that was guided for residential development as part of the 2020
or earlier plans is exempt from this requirement.
To simplify this analysis, the City is estimating that there are 720 acres of land included within the
2030 MUSA that were not previously guided for sewered development in 2020. This analysis does
not account for any land re-guided since the 2020 plan, west of Akron Avenue, and does not take
into account any planned residential development within the downtown area. The primary
difference between the 2020 and 2030/2040 land use plans is the addition of new residential areas
east of Akron Avenue and north of County Road 42, and east of US Highway 52 and south of
County Road 42.
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Since 2020, the City has created a medium density residential category, and applied this guidance to
several townhouse developments west of Akron Avenue. The City has also approved other
modifications to eliminate some of the medium density areas approved under previous plans, partly
in response to a significant decrease in the demand for townhouses after 2008. The City has added
new areas of medium and high density residential to off-set these previous reductions, and expects
the townhouse and multi-family market to rebound from the previous decade’s economic downturn.
TABLE 3.3: CURRENT LAND USE AREAS FOR DEVELOPED AND UNDEVELOPED LAND
Land Use Designation Land Use
Abbreviation
Developed
Land Area
(Acres)
Undeveloped
Land Area*
(Acres)
Total Land
Area (Acres)
Agriculture AG 0 3,811 3,811
Agricultural Research AGR 0 3,103 3,103
Rural Residential RR 1,196 610 1,806
Transitional Residential TR 763 30 793
Low Density Residential LDR 2,706 1,408 4,114
Medium Density Residential MDR 248 350 598
High Density Residential HDR 68 90 158
Downtown DT 13 51 64
Commercial C 205 734 939
Business Park BP 228 1,231 1,459
Light Industrial LI 45 460 505
General Industrial GI 2,485 370 2,855
Waste Management WM 238 0 238
Public/Institutional PI 408 0 408
Parks and Open Space PO 0 721 721
Floodplain (and River) FP 960 0 960
Total Land Uses 9,563 12,969 22,532
* Land that was guided for development but has not yet developed since the plan adoption. Rural residential parcels over 7.5 acres are
considered undeveloped.
The above chart examines the amount of land within the City that is developed or undeveloped at
present (generally defined as land available to accommodate future growth or that has been re-
guided from the current land use) that is also located within the 2040 MUSA boundary. The chart
uses the City’s future land use designations (as opposed to the Metropolitan Council/Metro GIS
current land use classification system) in order to provide a better frame of reference for an analysis
of the City’s future land use plan.
Nearly all of the land conversion from vacant/agricultural land to developed land since 2009 has
occurred in the area east of Bacardi Avenue, north of County Road 42, west of Akron Avenue, and
south of Bonaire Path. This is within the area that was guided for residential development in the
2020 plan prior to the establishment of the Met Council’s minimum density levels.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-17
Development Trends
A considerable portion of the growth and development within Rosemount over the past decade has
occurred in residential areas, with corresponding losses in agricultural land. There were modest
increases across the commercial, industrial, and institutional categories, and significant increases in
extractive uses both in terms of total land devoted to and the overall percentage increase of these
uses.
Looking forward, the City expects to see a continued transition of agricultural areas and vacant land
to residential uses, but also anticipates that there will be a much greater level of commercial and
industrial development focused on the County Road 42 corridor, UMore business park area, and the
Highway 42/52 intersection.
EXISTING REGIONAL PARKS, PARK PRESERVES AND SPECIAL
RECREATION FEATURES
Regional Park Acknowledgment
The City’s Land Use Plan acknowledges that there are several regional parks and greenway areas
either located within or near the City boundary as follows:
• A portion of Spring Lake Park is located within the eastern portion of Rosemount along the
Mississippi River. The park is guided for Parks/Open Space on the City’s future land use
map.
• Lebanon Hills Regional Park is located immediately north of the City’s boundary with Eagan
in the northwest part of the City. No portion of the park extends into Rosemount.
• Whitetail Woods Regional Park is located approximately two miles south of the City in
Empire Township.
• The planned Rosemount Greenway, Vermillion Highlands, and Mississippi River regional
trails all wind through Rosemount. The City’s Parks, Trails, and Open Space Plan
incorporates the regional trails as part the City’s plans.
Map 3.3 identifies these recreation and greenway features. Those portions of the regional park
system that are located within the City boundaries have been guided as part and open space on the
Future Land Use Map. The trails and greenway corridors are included in the City’s Park and Open
Space Plan. The City will continue to work with land owners and developers to address regional
trail alignments with new development proposals.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-18
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-19
FUTURE LAND USE
FUTURE LAND USE
Planned Land Uses – 2040
The Future Land Use Plan shows two MUSA boundaries: a 2030 MUSA describing those areas
expected to develop before 2030 and a 2040 MUSA for lands expected to develop between 2031
and 2040. The 2030 MUSA includes the currently developed areas of Rosemount; the developable
land north of County Road 42 and west of US Highway 52; the general industrial land south of
Minnesota Highway 55; and the land surrounding the intersection of County Road 42 and US
Highway 52. The 2040 MUSA includes the general industrial land between Minnesota Highway 55
and Pine Bend Trail; the industrial and commercial land south along US Highway 52 and east along
County Road 42; and residential property located approximately one mile east of US Highway 52
and three quarters of a mile south of County Road 42.
In order to accommodate the City’s projected land use needs out to 2030, the land use plan increases
the amount of land for development in the southeast portion of the City by moving the 2030 MUSA
line outward from the 2020 boundary depicted on previous Plans. The boundary of the 2040
MUSA has been left in the same location as earlier plans since the City’s expected residential growth
up to the year 2040 can be accommodated within this area.
Compared to previous plans, the updated Future Land Use Map reduces the amount of land that has
been guided for business park development primarily by extending residential development in the
southeast part of the City to County Road 42. The City is planning on a transition from High and
Medium Density Residential areas adjacent to County Road 42 to areas of Low Density Residential
further to the south. The general arrangement of uses in the southeast part of the City is consistent
with the 2030 Land Use Plan and the 42-52 Corridor Plan prior to this.
Other major highlights of the Future Land Use Map include the following:
• Continued implementation of the master development plans for the Akron Avenue/County
Road 42 area, including commercial development along the highway corridor and additional
townhouse and multi-family development east of Akron Avenue.
• Establishment of a regional commercial node at the intersection of County Road 42 and US
Highway 52 and a community commercial center at the Minnesota Highway 55 and County
Road 42 intersection.
• The guiding of land east of Akron Avenue and north and south of County Road 42 for
Business Park development.
• Preservation of the north central and northwest portion of the City for Rural Residential
development.
The City of Rosemont will continue to plan for transitional land uses around the heavy industrial
and manufacturing areas in the eastern portion of the City, and specifically around large businesses
such as Flint Hills Resources, CF Industrials, Spectro Alloys, and other larger users in this area.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
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Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-21
The City is not planning any further expansion of land guided for general industrial uses, and within
these areas, Heavy Industrial zoning is limited to the developed areas of the four heavy industrial
businesses.
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
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
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Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
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In order to help track changes from the previous plan, the City has prepared Map 3.5 highlighting
the major changes.
UMore Future Land Use
The University of Minnesota has recently begun taking steps to develop its property (commonly
known as UMore Park). In anticipation of development occurring within the timeframe of this Plan,
the City is including a large portion of the UMore property within its 2040 growth area. The overall
layout and arrangement of uses has been designed to be consistent with the 2013 UMore AUAR and
with the University’s overall development and management plan for the property. The City’s
previous plans kept all of the UMore property within the Agricultural Research category created
specifically for the 3,000+ acres owned by the University, in anticipation of future amendments to
the plan. This category will now be applied only to areas outside of the 2040 growth boundary
within UMore.
Because the ultimate timeframe for build out within UMore is unknown at this point in time, the
City is tracking potential impacts to the City’s overall future land use table and population,
household, and employment growth projections separate from the overall totals found elsewhere in
this Plan. The City is also taking this course of action because any development activity within
UMore is expected to alter the timeframe for development in other portions of the City.
Furthermore, some of the Flint Hills buffer land is still included in one of the City’s urban land use
categories and 2030 MUSA, but will not be developed within the next decade. The City is proposing
to continue monitoring the pace of development over the next several years, but does not expect to
make any adjustments to its population, household, and employment forecasts until the next
decennial update. Should the City experience growth in population, household or employment
beyond that forecast, the City will initiate discussions with the Metropolitan Council.
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%
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-24
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-25
The general configuration of land uses within UMore depicts Business Park development east of the
Dakota County Technical College with predominately residential uses to the west of the college. A
mix of medium and high density residential and commercial activities is planned for various nodes
adjacent to major roadways and road intersections along both County Road 42 and County Road 46.
Development will be staged so that the areas adjacent to County Road 42 and immediately
southwest of the technical college will be the first to develop (and included within the 2030 MUSA)
with the 2040 MUSA boundary approximately ½ mile further to the south. The City has previously
approved a 40-year interim use permit for a large scale mineral extraction operation in the western
side of the UMore property. Because this permit is expected to expire sometime after 2040, it is not
included in the City’s future development areas. Other portions of the UMore site that are not
expected to develop within the timeframe of the plan have been left in the Agricultural Research
land use category.
Table 3.5 includes a tabular summary of the UMore land uses. These areas have not been factored
into any calculations concerning land needed to accommodate the City’s growth projections, but are
included here for informational purposes. Land uses not found within UMore are not included in
this table.
METROPOLITAN COUNCIL MUSA IMPLEMENTATION GUIDELINES
Residential Densities
The projections for development of the City’s future residential areas demonstrate compliance with
the Metropolitan Council’s density standard of 3-5 units per acre for Rosemount. Using the
methodology described earlier in this Chapter, the City is able to document that at the minimum
density range for each residential land use category, the average residential density across all 2020-
2040 growth areas will exceed 3 units per acre as demonstrated in the chart below. These
calculations take into account all land that was not previously guided for urban residential
development under the 2020 plan
TABLE 3.6 – POST 2020 RESIDENTIAL DENSITIES
Land Use Designation Acres Density
(Units/Acre)
Units
Low Density Residential 842 1.5 1,263
Medium Density Residential 355 6 2,130
High Density Residential 89 12 1,068
Total Residential Development 1,286 3.47 4,461
TABLE 3.7 – POST 2020 RESIDENTIAL DENSITIES WITH UMORE LAND
Land Use Designation Acres Density
(Units/Acre)
Units
Low Density Residential 1,526 1.5 2,289
Medium Density Residential 514 6 3,084
High Density Residential 148 12 1,776
Total Residential Development 2,188 3.27 7,149
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
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Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
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The City has previously requested credit for units that were platted prior to 2007 in excess of 3 units
per acre. With the density ranges included in this plan, and the amount of undeveloped land
remaining, the City does not need to request credit for past developments in order to achieve the
required minimum residential density.
FUTURE LAND USE DESIGNATIONS
This section of the Land Use chapter establishes the City’s land use categories depicted on the
official Future Land Use Map (Map 3.4). The map assigns planned land use types to all parcels
within the community to guide current and future planning and development through the year 2040,
and is the official land use designation map for the City. The assigned land use designations are
intended to shape the character, type and density of future development in a manner consistent with
the overall goals and objectives identified in this plan. Any new development, redevelopment,
change in land use or change in zoning is required to be consistent with the official land use
guidance for each parcel. The official land use plan categories are listed below.
Agriculture (AG)
Purpose This land use designation is intended for the majority of land located outside the
MUSA. Rosemount has a long history of agriculture, but the community is rapidly
urbanizing. The City must balance the needs of the continued farming operations
with the expansion of the urban landscape.
Location Criteria Outside the MUSA.
Min. Requirements
for Development
Development is discouraged in the agricultural land use designations. Construction
activities should be limited to expansions of farming operations and housing for farm
families.
Utilities Private wells and septic systems are required.
Typical Uses Crop and livestock farming; farmstead housing; churches; recreational open spaces;
parks; and public buildings.
Density One (1) unit per forty (40) acres
Appropriate Zoning AG – Agricultural
Limited Secondary
Zoning
AGP – Agricultural Preserve for property enrolled in the agricultural preserve
program; P – Public and Institutional for churches, parks, or open space.
There are a number of agricultural properties within the City that are enrolled in the Agricultural
Preserve, Green Acres, or other property tax relief programs. The City will continue to support
enrollment of active agricultural properties within these programs provided that it does not inhibit
the orderly development of the City. The City discourages the use of these programs by land
owners to reduce the holding costs of land before the property develops or the use of these
programs to defer assessments of public infrastructure on properties that are to be developed in the
near future.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
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Agriculture Research (AGR)
Purpose This land use designation is used solely for the UMore Park property that is owned
and operated by the University of Minnesota and located outside of areas designated
for future development.
Location Criteria Within the UMore Park property owned and operated by the University of Minnesota.
Min. Requirements
for Development
Land uses that support the educational and research missions of the University of
Minnesota are exempt from local land use regulations.
Utilities Private wells and septic systems are required.
Typical Uses Agricultural production; research laboratories; classrooms; offices; and conference
rooms. Interim Uses consistent with City ordinances and regulations.
Density One (1) unit per forty (40) acres
Appropriate Zoning AG - Agricultural
Limited Secondary
Zoning
None
The Agricultural Research land use classification was previously used by the City for the entire
UMore property within Rosemount. With development expected to occur over large portions of
UMore within the time frame of the Plan, the portions remaining AGR are those areas that are
subject to an interim use permit for mineral extraction or areas that are not able to be developed for
other reasons.
Rural Residential (RR)
Purpose Northwestern Rosemount is characterized by a rolling, wooded landscape that
includes numerous lakes and wetlands. To preserve the natural landscape, the City
has designated this land as rural residential to provide residential housing while
preserving significant areas of wetlands and woodlands. The keeping of horses is
anticipated within the rural residential area, but the farming of other livestock is
discouraged.
Location Criteria Located in northwest Rosemount, generally described as north of 130th Street West
and west of Akron Avenue.
Min. Requirements
for Development
Street frontage and a buildable area outside of wetlands and wetland buffers. Being
rural in nature, it is not expected that urban features such as sidewalks, neighborhood
parks, or a grid pattern of streets will be installed when the land is developed. Trail
corridors (for pedestrian, bicyclists, and/or horses) shall be encouraged to provide the
connection of the rural residents with each other, as well as to the City as a whole.
Utilities Private wells and septic systems are required
Typical Uses Single Family homes, hobby farms, recreational open spaces, parks
Density One (1) unit per five (5) acres
Appropriate Zoning RR – Rural Residential
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-29
Limited Secondary
Zoning
AG - Agricultural for lots that are greater twenty (20) acres in size.
The future land use plan guides land in the north central portion of the City for RR – Rural
Residential in recognition of its unique location at the edge of the developed and developing
portions of Rosemount. The majority of this area consists of large-lot subdivisions approved under
previous subdivision regulations, with a mixture of larger acreages that could be further subdivided
into rural lots. Approximately 1,800 acres west of the Akron Avenue and south of 120th Street is
preserved for rural residential uses, with no plans to extend public water and sewer services into
these areas except for a band of Transitional Residential along Highway 3.
The majority of the parcels that are designated Rural Residential are five (5) acres or less in size
meaning that no further subdivision would be allowed. There are a small number of parcels that are
ten (10) acres or larger in size that maybe suitable for further subdivision. The development of
these parcels will need to be sensitive to the wetlands, trees, and other natural resources unique to
this area.
Transitional Residential (TR)
Purpose This land use designation is intended to serve as a transition between the rural
residential area of northwest Rosemount and the urban development of greater
Rosemount and the adjacent cities of Eagan and Inver Grove Heights. Transitional
residential areas are intended to receive urban services sometime in the future, while it
may or may not be within the timeframe of the 2040 Comprehensive Plan.
Development that occurs within the transitional residential designation is intended to
have urban densities, but may be at a lesser density than the other urban residential
land use designations and only with the extension of public services.
Location Criteria Areas within the MUSA that have a rolling, wooded landscape similar to the rural
residential northwest; developed residential neighborhoods with lots less than one (1)
acre in size outside of the MUSA; transition areas between urbanizing land within
Rosemount and adjacent communities.
Min. Requirements
for Development
The extension of urban service is needed for the further development of the
Transitional Residential area. All land guided for Transitional Residential within the
MUSA line has previously been developed under the guidelines of the City’s previous
plans. Extension of public services into areas guided for TR may require an
amendment to the City’s future sewer service area (2030/2040 MUSA).
Utilities Private wells and septic systems are required for rural residential land. Municipal
water and sanitary sewer are required for land to be developed at urban densities.
Typical Uses Single family homes; churches; parks; and public buildings. Duplexes or townhomes
with four (4) or less units per building may be considered as a part of a planned unit
development provided that the overall density does not exceed three (3) units per acre
and urban services are available.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-30
Density One (1) unit per five (5) acres without municipal water and sanitary sewer. One (1) to
three (3) units per acre with municipal water and sanitary sewer.
Appropriate Zoning RR – Rural Residential for parcels without municipal water and sanitary sewer; R1 –
Low Density Residential for parcels with municipal water and sanitary sewer.
Limited Secondary
Zoning
RL – Very Low Density Residential for neighborhoods of existing non-conforming
rural residential lots if municipal water and sanitary sewer is provided; AG -
Agricultural for lots that are greater twenty (20) acres in size.
There are two major areas guided as Transitional Residential within the 2040 Land Use Plan. The
first TR district includes land that has previously been developed (or is currently under
development) within the 2030 MUSA west of South Robert Trail There are several residential
neighborhoods within this area that were constructed at urban residential densities of three units per
acre or less. The second TR area is comprised of land north of Bonaire Path and east of South
Robert Trail that has previously been subdivided into smaller residential lots served by private well
and septic systems.
The Transitional Residential land outside of the MUSA is not anticipated to be urbanized within the
2030 Land Use Plan provided the individual septic systems continue to function without causing
health concerns for the wells and wetlands. The City has a plan for providing municipal sanitary
sewer service to the Transitional Residential land outside the MUSA if health concerns from failing
septic systems arise. It is anticipated that the underdeveloped properties within the Transitional
Residential areas would develop to urban densities if municipal sanitary sewer service is installed to
supplement the costs of providing services to the existing Transitional Residential residents.
Low Density Residential (LDR)
Purpose Low Density Residential housing is the predominant land use by area within the
MUSA boundary. Low Density Residential housing is typically single family housing
or townhouses with few units per building. The houses usually contain multiple
bedrooms, bathrooms, and garage stalls per unit. Low Density Residential land
provides housing suitable for families with children, and as such, should be located
close to schools, churches, public parks, and neighborhood commercial.
Location Criteria Street frontage and within the MUSA.
Min. Requirements
for Development
Low Density Residential subdivisions are expected to be provided with full urban
infrastructure, such as sidewalks, neighborhood parks, and streets with good access
and interconnectivity. Attention should be paid to pedestrian and bicycle
transportation to provide access to schools, churches, public parks, and other
community destinations.
Utilities Municipal water and sanitary sewer are required.
Typical Uses Single family homes; duplexes; townhomes with four (4) or less units per building;
churches; elementary and secondary schools; private recreation spaces maintained by
homeowner associations; and public parks.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-31
Density One (1) to six (6) units per acre
Appropriate Zoning R1 – Low Density Residential
Limited Secondary
Zoning
R2 – Moderate Density Residential; R1A – Low Density Residential within
subdivisions that were developed prior to 1980.
Medium Density Residential (MDR)
Purpose Medium Density Residential land uses provide opportunities for attached housing and
other types of residential construction that provides for greater densities than typical
single family detached construction. To provide a higher level of density within
Medium Density Residential neighborhoods, individual yards outside of the units are
typically not included. As opposed to Low Density Residential, these developments
incorporate many common features outside the units, such as yards, driveways,
recreational space and shared maintenance of common areas.
Location Criteria Frontage onto collector and local streets and within the MUSA. Medium Density
housing works well in mixed-use development and adjacent to all land uses except
industrial.
Min. Requirements
for Development
Common private recreational opportunities should be provided within each residential
development to compensate for the lack of private yard space per housing unit. Due
to the density, individual garages should have access to private streets or driveways to
limit the number of curb cuts onto public local streets. Limiting the number of curb
cuts will provide the maximum amount of public parking spaces on the public street
frontages. Residential subdivisions are expected to be provided with the full urban
infrastructure, such as sidewalks, neighborhood parks, and streets with good access
and interconnectivity. Attention should be paid to pedestrian and bicycle
transportation to provide access to schools, churches, public parks, and other
community destinations.
Utilities Municipal water and sanitary sewer are required.
Typical Uses Single family homes or detached townhomes on smaller lots; duplexes; townhomes
with three (3) of more units per building; churches; elementary and secondary schools;
private recreation spaces maintained by homeowner associations; and public parks.
Density Six (6) to twelve (12) units per acre
Appropriate Zoning R3 – Medium Density Residential
Limited Secondary
Zoning
R2 – Moderate Density Residential
High Density Residential (HDR)
Purpose The intent of the High Density Residential land use category is to accommodate many
of the life cycle housing options not addressed within the Low Density or Medium
Density Residential land uses. Senior and assisted living development for an aging
population, along with affordable rental or ownership units for new graduates or
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-32
young families, often require greater densities than are allowed within the low or
medium density neighborhoods. High density residential housing shall be constructed
of the same or better building materials and have access to the same recreational,
institutional, and commercial amenities as the other residential uses.
Location Criteria Frontage onto collector and local streets and within the MUSA. High Density
housing works well in mixed-use development and adjacent to most land uses except
industrial.
Min. Requirements
for Development
Common private recreational opportunities should be provided within each residential
development to compensate for the lack of private yard space per housing unit. Care
will need to be taken to buffer between high density and low density residential due to
the difference in scale of the uses. Residential subdivisions are expected to be
provided with a full range of urban infrastructure, such as sidewalks, neighborhood
parks, and streets with good access and interconnectivity. Attention should be paid to
pedestrian and bicycle transportation to provide access to schools, churches, public
parks, and other community destinations.
Utilities Municipal water and sanitary sewer are required.
Typical Uses Townhomes with six (6) to twelve (12) units per building; multiple story apartment or
condominium buildings; churches; elementary and secondary schools; private
recreation spaces maintained by homeowner associations; and public parks.
Density Twelve (12) to thirty (30) units per acre
Appropriate Zoning R4 – High Density Residential
Limited Secondary
Zoning
R3 – Medium Density Residential
Downtown (DT)
Purpose This land use designation is intended to provide for the variety of land uses that make
a successful downtown. These uses include civic functions of government, schools
and educational services, and gathering spaces, as well as a variety of uses that would
allow residents to live, work, shop and recreate all within Downtown. The focus of
this land use designation will be to regulate the performance standards of properties
and buildings (such as building materials and appearance; shared parking; and
pedestrian-focused streets and building frontages) over the segregation of land uses
that typically occur in the other land use designations within the Comprehensive Plan.
Location Criteria The downtown area is roughly bounded from one block west of South Robert Street,
to the railroad tracks on the east, and from 143rd Street East on the north to just
short of County Road 42 on the south.
Rosemount 2040 Comprehensive Plan Chapter 3 – Land Use
3-33
Min. Requirements
for Development
This land use designation is more concerned about the appearance and performance
of buildings and properties within Downtown rather than the uses that actually
occupy the buildings. Land uses that can meet the performance standards described
by the Development Framework for Downtown Rosemount, the Downtown Design
Guidelines, and the Zoning Ordinance should be allowed to develop downtown. The
Development Framework for Downtown Rosemount plans approximately 25% of the
land area Downtown for residential land uses.
Utilities Municipal water and sanitary sewer are required.
Typical Uses Public buildings; elementary and secondary schools; libraries; churches; gathering
places; parks; townhouses; apartments; condominiums; retail; restaurants; bars; and
offices.
Density Zero (0) to forty (40) units per acre (residential uses)
Appropriate Zoning DT – Downtown; P – Public and Institutional
Limited Secondary
Zoning
R3 – Medium Density Residential; R4 – High Density Residential; C4 – General
Commercial
Neighborhood Commercial (NC)
Purpose This land use designation is intended to provide areas for commercial businesses that
focus their services to the surrounding residential neighborhoods.
Location Criteria The size of each Neighborhood Commercial district is intended to be less than five
(5) acres in size. The district should be located adjacent to collector or arterial streets,
but the access to the commercial area should be equally focused on pedestrians and
bicyclists as the automobile.
Min. Requirements
for Development
The development of Neighborhood Commercial areas is dependent on an existing or
developing residential neighborhood, a developed street network, and a system of
sidewalks and trails.
Utilities Municipal water and sanitary sewer are required.
Typical Uses Restaurants; retail; gas stations; convenience stores; and personal services.
Intensity Expected Floor Area Ratio of 0.15 to 0.20
Appropriate Zoning C1 – Convenience Commercial
Limited Secondary
Zoning
C4 – General Commercial
Community Commercial (CC)
Purpose This land use designation is intended to provide retail, professional offices, and
personal services that serve the daily and weekly needs of the residents of Rosemount.
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Location Criteria The size of each Community Commercial district is intended to be at least 50 acres or
greater in size. Close proximity to arterial streets is needed for visibility while
individual business accesses shall be provided predominantly from collector, local, or
private streets.
Min. Requirements
for Development
Individual businesses within the Community Commercial district are intended to be
served through frontage roads, backage roads, and cross-access easements that
supplement the collector and local street network. Traffic patterns should also be
designed to adequately serve automobiles, delivery vehicles, pedestrians and bicyclists
throughout the district.
Utilities Municipal water and sanitary sewer are required.
Typical Uses Retail; offices; personal services; restaurants; gas stations; and auto oriented businesses
not requiring outdoor storage.
Intensity Expected Floor Area Ratio of 0.15 to 0.20
Appropriate Zoning C4 – Community Commercial
Limited Secondary
Zoning
C3 - Highway Commercial
Regional Commercial (RC)
Purpose This land use designation is intended to provide commercial opportunities for
businesses that have a regional draw; businesses that have products residents need to
purchase, rent, or lease annually or less often; or auto-oriented businesses that require
outdoor storage.
Location Criteria The size of districts intended for auto-orientated businesses may be as small as 10
acres, while the size of districts intended for businesses with a regional draw should be
a minimum of 50 acres. Auto-orientated business districts should be located along
arterial roads, while regional-draw districts should be located at the intersections or
interchanges of principal arterial roads.
Min. Requirements
for Development
Frontage and backage road systems
Utilities Municipal water and sanitary sewer are required.
Typical Uses Hotels; theaters; big box retail; post-secondary education; vehicle sales and rentals;
auto repair garages; tool repair; machinery sales; contractor yards; and general retail.
Intensity Expected Floor Area Ratio of 0.20 to 0.25
Appropriate Zoning C3 – Highway Commercial
Limited Secondary
Zoning
C4 – General Commercial
Two Regional Commercial districts are provided within the Land Use Plan: an approximate 20 acre
district bounded by South Robert Trail, Canada Circle, and the Union Pacific rail line; and an
approximate 350 acre district surrounding the intersection of County Road 42 and US Highway 52.
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The 20 acre Regional Commercial district is intended for auto-oriented businesses. This district
provides an area where 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; the Regional Commercial area also provides a place for existing vehicle sales businesses
currently located in other parts of the City to relocate.
Business Park (BP)
Purpose The intent of the Business Park land use category is to promote development of
businesses with a large number of employees that offer wages to support an entire
family and that are further constructed of high quality buildings providing both beauty
and tax base to the community. Establishments within the business park district 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. 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 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 opportunities for transit
services along with 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 water and sanitary sewer are available
provided: 1) an on-site septic system meeting current requirements can be installed on
the premises, and 2) on-site infrastructure required to connect into the public water
and sanitary sewer system is installed so that the site can be connected when public
utilities are extended to the development’s boundary.
Typical Uses Office; retail and office warehouses; research laboratories; post-secondary education;
distributors; and manufacturing.
Intensity Expected Floor Area Ratio of 0.25 to 0.35
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.
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Light Industrial (LI)
Purpose The intent of the Light Industrial district is to provide opportunities for high paying
manufacturing, assembly, or wholesaling jobs that require less intense land
development along with some outdoor storage. Light industrial businesses are
expected to be constructed of quality building materials. Uses within this district
should not generate the external noises, smells, vibrations, or similar nuisances
normally associated with medium or heavy industrial uses.
Location Criteria Light Industrial land uses are intended to buffer general industrial lands uses from
commercial or residential. The size of each Light Industrial district is intended to be a
minimum of 60 acres and located with access to arterial and major collector roads.
Min. Requirements
for Development
Within the MUSA and with an access to an arterial or major collector roads. The
street network should be designed to accommodate truck and freight traffic.
Pedestrian access shall be accommodated through the city, county or regional trail
corridors.
Utilities Municipal water and sanitary sewer are encouraged. Private well and septic systems
may be permitted as an interim system before water and sanitary sewer are available
provided: 1) an on-site septic system meeting current requirements can be installed on
the premises, and 2) on-site infrastructure required to connect into the public water
and sanitary sewer system is installed so that the site can be connected when public
utilities are extended to the development’s boundary.
Typical Uses Manufacturing; assembly; professional services; laboratories; general repair services;
contractor offices; post-secondary trade or vocational schools; public buildings; and
warehousing.
Intensity Expected Floor Area Ratio of 0.10 to 0.20
Appropriate Zoning LI – Light Industrial
Limited Secondary
Zoning
BP – Business Park when adjacent to business park, commercial, or residential
planned areas; GI – General Industrial adjacent to general industrial planned areas.
General Industrial (GI)
Purpose The intent of the General Industrial designation is to provide opportunities for
employment with wages that can support an entire family, although the businesses
typically have a lower tax base per acre than other commercial and industrial uses.
General industrial businesses normally generate noises, smells, vibrations, and truck
traffic that can be disturbing to non-industrial land uses. General industrial land
should not be located next to residential developments. Changes in topography,
landscaping, less intense land uses, or other forms of buffering shall be used to
transition between general industrial property and residential, recreational, or
institutional land uses.
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Location Criteria The size of each General Industrial district is intended to be greater than 400 acres in
size. Access to the district should occur along arterial or major collector roads. To
provide the greatest buffer for residents traveling the arterial or major collector
roadways from the nuisance generated by the industries, the least intense and highest
quality buildings and structures should be located adjacent to the roadways.
Min. Requirements
for Development
Development is encouraged to occur within the MUSA, but is not required. Due to
the large size of each industrial facility, it is anticipated that the majority of the traffic
circulation shall occur on private roads within the industrial sites. Any public streets
constructed within the general industrial district should be designed to accommodate
truck and freight traffic. Any rail service to general industrial businesses shall be
designed with switching and storage yards interior to the site to minimize the number
of rail crossings of public streets and the frequency of train schedules. Pedestrian
access shall be limited to the city, county or regional trail corridors with appropriate
safety and security measures.
Utilities Municipal water and sanitary sewer are encouraged. Private well and septic systems
may be permitted as an interim system before water and sanitary sewer are available
provided: 1) an on-site septic system meeting current requirements can be installed on
the premises, and 2) on-site infrastructure required to connect into the public water
and sanitary sewer system is installed so that the site can be connected when public
utilities are extended to the development’s boundary.
Typical Uses Manufacturing; assembly; laboratories; contractor offices; trucking and freight
terminals; warehousing; and wholesaling.
Intensity Expected Floor Area Ratio of 0.15 to 0.20
Appropriate Zoning GI – General Industrial
Limited Secondary
Zoning
LI – Light Industrial adjacent to other land uses; HI – Heavy Industrial shall be
provided sparingly and only to allow the improvement of the existing four heavy
industrial businesses.
Heavy Industrial zoning is limited to the developed areas of the City’s four existing heavy industrial
businesses: Flint Hills Resources, CF Industries, Hawkins Chemical, and Dixie Petro-Chem, Inc.
The City discourages any expansion of the number of heavy industrial business beyond four, but will
allow these businesses to redevelop and expand within the existing heavy industrial area as needed to
stay economically viable. If any of the four heavy industrial businesses desire to expand within the
Heavy Industrial zoning district, a Planned Unit Development master plan for the business
expansion must first be approved. The Planned Unit Development master plan shall concentrate
the heaviest uses to the center of the site; provide a transition of the lower-intensity uses to the
perimeter of the site; and ensure the efficient use of the existing heavy industrial property to prevent
premature expansion of the zoning district.
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Waste Management (WM)
Purpose The intent of the Waste Management district is to accommodate the need for the
management of waste generated by society while regulating the inherent
environmental problems associated with waste management. It is in the public
interest to explore all available options of waste management before expanding the
waste management district for additional landfilling.
Location Criteria In an appropriate location to address the problems and nuisances associated with
waste management.
Min. Requirements
for Development
Waste management practices that meet or exceed all county, state, and federal waste
management regulations.
Utilities Private wells and septic systems are required.
Typical Uses Landfills; recycling centers; and waste-to-energy production.
Intensity Expected Floor Area Ratio of 0.10 to .015
Appropriate Zoning WM – Waste Management
Limited Secondary
Zoning
None
Public/Institutional (PI)
Purpose The intent of the Public/Institutional district is to accommodate the civic, religious,
governmental, and educational needs of the community. Often, institutional uses are
constructed at a much larger scale than the surrounding residential uses. Care is
needed to mitigate the conflicts between the uses while maintaining accessibility from
the neighborhood. Performance measures such as setbacks, landscaping, site grading,
and quality building materials may need to be increased compared to the surrounding
uses to provide the needed buffering.
Location Criteria There is no size requirement for a Public/Institutional district and the districts are
anticipated to be dispersed throughout the community, particularly adjacent to
residential uses. Institutional uses should be located adjacent to collector or arterial
roads.
Min. Requirements
for Development
Development is encouraged to occur within the MUSA. The main access to the
institutional use should occur directly from a collector or minor arterial roadway.
Pedestrian access to and throughout the site should be emphasized to allow the
surrounding neighborhood access to the site.
Utilities Municipal water and sanitary sewer are encouraged. Private well and septic systems
may be permitted for institutions that have an appropriate area for on-site septic
management.
Typical Uses Schools (elementary, secondary, or post-secondary); churches; cemeteries; public
buildings; civic uses; recreational open spaces; and public parks.
Intensity Expected Floor Area Ratio of 0.20 to 0.30
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Appropriate Zoning P – Public and Institutional
Limited Secondary
Zoning
R1 – Low Density Residential in areas adjacent residential planned uses
Parks and Open Space (POS)
Purpose As Rosemount becomes more urbanized, it is particularly important to ensure that
residents have access to outdoor recreation opportunities and open spaces to connect
with nature. The Parks and Open Space designation is intended to provide a wide
variety of recreational and open space opportunities from ball fields to nature
preserves.
Location Criteria Dispersed throughout residential neighborhoods. Land that contains significant or
unique natural resources should be considered for open space preservation.
Min. Requirements
for Development
Varies per type of recreational opportunity. Community parks and outdoor
recreational complexes are encouraged to be located along collector streets and served
with municipal sewer and water, while neighborhood parks or mini-parks may only
require local street connections. Non-recreational open space may only require an
unimproved driveway to the site.
Utilities Municipal water and sanitary sewer are encouraged. Private well and septic systems
may be permitted for large parks or recreational centers that have the appropriate land
area.
Typical Uses Recreational open space; non-recreational open spaces such as nature preserves or
wildlife management areas; and public parks
Intensity N/A
Appropriate Zoning P – Public and Institutional
Limited Secondary
Zoning
The zoning district of the adjacent residential neighborhood.
Floodplain (FP)
Purpose The intent of the Floodplain district is to regulate the land that is inundated during the
100 year flood event of the Mississippi River. It is in the public interest to limit the
uses within the floodplain to minimize property damage and public safety concerns
during flood events.
Location Criteria Within the 100 year flood elevation of the Mississippi River.
Min. Requirements
for Development
Development within the floodplain is limited to river dependent commercial
operations or the recreational use of the river.
Utilities Utilities are discouraged with the floodplain except for major transmission crossings.
Typical Uses Barge facilities, recreation facilities, accessory uses for businesses and residences (such
as parking lots, lawns, porches, and docks)
Density No residences are allowed within the floodplain
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Appropriate Zoning FP – Floodplain
Limited Secondary
Zoning
None
SPECIAL PLANNING AREA CONSIDERATIONS
As described in the beginning of this Chapter, the City identified three planning areas for special
examination 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
• 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 Robert Trail
South and to plan for unforeseen needs beyond the time frame of the 2040 Plan.
• The City will continue to pursue opportunities for shared services with the adjoining
jurisdictions of Eagan and Inver Grove Heights, especially for areas within the Transitional
Residential district that cannot be served from existing water and sewer infrastructure in
Rosemount.
• New residential development will be allowed that conforms to the City’s Rural Residential
zoning standards or 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
• This planning area contains a large portion of the City’s future growth areas, with future
development expected to move generally south from County Road 42 and east from the US
Highway52.
• Larger portions of the southeast planning area are guided for agricultural land uses, and will
serve as an urban reserve for Rosemount growth after the timeframe of the 2040 Plan.
• Orderly and rational 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.
• 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.
• 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.
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• The City has identified interim uses that will be appropriate for the area to provide economic
opportunities for land owners until public services are available. Interim uses will be
reviewed to ensure compatibility with existing agricultural uses and future residential
neighborhoods.
Downtown
• Downtown will continue to serve as the center of the community, and provides a sense of
place and identify for Rosemount that is often not found in other suburban communities.
• The City will pursue opportunities for revitalization and enhancement of downtown and the
existing businesses and residences.
• 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.
• 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 overall vision and goals for the community, the City has identified
several additional planning considerations for the future:
Redevelopment Opportunities
• 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.
• 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 structures within these areas approach
40 years in age, the City will encourage investment in these buildings to ensure they will
continue to provide housing and business opportunities well into the future.
Transportation
• In order to adequately serve the needs of the City’s residents to travel to and from work,
school, local businesses, recreational activities, and regional destinations the City needs to
plan for an overall transportation system that addresses these needs. Chapter 8 includes a
detailed review of the City’s existing transportation system along with an analysis of
projected growth. This analysis is used to determine future road improvements and
alignments and will be implemented as new development occurs and to support the City’s
future land use plan.
• The City supports the use of transit to help provide for the future transportation needs of
the community. Transit viability is dependent on land uses that include density and
walkability, and the land use plan supports the creation of denser land uses around specific
nodes as noted below.
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• The City will continue to work with MVTA, Dakota County, and its other transit partners to
identify opportunities for new service opportunities along major corridors planned for
higher densities.
Transit Station Area Plans
• The Transportation Plan (Chapter 8) references the existing downtown transit station in
Rosemount along with a current pilot route to Dakota County Technical College that
includes a stop on the campus. The City’s land use plan calls for mixed use development
and higher residential densities in both of these areas.
• One of the existing routes served by the downtown station (MVTA Route 420) is a flex
route that provides service at any safe location along the route or within the flex boundary.
• 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.
Specific Master Plans
• The City of Rosemount supports the use of master planning for newly developing areas to
help ensure consistency of design and compatibility with surrounding neighborhoods.
Design Standards
• 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.
Interim Uses
There are a number of uses that are beneficial to a growing community and for the region in general,
such as aggregate mining or asphalt plants, which may create nuisances that are incompatible with
residential neighborhoods. These uses can often occur on property that is years away from
developing, but the City has an interest to ensure that the incompatible uses cease or relocate as
development approaches. In other cases, land owners are looking for a use that can make a profit
other than agriculture before development occurs, such as event centers, solar gardens, golf courses,
or other outdoor recreation operations.
The above uses (or similar activities) can often be approved through an interim use permit which
allows uses to occur on a temporary basis, which in some cases can be in excess of ten years. The
City discourages incompatible interim uses from locating within the 2030 MUSA, and will require
that all interim use permits for incompatible uses expire as development approaches. A reclamation
plan shall be required of all applicable interim uses to ensure that orderly development can occur
after the interim use ceases operation.
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Staged Development and Redevelopment
The City’s future land use plan guides future growth and development in ten year increments in
accordance with the location of the 2030 and 2040 MUSA boundaries. Between 2020 and 2030,
new residential growth is expected to occur along the eastern side of the Akron Avenue corridor
generally north of Bonaire Path and also in the northeast quadrant of Akron Avenue and County
Road 42 along an extension of Connemara Trail further east. Potential development within these
planned residential areas is limited; however, because they are adjacent to the City’s rural residential
area to the north and the Flint Hills land buffer to the east. To provide land for expected growth by
2030, the City will need to extend services either into the UMore land south of County Road 42 or
eastward across US Highway 52 into the southeast planning area. Within UMore, the extension of
services is expected to move generally from east to west across the site starting near County Road 42
and working south, with the initial development occurring near the technical college (residential and
commercial to the west and south and business park to the east).
The timing of development east of US Highway 52 is dependent on urban services being extended
across the highway. Because the City cannot predict market conditions or other factors that could
expedite or delay development within UMore, the City has adopted a MUSA boundary that guides a
portion of the land east of US Highway 52 for development by 2030 and 2040. If both the
southeastern area and UMore commence with development prior to 2030, the City will need to
revisit its growth forecast and take action accordingly. For purposes of transportation, sewer, and
water infrastructure planning, the City has developed a full build-out scenario identifying future land
uses within the City beyond the 2040 time frame of this plan. Utilities and infrastructure serving the
2030 and 2040 growth areas will be sized to accommodate development beyond 2040.
Map 3.6 highlights areas expected to develop within the City in 10 year increments based on the
planned MUSA boundaries in the land use plan. Please note that much of the land identified within
the 2030 area is either buffer land purchased by Flint Hills Resources or includes land they own for
future expansion.
Planning Considerations for Staged Development
The transportation and water resources chapters of this Plan identify improvements necessary to
serve the City’s future growth areas. Extension of urban services will be a requirement before the
City allows development to occur within each growth area. The City highly discourages “leap frog”
development where services bypass land that is within the MUSA boundary to serve a project that is
not contiguous to existing development and services.
Table 5.13 in the housing chapter includes a breakdown of expected residential construction through
2020, 2030, and 2040 by unit type. The construction of residential units is expected to follow the
geographic areas described in this section.
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NATURAL RESOURCES
This section of the Land Use Plan addresses the management of the community’s environmental
and natural resources. This plan makes the case for protecting environmental and natural resources,
develops a context for establishing Rosemount’s environmental and natural resource vision,
provides a generalized Natural Areas Assessment, recommends goals and objectives and concludes
by identifying tools and strategies to implement the community’s environmental and natural
resources vision. The City completed a natural resources inventory in 2006 that was updated in
2018, and this inventory continues to serve as a tool for evaluating natural resources within the City.
Importance of Environmental and Natural Resources Protection
Minnesota in general, and Rosemount specifically, has an abundance of natural resources. Lakes,
rivers, wetlands, woodlands, prairies and bluffs define the area’s landscape and are the basis for why
many choose to live, work and play in this community. These natural areas and their associated
benefits contribute to the community’s popularity and are a key factor its growth. However, this
same popularity and growth, if not managed wisely, could threaten many of these same natural
features and negatively impact the community’s overall quality of life. Managing the community’s
growth in such a way as to preserve, protect, and restore its environment and natural resources
offers numerous benefits including: increasing property values, supporting overall economic growth
while reducing our dependence on foreign energy sources, providing low-cost storm water
management and flood control, supplying a purification system for drinking and surface water,
providing habitat and biological diversity, contributing to air purity, and creating a sense of place and
identity for the community.
Rosemount’s Environmental and Natural Resource Vision
Rosemount’s vision describes the community’s environmental and natural resource values and how
the community wants to utilize these resources as it grows. To assist local communities in
developing their own unique vision, the Metropolitan Council established the overall goal of
“working with local and regional partners to conserve, protect and enhance the region’s vital natural
resources.” More commonly, residents may define their goals as clean air and water, parks and open
space, and the preservation of wildlife habitats and other natural features. Rosemount’s
environmental and natural resource vision is most clearly identified in two of the community’s nine
over-arching goals, which are:
• Preserve natural resources and open space within the community and ensure development
does not adversely impact on-going agricultural uses until urban services are available.
• Promote the use of renewable resources by encouraging sustainable development and
building green.
With these two over-arching goals as a guide, this plan identifies five (5) specific environmental and
natural resources goals to further define Rosemount’s natural resource vision. Two key challenges
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to realizing this vision include balancing it with the community’s continued growth and development
and protecting natural systems that cross municipal, state and even national boundaries.
Rosemount’s Environmental and Natural Resources Plan strives to use the community’s resources
in a sustainable way to promote economic development.
NATURAL RESOURCES INVENTORY
The natural resource inventory/assessment establishes the foundation for creating the environment
and natural resources plan. This assessment is broken into three sections: the community’s special
natural resource areas, key environmental resources, and a generalized inventory of existing natural
areas.
Special Natural Resource Areas
The Environmental and Natural Resources section identifies two (2) special natural resource areas
within the City of Rosemount. These resources are the Mississippi National River Critical Area and
the Vermillion River Watershed. Each resource is described below.
Mississippi River Critical Area. The Mississippi River Critical Area was created in 1973
by the Minnesota State Legislature and encompasses 72 miles of the Mississippi River, four
miles of the Minnesota River and 54,000 acres of adjacent lands. The Area extends from the
communities of Dayton and Ramsey on the north to the southern boundary of Dakota
County on the west/south side of the river and the boundary with the Lower St. Croix
National Scenic Riverway on the east/north side of the river. The portion of the Critical
Area within Rosemount is located east of US Highway 52 and north of Minnesota Highway
55.
This special natural resource is governed by the Mississippi River Critical Area Program, a
joint local and state program that provides coordinated planning and management of this
area of recreational and statewide public interest. The Mississippi River Critical Area
Program works in partnership with the Mississippi National River and Recreation Area
(MNRRA), part of the National Park System.
In response to these programs, the City of Rosemount adopted a Critical Area Plan and
Ordinance in 1980. During the City’s 1998 Comprehensive Plan Update, the City replaced
the Critical Area Plan with its own MNRAA Plan. The MNRAA Plan has been further
updated as part of the 2040 Comprehensive Plan and is incorporated into this Plan as
Chapter 11. The MNRAA Plan together with the Critical Area Ordinance and the
underlying zoning districts serve as the development standards for the area. All three
documents should be consulted when reviewing any development proposal in the
Mississippi River Critical Area.
The Vermillion River Watershed. Watersheds are areas of land that drain to a body of
water such as a lake, river or wetland. The Vermillion River Joint Powers Organization
(JPO) encompasses the Minnesota, Mississippi and Vermillion River hydrological watersheds
and includes 335 square miles. It is the dominant watershed in the county containing 21
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communities in Dakota and Scott Counties; 90% of the area is agricultural but rapid urban
development is occurring in the upstream reaches.
The Vermillion River has 45.5 miles of designated trout stream. The major environmental
issues associated with this feature include storm water runoff quality and quantity and trout
habitat protection. According to Trout Unlimited, the Vermillion River is the only world
class trout stream within a major metropolitan area in the United States. In the spring 2006,
the Minnesota Department of Natural Resources and the Twin Cities chapter of Trout
Unlimited completed a survey of the trout population in the Vermillion River and found the
number of trout hatched was higher than in previous years. It is the intent of this plan that
the City should work with the JPO and other interested stakeholders to protect this unique
natural resources area.
Key Environmental Resources
This plan identifies two (2) key environmental resources within the community including surface
water and open space. These resources are major environmental systems that extend throughout the
community. As such, these resources are both effected by and have an effect upon environmental
resources within and beyond the City limits. Additional resources worthy of consideration in this
section include woodlands, prairies, soils and bluff areas.
Surface Water (Lakes, Streams and Wetlands) Management. Rosemount’s surface
water management plan includes both the Comprehensive Stormwater Management Plan
and the Comprehensive Wetland Management Plan.
The Comprehensive Stormwater Management Plan includes the layout of the trunk storm
sewer system and ponding areas for the entire City. The ponding areas have been designed
with a regional approach in order to control run-off and minimize flooding. The general
objectives of the plan are to reduce the extent of public capital expenditures necessary to
control excessive volumes and rates of run-off, to prevent flooding, and to improve water
quality.
The Comprehensive Wetland Management Plan was originally adopted in 1998 and
subsequently amended in both 1999 and 2005. This plan includes an ordinance that outlines
the use of lawn and garden chemicals and buffer zones around wetlands and their effect on
groundwater recharge. Use of the plan’s provisions will maximize the benefit that surface
waters can provide to Rosemount residents. The plan also includes an inventory and
assessment of wetlands in Rosemount. Additional updates to the Wetland Management Plan
are needed and introduction of some of the regulatory requirements inserted into the City’s
Zoning Ordinance rather than listed out in the Plan.
Open Space. Residents often cite open space as one of Rosemount’s most important and
desirable characteristics. Open space consists of undeveloped sites that do not qualify as
natural areas (see Natural Areas Inventory below), but still provide habitat, scenery and other
community benefits. Examples of open spaces include farm fields, golf courses, utility
corridors, woodlots and simple view sheds with no developments or parkland. The
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community’s open spaces are significant resources worthy of preservation. Several potential
methods for protecting the community’s open spaces are outlined in the Implementation
Tools and Strategies section below.
Natural Areas Inventory
In 2006, the City retained the consulting firm of Hoisington Koegler Group, Inc. (HKGi) to
inventory the community’s natural areas, and further updated this map as part of the 2040
Comprehensive Plan update. This inventory consolidated natural areas into three categories:
Highest Priority, Lower Priority, and Other Natural and Greenway Planning Efforts. These three
categories are characterized below and illustrated on the Map 3.9. This map and its associated data
are intended to serve as a resource for the City to identify natural areas to be preserved, protected or
restored during the development process. Additional information about this map, including land
ownership data and the criteria used to classify an area as either highest or lower priority, may be
obtained from the City’s GIS Department.
• Highest Priority. The Highest Priority classification is comprised of areas that are the most
important water quality and habitat resources in the City. This classification includes six (6)
items: open water; wetlands; seventy-five (75) foot buffer around open water and wetlands;
land within the 100 and 500 year floodplains; Natural Community Land (as identified by the
Minnesota County Biological Survey); and Natural/Semi-Natural land cover (including at
least one of the following: land with native vegetation; presence or habitat for a state
endangered or threaten animal or plant; or land within 300 feet of a lake, stream, or water
body).
• Lower Priority. The Lower Priority classification areas are natural areas that have habitat
and water quality value but have experienced some disturbance or are dominated by non-
native species. Lower Priority areas includes three (3) items: Natural/Semi-Natural land
that does not meet the criteria outlined in the High Priority category; land having man-made
impervious surface of less than twenty-five (25) percent and at least fifty (50) acres in size;
and areas of significant tree cover (as identified by the City’s Parks and Recreation staff).
• Other Natural Area and Greenway Planning Efforts. This category includes three
proposed greenway or trail locations: the Mississippi River Greenway, the Northern Dakota
County Greenway and the Rosemount Interpretive Corridor. The City should work with
landowners, adjacent cities and Dakota County to implement these greenways.
According to the American Planning Association’s Planning and Urban Design Standards,
Greenways are lands set aside for preservation of natural resources, open space and visual
aesthetic/buffering. Greenways also provide passive-use opportunities, most often in the
form of trails and occasionally nature centers. The key focus is on protecting ecological
resources and providing wildlife corridors. In the broadest application, greenways form a
network of interconnected natural areas throughout a community. They function as part of
a borderless system that links together parks, natural open space and trail corridors.
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• Future/Expanded Natural Areas Inventory. The Natural Areas Assessment and
associated map represent a good generalized inventory of the community’s environment and
natural resources. However, a goal of this plan should be to expand on this inventory to
include additional resources both within and outside Rosemount. An expanded assessment
should work to identify additional important resources, classify criteria for ranking important
resources, and categorize criteria to create a priority map. Additional important resource
could include any of the following nine items: open space/recreation opportunities, bluff
areas and slopes, soils (including aggregate), ground water, wildlife/endangered species,
woodland/forested areas, non-woody upland vegetation, solar, and wind.
NATURAL RESOURCES PLAN
The plan section outlines five (5) environment and natural resources goals and their associated
objectives. It also identifies tools and strategies to help implement the community’s vision, goals
and objectives.
Goals and Objectives
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.
a. Protect wetlands the natural resources identified in the Natural Resource Assessment
from environmentally insensitive development.
b. Continue to support the work of the Rosemount Environmental and Sustainability Task
Force (REST) to advise the City Council on environment, resiliency, and natural
resource issues.
c. Encourage and support tree planting and restoration efforts especially plantings of
native, non-invasive species.
d. Work with development and redevelopment to reduce the use of non-renewable
resources and to reduce pollution.
e. Identify methods to quantify and reduce the community’s Carbon Footprint.
2) Utilize natural resource areas to provide an overall open space system that satisfies the
physiological and psychological needs of both individuals and the community.
a. Expand the Natural Resources Assessment to identify additional important resources,
classify criteria for ranking important resources, and categorize criteria to update the
priority map.
b. Connect and coordinate existing natural resources areas through a continuous greenway
network creating a more ecological system of open space.
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c. Encourage through development incentives, the preservation and management of all
natural resource amenities.
d. Develop partnerships with non-profit or private organizations, neighborhood groups or
other interested parties for the purpose of acquiring targeted open spaces.
e. Support the construction of soft, permeable, low impact trails in natural areas when
feasible.
3) Create a livable community where future development respects and integrates the natural,
cultural, and historic resources of the community while maintaining or enhancing economic
opportunity and community well-being.
a. Encourage 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.
b. Use natural resource open space to physically separate uses which are incompatible by
scale or function.
c. Conduct a sustainability audit to identify and develop how the City can enhance livability
through sustainable practices.
d. Promote environmentally friendly design standards such as Active Living, Smart
Growth, Leadership in Energy and Environmental Design (LEED) and the like.
e. Study the feasibility and economic viability of creating a Green Fleet of City vehicles.
4) Encourage activities that reduce the consumption of finite resources and ensure there are
opportunities to re-use or recycle natural resources.
a. Encourage activities that conserve energy and result in less/no pollution output such as
waste reduction, alternative transportation modes, alternative energy sources and
composting.
b. Encourage and support sustainable farming practices including Integrated Pest
Management (IPM) and the Minnesota Department of Agriculture’s “Best Management
Practices” for specific crops.
c. Encourage limited and responsible use of herbicides, pesticides and fertilizers on
residential and public lands.
d. Reduce the waste stream and create a sustainable environment by continuing to provide
and encourage curbside recycling of reusable waste materials through educational events,
promotional materials and volunteer efforts.
e. Reduce City government’s use of scarce and non-renewable resources and actively
support similar efforts throughout the community.
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5) Work with federal, state, regional, and local governments as well as with resident groups and
nonprofit organizations to protect natural resources both within and around the City of
Rosemount.
a. Continue implementation of the Mississippi River Recreation Area (MNRRA) plan.
b. Support and encourage community efforts in environmental awareness, education and
stewardship.
c. Establish and maintain conservation areas for wildlife management and education and
scientific purposes.
d. Work with Dakota County Technical College and the University of Minnesota at UMore
Park to promote environmental education.
e. Promote the extension of natural resource corridors into adjacent jurisdiction.
Implementation Tools and Strategies
The environment and natural resources implementation tools and strategies are divided into eight (8)
categories, each of which is detailed below. These are intended to provide examples of tactics to
realize this plan. Each category should be reviewed and implemented in compliance with this plan.
1) Advisory Committee Establishment. The Rosemount Environmental and Sustainability
Task Force (REST) has been established by the City to serve as an advisory board to the City
Council on environment and natural resource issues. The REST reviews certain land use
and development proposals and recommends policies, ordinances, and procedures to
enhance the City’s environment and natural resources. The REST also provides direction
regarding creation of greenways, protection of cultural and ecological assets within the
community and guidance concerning community-wide education programs. The City
Council appoints members of the REST from residents, members of existing advisory
boards or the City Council.
2) Future/Expanded Natural Areas Assessment. An expanded assessment should work to
identify additional important resources, classify criteria for ranking important resources, and
categorize criteria to update the priority map. Additional important resources could include
any of the following nine items: open space/recreation opportunities, bluff areas and slopes,
soils (including aggregate), ground water, wildlife/endangered species, woodland/forested
areas, non-woody upland vegetation, solar and wind.
3) Economic Development. Natural Resources are a vital component of economic activity.
Uses for natural resources range from raw materials for industrial activity to environments
for active and passive recreational opportunities for both residents and tourists. Balancing
environmental needs with economic growth is a vital component of environment and
natural resource planning. One strategy to attempt this would be to promote the
development of “Clean Industry” or “Green Collar” jobs including biomass/biofuel, solar,
and wind production. Development of these industries could serve to compliment and
diversify Rosemount’s existing agriculture and fuel refining industries.
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4) Design Guidelines. Design guidelines are supplementary documents that further define
the community’s vision by identifying desired elements for a given development topic or
special planning area. For example, Rosemount has already developed design guidelines to
help direct the redevelopment of Downtown. Other development topics or special planning
areas to consider include: Energy-Efficient Development, Green Infrastructure, LEED -
ND (Leadership in Energy and Environmental Design for Neighborhood Design), State of
Minnesota Sustainable Building Guidelines, Growth Management, Smart Growth and Active
Living. Once guidelines are developed they could be used to create specific zoning
standards (see Ordinance Development below). While Active Living policies are further
defined in Appendix A, the City should study development of these other tools as part of
comprehensive plan implementation.
5) Ordinance Development. To date, the City of Rosemount has created several ordinances
to implement the community’s environment and natural resources vision. These ordinances
include: Agriculture Preserve, Shoreland Management, Floodplain, Tree Protection, Wetland
Protection and Individual Sewage Treatment ordinances. Additional items for the City to
research and consider include: Open-Space Preservation or Clustering, Wellhead Protection,
Aggregate Resources Protection and Natural Resource Overlay Ordinances (see Minnesota
Environmental Quality Board Model Ordinance).
6) Open Space Preservation. The rationale for creating open space or cluster standards is to
guide development to preserve contiguous open space and protect natural resources that
would otherwise be lost through the typical development process. Examples of these zoning
techniques include: Conservation Easements, Transfer of Development Rights, Purchase of
Development Rights, Preferential Taxation, Property Acquisition and Land Banking. The
intent of these methods is not to alter the overall density of a project but rather to transfer
density from desired preservation areas to other developable areas. The result being that
private property owners are granted reasonable economic use of their property without
adversely impacting the natural or open space resources desired by the community as a
whole.
7) Education Outreach. Education outreach is an essential yet often underutilized
component of environment and natural resource planning. While environmental issues have
become more mainstream, many people do not realize how their daily personal habits impact
the environment. To this end, the City should develop educational materials and resources
for residents in the areas of composting, recycling, landscaping, energy use, personal
consumption and other conservation issues. In addition, the City should develop
partnerships with organizations whose mission is to educate the public about environmental
protection and natural resource management. Potential partners and resources for these two
strategies include the Department of Natural Resources, Friends of the Mississippi River, the
Metropolitan Council, the Minnesota Sustainable Communities Network, the University of
Minnesota (U More Park), Dakota County Technical College, Home Owners’ Associations
and District 196 schools as well as the Environmental (Zoo) School.
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8) Intergovernmental Cooperation. Environmental resources span across local, state and
international boundaries. Examples of this include the Mississippi River which runs through
Rosemount to several other states and into the Gulf of Mexico or the air pollution produced
by Rosemount residents and industry which flows into the surrounding region. While
Rosemount’s impact on the world’s water and air resources is relatively small, these examples
serve to illustrate the interconnection between local decisions and global environmental
resources. As a result, the City of Rosemount should develop partnerships with others
(local, regional, state, national and international) groups and agencies committed to
environmental and natural resource preservation, protection and restoration.
SPECIAL RESOURCE PROTECTION
HISTORIC SITES
The City of Rosemount does not have any nationally or locally designated historic sites; however,
there are many historic resources found throughout the City that contribute to the sense of place
and community and make Rosemount unique in this region. Some of these historic resources
include: several downtown buildings, many of which were constructed in the late 19th and early part
of the 20th Century, UMore Park which housed the Gopher Ordinance Works at the end of World
War II (the ruins of many buildings and structures are still scattered across the site) and later served
as a research center for the agricultural program at the university of Minnesota, a large supply of
residential structures between 50-100+ years old west of downtown, historic farmsteads that have
been used for farming in excess of 100 years, and the large industries initially constructed in the
1950’s and 60’s in eastern Rosemount and long the Mississippi River.
Redevelopment
The City of Rosemount has over 150 years of history and, as a result, there are many properties
within the City that have been impacted by previous development. Downtown Rosemount, the
Robert Trail South corridor, UMore Park (the former Gopher Ordnance Works), and the industrial
east side are all areas that have fifty or more years of development history. Abandoned and
demolished buildings, former dump sites, and other environmental concerns exist in these areas. It
is in the public interest to address, clean up, and redevelop these areas instead of ignoring them and
developing only farm fields and vacant sites.
The City, in cooperation with other government agencies, has an interest in seeing that the sites with
environmental concerns are addressed and redeveloped into their full potential. The redevelopment
of these properties not only eliminates the environmental concerns from worsening in the future,
but also adds tax base, employment opportunities, and housing to the community. The City will
work with the other governmental agencies to assist land owners in redeveloping their properties
that have environmental issues.
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SOLAR ENERGY
Minnesota Statutes Section 473.859, Subdivision 2, requires that local governments in the
Metropolitan Area include an element for protection and development of access to direct sunlight
for solar energy systems in the Comprehensive Plan. The rationale for including a solar access
protection element in the Comprehensive Plan is to assure the availability of direct sunlight to solar
energy systems. According to the Metropolitan Council, “a major share of energy consumed in
Minnesota is used for purposes that solar energy could well serve such as space heating and cooling,
domestic hot water heating and low-temperature industrial processes. Collection of solar energy
requires protection of a solar collector’s skyspace. Solar skyspace is the portion of the sky that must
be free of intervening trees or structures for a collector to receive unobstructed sunlight.” According
to the Minnesota Energy Agency, “simple flatplate collectors have the potential to supply one half of
Minnesota’s space heating, cooling, water heating and low-temperature industrial process heat
requirements.” The City will take the following measures to ensure protection of solar access where
appropriate:
• Within Planned Unit Developments, the City will consider varying setback requirements in
residential zoning districts, as a means of protecting solar access.
• The City will encourage the use of solar energy and other systems using renewable energy in
new public buildings
• The City has adopted an Alternative Energy Ordinance that allows for solar collection
systems on private property and has also implemented Ordinance revisions to allow
community solar gardens in areas outside of the MUSA boundary.
A map of the gross solar potential, which predicts the areas in Rosemount that could potentially
collect a higher level of solar energy, is included as Map 3.10.
AGRICULTURAL PRESERVES
State Statute 473H allows land owners to enroll land that is guided and zoned for long term
agriculture into the Agricultural Reserve program in exchange for reduced property tax rates.
Approximately 656 acres of land within Rosemount is currently enrolled in the Agriculture Preserve
program, as shown on Map 3.11. The parcels enrolled in the program are located in the extreme
southeastern portion of the City, and all but one of these is located east of US Highway 52. All
Agricultural Preserve lands are also located outside of the 2030 MUSA, with 241 acres within the
2040 MUSA and the remaining 415 acres outside of any MUSA boundary. None of these property
owners have applied to withdraw the land from the Agricultural Reserve program and the City does
not project to need these areas for future development for at least another decade.
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Minnesota Statute 473H.08 Subd. 3 provides the City the ability to initiate the withdrawal of land
from the Agriculture Preserve by changing the land use designation to some use other than
agriculture. The City has designated 120 acres north of Coates as Business Park. This 120 acres of
land is expected to develop after 2030 and the City does not need to initiate the eight year waiting to
withdraw from the Agriculture Preserve program at this time. The City will monitor the Agriculture
Preserve status of this land and act as needed to ensure that this land is available for development
post-2030.
The City will guide all other land within the preserves program with a minimum density of one
dwelling unit per 40 on future land use map. The City has created a separate land use category for
these properties and will also be monitoring these sites in the future.
AGGREGATE RESOURCES
In 2000, the Metropolitan Council in cooperation with the Minnesota Geological Survey produced a
report entitled “Aggregate Resources Inventory of the Seven County Metropolitan Area,
Minnesota.” The report indicated that there are deposits of Superior Lobe Sand and Gravel of good
to excellent quality and Prairie du Chien Dolostone within the City of Rosemount as depicted on
Map 3.12 (Aggregate Resources).
Predominate areas of aggregate resources in Rosemount are located in central and southeastern
Rosemount, and are generally situated in areas planned for future development by 2040. Larger
areas east of US Highway 52 along the Mississippi River and along the County Road 46 corridor are
located outside of the 2040 MUSA boundary.
The City of Rosemount has previously prepared regulations that permit the extraction of aggregate
resources as an interim use within designated areas provided it does not prohibit the orderly
development of the land within the 2030 MUSA boundary. There are presently seven mineral
extraction operations of various sizes operating in the community including:
• Dakota Aggregates – Approximately 800 acres (with ancillary uses)
• Shafer Contracting – 93 acres
• Bolander and Sons – 15 acres
• Vesterra Stonex – 155 acres
• Danner Construction – 75 acres
• Max Steininger, Inc. – 38 acres
• Furlong Excavating – 30 acres
In total, the Rosemount has permitted mineral extraction activities on over 1,200 acres of land
dispersed throughout the City’s future growth areas. The continued expansion of mining operations
threatens the City’s ability to plan for future development of these areas, especially as new housing
and commercial uses continue to move east of Akron Avenue and south of County Road 42. The
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City recognizes the regional benefit of aggregate resource extraction; however, in order to ensure
orderly growth and development in accordance with this Chapter, the City will consider ordinance
revisions to either further restrict or eliminate mineral extraction uses for properties within the 2040
MUSA. Any such changes will acknowledge existing operations and allow them to continue
operating under their current permits with no further expansion of approved mining areas.
Countering the advantages of a locally available source of gravel is the nuisance aspect of gravel
mining. Gravel mining generates dust, noise and heavy truck traffic. It’s presence as an interim use
may also forestall the lands development into a permanent permitted use. The Rosemount City
Code regulates the permitting requirements and operating conditions of mining facilities, in part to
address and minimize potential land use conflicts. All mining permits are reviewed on an annual
basis, which gives the City the opportunity to modify operating permit conditions as necessary to
address issues.
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Rosemount 2040 Comprehensive Plan Chapter 4 – Housing
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CHAPTER 4: HOUSING
HOUSING SUMMARY
ROSEMOUNT HOUSING CHARACTERISTICS
The type of housing available within Rosemount and its distribution throughout the community is
closely tied to its history. The community started as a small railroad community founded over 150
years ago; became a growing community on the outskirts of the Twin Cities in the early part of the
20th century, and is now a fast growing suburb within the larger metropolitan region. In accordance
with these historical growth patterns, housing in Rosemount is generally distributed as follows:
• Older, pre-1940’s neighborhoods immediately adjacent to downtown that follow a rigid grid
street system west of South Robert Trail located north and south of 145th Street West. The
City has seen several redevelopment projects in the past 10 years that have brought new
mixed-use development and higher densities into the Downtown area.
• Post war construction in the 1950’s up though the 1980’s and the creation of new
neighborhoods further to the west, southwest, and northwest of Downtown. These
neighborhoods were dominated by single family homes that generally followed the pre-war
grid pattern of the City’s historic downtown, but became more curvilinear as development
pushed outward. In the latter part of the post war era, the City began to see an increase in
townhouse and other attached dwelling units.
• Continued outward expansion mostly north of Connemara Trail and south of 156th Street
and eventually east of Downtown from the 1990’s to the present. There was a significant
increase in housing during this time frame, particularly between 1999 through 2005, during
which the City added nearly 400 new dwelling units each year. Townhouses and multi-family
units accounted for roughly half of the housing during this growth period; however, starting
in 2009, townhouse and multifamily construction significantly diminished.
• Agricultural and rural development areas outside of the City’s urban growth areas, including
rural large-lot development in the northern part of the City and farmlands east of Akron
Avenue. A majority of these areas are within the City’s planned urban service area or within
the Metropolitan Council’s urban reserve.
Like other communities within the Twin Cities Metropolitan Area, the economic downturn of the
late 2000’s had a significant impact on the pace of residential construction in Rosemount. In 2011,
Rosemount issued permits for 53 new residential units, down from the peak of 551 new units in
2004. Over the past four years, the City has seen an increase in residential building, with an average
of 175 new units each year over this time period. Any excess inventory associated with the
downturn appears to have been long-since absorbed by the market, and much of the vacant or
agricultural land north of County Road 42 along Akron Avenue and north of Bonaire Path and east
of Akron Avenue has been subdivided for residential homes. For purposes of future planning, the
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City is estimating that there are approximately 500 acres that are guided for residential development
and vacant as of 2018 in the area north of County Road 42 and east of Akron Avenue. This land is
not sufficient to meet the expected demand for housing over the time frame of the Plan; therefore,
the City is planning for residential construction within two new development areas: The University
of Minnesota property known as UMore Park and the area south of County Road 42 and east of US
Highway 52.
From 2010 to 2018, Rosemount has grown by 11%, which represents a modest rate of growth, but
not anywhere near as rapid as the growth experienced in the preceding decade. Consistent with the
Metropolitan Council’s regional projections, Rosemount expects to average 200 to 300 new housing
units each year through 2030, with the potential for additional units depending on the timing of the
UMore development. As noted in the Land Use Chapter, housing units within UMore are being
tracked separately for purposes of estimating the City’s future household and population growth.
TABLE 4.1: POPULATION AND HOUSEHOLD GROWTH 2010-2018
Year Population Households
2010 21,874 7,587
2011 22,139 7,666
2012 22,384 7,739
2013 22,605 7,821
2014 22,490 7,852
2015 23,042 8,095
2016 23,559 8,296
2017 23,965 8,455
Source: Met Council Annual Population Estimates
Within the past 10 years, the City has seen the demand for senior housing increase and it is projected
to remain strong as an aging population looks to stay within the community.
EXISTING HOUSING NEEDS
HOUSING UNITS
In 2000, Rosemount was predominately a community of single family homes, with small areas
devoted to townhouses, smaller apartment buildings near 145th Street and Dodd Boulevard, and
senior apartment buildings in Downtown. In the early part of the 2000’s through latter part of this
decade, the City experienced near equal construction of single family and multiple family housing,
and saw townhouses constructed in the Bloomfield neighborhood, along Chippendale Avenue south
of County Road 42, and within ½ mile of the intersection of Connemara Trail and South Robert
Trail along with some high density housing consisting of the two 55-unit apartments of Bard’s
Crossing.
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Starting in 2008, townhouse and apartment construction in Rosemount decreased substantially while
the number of new single family homes built each year remained fairly consistent, albeit at a slightly
lower level than earlier in the decade. The City also saw a general trend with approved medium and
higher density projects being amended through the City approval process for lower density
development. Over the last four years, townhouse and apartment activity has picked up substantially,
including projects such as the Dakota County Community Development Agency (CDA) Prestwick
Townhomes workforce housing, St. Croix Homebuilders infill project near the Chippendale water
tower, continued development of townhouses and multi-family within Harmony, two larger senior
projects in downtown, and the 225-unit Rosemount Crossing multi-building apartment development
immediately east of Downtown.
During the latter part of the 2000’s the City received several requests to lower approved project
densities within approved higher density residential developments. With the recent resurgent
demand for apartments and multi-family housing, the City recognizes the need to plan for new
higher density housing areas to ensure that there is adequate room to accommodate these uses in the
future and to clearly identify such sites early in the planning process.
TABLE 4.2 – TYPE OF HOUSING
1990 2000 2010 2017
Single Family
Detached
2,133 3,592 5,248 5,764
Townhomes 168 714 1,428 1,518
Duplex. Triplex and
Quad
101 66 76 84
Multifamily (5 or
more units)
243 306 920 1,072
Manufactured Home 197 165 181 175
Other (Boat, RV, Etc.) 24 0 0 0
Total 2,866 4,843 7,853 8,613
Source: U.S. Census Bureau Decennial Census and Met Council Housing Stock Estimates
In 1990, over 81% of the City housing consisted of single family detached dwellings; however, this
percentage has been decreasing each decade since and as of 2017 stands at 69% of the overall
number of units in the community (For the calculation of housing type, manufactured homes are
combined with the single family detached number, although they are also considered a medium
density residential development pattern). Since 2010, the mix between single family and multi-family
units has remained fairly constant, with roughly 1/3 of all units multi-family.
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TABLE 4.3 – TYPE OF HOUSING BY PERCENTAGE
Year Single Family Units Multi-Family Units (Including
Duplex and Townhomes)
1990 81.3% 17.9%
2000 77.6% 22.4%
2010 69.1% 30.9%
2017 69.0% 31.0%
Source: U.S. Census Bureau Decennial Census and Met Council Housing Stock Estimates
BUILDING PERMITS
Data from the City’s building department illustrates the long range construction trends in the
community, and further helps describe the timing and allocation of different housing types. The
chart below clearly illustrates the housing boom in the 2000’s, the severe downturn in 2009, and the
recent period of recovery back to normalized pre-recession levels.
TABLE 5.4 – NUMBER OF BUILDING PERMITS BY YEAR 1980-2018
Source: Rosemount Building Department
HOUSING AFFORDABILITY
The Area Median Income (AMI) is the midpoint of a region’s income distribution: half of
households in a region earn more than the median and half earn less than the median. For housing
policy, income thresholds are set relative to the area median income, for instance, 50% of the area
median income, to determine the affordability of a given unit. To help determine the relative need
for housing within the City of Rosemount, the City is required to document the amount of housing
that is affordable across various income thresholds.
0
100
200
300
400
500
600
1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018
SF
TH
MF
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In 2016, the Metropolitan Council estimated that there were 8,469 housing units in Rosemount, and
of those units 1,073, or 12.7%, were considered affordable (units affordable to households with low
incomes (below 50% of AMI). A full breakdown of these estimates for three income thresholds is
included in the following chart:
TABLE 4.5 – EXISTING AFFORDABLE HOUSING UNITS 2016
Household Income Number of Units Percentage of Units
At or Below 30% of AMI 360 4.3%
31% to 50% of AMI 713 8.4%
51% to 80% of AMI 3,317 39.2%
Units at or Below 80% AMI 4,390 51.9%
Total Housing Units 8,469 100%
Another way to look at housing affordability is to examine the number of households that utilize a
larger share of their income for housing. A dwelling unit is generally considered affordable when a
household spends less than 30% of their gross income on housing. Conversely, if the household
spends more than 30% of the gross household income on housing, it is considered a housing cost
burden. The Metropolitan Council has estimated that within the income ranges documented in this
plan (up to 80% of AMI), there were 1,600 housing cost-burdened households in Rosemount as of
2016. The full breakdown of these households is as follows:
TABLE 4.6 – HOUSING COST-BURDENED HOUSEHOLDS IN 2016
Household Income Number of
Households
Percentage of
Households
At or Below 30% of AMI 359 4.2%
31% to 50% of AMI 612 7.2%
51% to 80% of AMI 629 7.4%
HH at or Below 80% AMI 1,600 18.9%
Total Households 8,469 100%
As of 2016, the City estimated that there are 535 publicly subsidized housing units in Rosemount,
which includes 143 subsidized senior units and none that are subsidized for people with disabilities.
(This information is derived directly from the Housing Link Streams public database and Dakota
County Community Development Agency records).
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HOUSING TENURE AND TYPE
Tenure is a term to describe the difference between a house that the owner resides in and a house
that the owner rents to another family. Overall in Rosemount 85% of housing units are owner-
occupied while slightly fewer than 14% are renter-occupied. Over the last two decades, the rate of
ownership has decreased slightly, primarily due the increased number of multi-family units that have
been built in relation to single family homes. Throughout Dakota County, in communities that area
considered “growth communities”, 77% of multi-family housing is rental. Single family homes in
these communities are primarily owner-occupied, with slightly more than 93% in this category.
TABLE 4.7 – HOUSING TENURE AND VACANCY
Type 1990 % 2000 % 2010 % 2017 %
Owner
Occupied
2243 78.3% 4188 86.4% 6639 84.5% 7124 84.5%
Renter
Occupied
536 18.7% 554 11.4% 948 12.1% 1174 13.9%
Vacant 87 3.0% 103 2.1% 266 3.4% 132 1.6%
Total 2866 - 4845 - 7853 - 8430 -
Source: US Census Bureau and American Community Survey
The City of Rosemount’s tenure by housing type is projected to be single family homes consisting of
93% ownership and 7% rental, and multiple family homes consisting of 25% ownership and 75%
rental.
TABLE 4.8 – TENURE BY TYPE OF COMMUNITY 2011
Rental Home Ownership
Housing Type Dakota County Growth
Communities
Dakota County Growth
Communities
Single Family 7.5% 6.8% 92.5% 93.2%
Multiple Family 81.6% 77.0% 18.4% 23.0%
*Source: Comprehensive Housing Needs Assessment for Dakota County (2013)
Housing Values
Map 4.1 depicts all owner-occupied housing within Rosemount along with range describing the
estimated market value for this housing. According to the 2012-2016 ACS, the median housing
value in Rosemount was $240,300, and values have been rising steadily since 2013. No new single
family owner-occupied or rental units have been built since 2011 that met the affordability threshold
described in the projected housing need section of this Chapter (as of 2017 this represented a home
purchase price of $236,000 or a rental housing opportunity of $1,627/month for a two-bedroom
unit).
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SENIOR HOUSING
In 2006, Rosemount had 470 senior focused units, ranging from the two 55- unit four story
buildings of Bard’s Crossing to the 150 detached townhouses units of Evermoor Crosscroft. Since
this time the City added two larger senior housing in the downtown area consisting of the Cambrian
Commons and Rosemount Senior Living projects to bring the total number of senior units up to
622. 104 of these units are owned by the Dakota County Community Development Agency (CDA)
as affordable senior housing. There is the opportunity for additional senior housing in the Prestwick
neighborhood, where high density residential is designated and was part of the AUAR for the area.
Rosemount expects additional senior units to be constructed in the future as the baby boomers
retire and current Rosemount residents age.
TABLE 4.9 – LOCATION OF SENIOR HOUSING
Name Location Number of
Units
Bard’s Crossing SW Corner of Connemara Trail and S. Robert
Trail
110
Evermoor Crosscroft Connemara Trail and Evermoor Parkway 150
Harmony Senior Housing1 NE Corner of Connemara Trail and S. Robert Trail 60
Rosemount Plaza 145th Street and Burma Avenue 21
Rosemount Plaza 2nd Add. 146th Street and Burma Avenue 39
Cameo Place Cameo between 146th and 147th 44
Wachter Lake Chippendale Avenue south of 150th 46
Cambrian Commons Lower 147th Street and South Robert Trail 60
Rosemount Senior Living South Robert Trail and 143rd Street West 92
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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
After 2010 461 5.5%
2000 – 2009 3,042 36.1%
1990 – 1999 2,059 24.4%
1980 – 1989 1,302 15.4%
1970 – 1979 586 7.0%
1960 – 1969 531 6.3%
Before 1960 449 5.3%
*Source: 2017 ACS
HOUSING NEED ANALYSIS
Rosemount will continue to be a community predominantly 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:
• 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 Resources has acquired a substantial amount land for
buffering around its facility. Flint Hills has indicated it has no intention to allow residential
development within the buffer area, which has reduced the amount of MUSA land available
for new residential development in the community.
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• Land and development costs can make it difficult for builders to construct housing,
especially single family homes, that are affordable. Increased development costs are likely as
developable land becomes scarcer. It is estimated that much of the new affordable housing
created will be attached rather than detached units.
• New development areas within UMore and east of US Highway 52 will require major service
extensions and will require coordination between several land owners and the City.
• Siting multi-family housing in existing neighborhoods or rezoning existing developed areas
for higher density housing can lead to neighborhood opposition or infrastructure capacity
issues when higher densities were not included with initially approved development plans.
The City’s land use plan identifies locations suitable for higher density housing and will
encourage these areas to be considered with specific development plans.
• The demand for certain types of housing has varied considerably in the past, and future
housing construction will be subject to the current market conditions.
HOUSING ON INDIVIDUAL SEPTIC SYSTEMS
There are approximately 575 homes in Rosemount that are on their own individual septic system.
Generally, these homes are located in the rural residential area in northwest and north central
portions of Rosemount. Most rural residential lots are 2.5 acres or larger, but there are a number of
lots that are less than one acre in size. Lots 2.5 acres are larger are sized to provide multiple drain
fields should any one system fail. Unfortunately, lots less than one acre would have difficulty
locating a secondary drain field should their existing septic system fail. The City is making provisions
to assist neighborhoods with less than one acre lots within Transitional Residential areas to connect
onto a municipal system should the neighborhood request the assistance.
New rural residential housing on well and septic systems will be limited to the areas designated for
rural residential development in the north part of the City. Rural development lots will need to meet
requirements for providing both a primary and secondary system for new parcels and meet current
septic design standards.
PROJECTED HOUSING NEED
HOUSING PROJECTIONS
The Metropolitan Council projects that Rosemount will construct 2,300 additional housing units
between 2020 and 2030, and that it will add another 2,400 units in the subsequent decade.
TABLE 4.11 HOUSEHOLD PROJECTIONS
1990 2000 2010 2020 2030 2040
Households 2,779 4,742 7,587 9,300 11,600 14,000
New HH 1,323 1,945 2,845 1,713 2,300 2,400
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In 2013, the Dakota County Community Development Agency (CDA) hired Maxfield Research to
create a Comprehensive Housing Needs Assessment for all of Dakota County. The Maxfield
Research findings for Rosemount are provided on Table 4.12, with numbers from the previous
study also shown for the years 2000-2010 (included here for comparison purposes). These
projections show that single family housing will continue to generate the greatest market interest in
Rosemount, but with a steady demand for multi-family housing to support an older and increasingly
diverse population. For purposes of determining future demand and allocation of housing units,
Rosemount is using a rough approximation that 70 percent of new units will be single-family while
30 percent will be multi-family. The Maxfield projections for 2020-2030 show demand for units far
in excess of the Met Council projections; for the purposes of this Plan it is assumed that these units
will likely be developed sometime after 2040 and outside the current MUSA.
TABLE 4.12 HOUSING GROWTH PROJECTIONS
Dakota County Community Development Agency1 Met Council2
Single Family Multiple Family Total Total Number Percent Number Percent Number
2000-2010 1,850-1,950* 54% 1,515-1,680* 46% 3,365-3,630 2,845
2010-2020 1,280-1,301 60% 865-883 40% 2,145-2,184 1,713
2020-2030 4,400-4,527 85% 780-820 15% 5,180-5,347 2,300
2000-2030 7,530-7778 79% 3,160-2883 21% 10,690-11,161 8,958
* From 2005 Housing Needs Study
Rosemount expects to construct 7,303 new housing units between 2018 and 2040. The breakout of
these units by land use type is 3,028 low density (single family) units; 2,477 medium density
(townhouse) units; and 1,798 multi-family (apartment) units. The term “apartment” is used generally
to apply to all multiple story residential buildings regardless of rental apartment units or ownership
condominiums. The information on Table 4.13 will be used within the Land Use Element to guide
the proper location of these additional housing units.
TABLE 4.13 – ADDITIONAL HOUSING UNITS
Low Density Medium Density High Density Total
2018-2020 375 150 200 725
2020-2030 1,740 1,369 1,040 4,874
2030-2040 913 958 558 2,429
2018-2040 (Total) 3,028 2,477 1,798 7,303
AFFORDABLE HOUSING ALLOCATION
To fulfill the requirements of the Metropolitan Land Planning Act, the Metropolitan Council
allocates the number of affordable housing units each community needs to plan for in order to
address their share of the regional need for affordable housing units. The full methodology used for
determining Rosemount’s allocation is found in the Metropolitan Council’s Thrive MSP 2040
Housing Policy Document.
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In terms of fulfilling Rosemount’s regional obligations for affordable housing, the Metropolitan
Council’s allocation of affordable units within Rosemount for the 2020-2030 timeframe is 783
housing units. This definition translates into a home purchase price of $236,000 (or less), or a rental
housing opportunity of $1,627/month (or less) for a two-bedroom unit (as of 2017). If Rosemount
would like to retain and attract younger residents and families, it is critical to encourage greater
affordability within the future housing stock as well as provide options for rental housing.
TABLE 4.14 ROSEMOUNT AFFORDABLE HOUSING NEED ALLOCATION
Affordable Housing Need Allocation
At or Below 30% AMI 397
From 31 to 50% AMI 215
From 51 to 80% AMI 171
Total Units 783
In order to meet its obligation for affordable housing, Rosemount has guided land at densities
consistent with the Metropolitan Council guidelines for providing such housing, which includes:
• 12 units/acre to address the allocation of affordable housing need at <50% AMI. This
combines the allocation at <30% AMI and 31-50% AMI.
• 6 units/acre to address the allocation of affordable housing need at 51-80% AMI.
The table below is derived from the projections in Table 4.13, and has been calculated based on the
amount of vacant or undeveloped land within the 2030 MUSA boundary for Rosemount (excluding
the UMore area) and uses the low end of the projected density range for each land use category.
The high density number assumes that 13 acres (25% of the land area) in Downtown may be
redeveloped for high density housing at 20 units per acre, consistent with the City’s minimum
density requirement for the DT land use category.
TABLE 4.15 AFFORDABLE HOUSING CAPACITY
Total Undeveloped
Area (2020-2030)
Projected Number (At
Minimum Densities)
20 units Per Acre (DT) 12.9 258
12 Units Per Acre (HDR) 62 744
6 Units Per Acre (MDR) 217 1,302
The above chart illustrates that the City of Rosemount has the capacity to provide 1,002 units at
densities above 12 units per acre, which exceeds the City’s goal of 612 units at <50% AMI. The
potential for 1,302 units at 6 units per acre also exceeds the City’s requirement of 171 units at 51-
80% AMI.
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HOUSING GOALS AND POLICIES
1. Design subdivisions to create distinct neighborhoods that are part of the greater
Rosemount community.
A. Facilitate neighborhood planning for improvements which reinforce neighborhood
unity, safety, and community.
B. Preserve existing natural corridors or buffer yards to maximize the use of existing
landforms, open space, and vegetation to enhance resident’s quality of life.
C. All transitional residential areas shall provide a unique urban/rural character with a
mixture of housing types, but with a relatively low average net density of 2.0 dwelling
units per acre, with a lower density along areas guided for rural residential use.
D. Encourage the use of planned unit developments to protect and enhance natural
features, open space, and to provide appropriate neighborhood transitions.
E. Ensure connections between neighborhoods through natural and the built
environment to maintain a greater sense of community.
2. Provide recreational opportunities within and between neighborhoods.
A. Implement the Parks System Plan when locating parks and recreational facilities
within neighborhoods.
B. Incorporate pedestrian-friendly neighborhoods with sidewalks and trails as important
design elements.
C. Provide pedestrian and recreational trail connections with the adjacent land uses.
D. Trails shall be planned to connect public areas and create pedestrian pathways within
natural corridors.
E. Design medium density housing with private amenities and open space for the
residents of the medium density housing.
3. Design neighborhoods to incorporate the existing environment and natural
resources.
A. Streets shall be designed to follow the natural contour of the property and shall
provide necessary vehicle connections throughout the geographic area.
B. Steep slopes shall be protected from development.
C. Development near wetlands and woodlands shall follow the Wetland Management
Plan and Tree Preservation Ordinance to ensure their preservation/protection and
incorporation into the natural landscape design of each development.
D. Clustering of housing units shall be designed into planned unit developments and the
transitional residential area to conserve the land’s natural resources.
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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.
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7. Maintain the rural character of northwest Rosemount.
A. Discourage the placement of structures on top of exposed ridge lines.
B. Allow clustering where natural areas and active agriculture can be retained.
C. Maximize the retention of vegetation, maintain natural landforms, and minimize
lawn areas.
D. Define, during the platting process, building envelopes that avoid the location of
structures in areas needing to be preserved.
E. Protect open space or conservation areas with conservation easements. These tools
are intended to be used for environmental and scenic resource protection, not public
access.
IMPLEMENTATION
1. Zoning and Subdivision Ordinances
The Planned Unit Development process removes barriers to developments that provide a
mixture of rental and home ownership opportunities and offer life cycle housing. The PUD
process allows developers to include a mix of housing types as well as commercial uses that
serve the immediate vicinity.
2. Livable Communities Demonstration Account (LCDA)
The City can apply for funds to be used in support of developments that encourage higher
density and affordable or workforce housing.
3. Dakota County Community Development Agency
Coordination with the Dakota County Community Development Agency (CDA) will allow the
City to align its resources to promote the development of more affordable and workforce
housing. The City will partner with the Dakota County Community Development Agency
(CDA) to provide low interest loans to maintain and improve upon the communities’ housing
stock.
4. Tax Increment Financing (TIF)
Tax increment financing may be appropriate for developments that help achieve City goals with
regard to housing affordability. Site assembly and preparation are two examples of ways these
funds can be used.
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CHAPTER 5 : COMMUNITY FACILITIES
COMMUNITY FACILITIES SUMMARY
CITY OF ROSEMOUNT FACILITIES
City Hall/Police Station
City Hall and the Police Station are currently housed jointly in a two-story building located at 2875
145th Street W. City Hall is located on the upper level and the Police Station in the lower level. City
Hall houses all City Departments other than Public Works, Fire, and Parks and Recreation. The
Police Department is housed in the lower
level of the same building, and Public
Works is housed in the adjacent Public
Works Garages. The Fire Department is
housed at two Fire Stations and the Parks
and Recreation Department is located in
the Community Center.
As the City grows, it is expected that all
City Departments will need additional
facilities to serve needs of the growing
population. Short-term growth may be
accomplished by expansions of current facilities. Long-term growth may require relocation of at
least one of three facilities (City Hall, Police Station, or Public Works Garage) to accommodate
growth of the other two facilities. The City is embarking on a space needs study that will permit
planning for the future. Further discussions about costs and appropriate locations for facilities will
be part of the process.
Community Center and National Guard Armory
The mission of the Rosemount Community
Center is to provide a central gathering place: a
focal point for citizens of Rosemount and
surrounding communities to experience social,
cultural, educational and recreational
opportunities that enhance community wellness
and promote growth. The Community Center
has a multi-purpose arena, banquet room,
auditorium, gymnasium, and classrooms that
can accommodate groups from 25 to 1,000
people. Common activities at the Community
Center include hockey and broomball games,
weddings, anniversaries, reunions, and trade
and craft shows. The Minnesota National
Guard Armory shares the same building as the Community Center. The Armory is the headquarters
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and Main Command Post for the 34th Infantry Division of the Army National Guard, also known
as the “Red Bulls.” The Division has brigades in eight states, and its 1st Brigade has the distinction
of the longest continuous deployment of 16 months during Operation Iraqi Freedom.
Family Resource Center
In 1998, the City of Rosemount constructed the Family Resource Center and leased the facility to
the non-profit 360 Communities (formerly known as the Community Action Council). The City is
looking at an expansion of the structure to double in size, with construction slated for 2019. The
additional space will allow expansion of existing services and provision of new services by 360
Communities. 360 Communities is a nonprofit dedicated to helping families in crisis get back on
their feet, through the work of over 2,000 volunteers working out of more than 50 locations in
Dakota and Scott Counties. The lease to the Family Resource Center states that the facility will be
used for serving children and families in the community through services such as crisis intervention,
providing food, clothing, housing assistance, parenting support, and academic support through
mentorship, child care assistance, violence prevention, outreach and recreation.
Fire Stations
The City currently has two fire stations. Fire Station #1 is located at the northeast corner of Dodd
Boulevard and Shannon Parkway and is situated to serve the developed western portion of the City.
Fire Station #2 was constructed in 2006 and is located at Connemara Trail and Azalea Avenue. It is
situated near the Connemara Trail bridge over the Union Pacific rail line to allow fire protection for
the east side of the City without crossing the railroad. Future fire stations will be sited as needed to
serve the growing population.
Public Works Facilities
The Public Works Department has two facilities, the Public Works Garage located north of City
Hall on Brazil Avenue and the Public Works Storage Yard located at the former Village of
Rosemount Dump, west of South Robert Trail and north of Canada Circle. The Public Works
Garage houses public works employees and equipment, while the Public Works Storage Yard houses
the large quantity of supplies needed by the City, such as sand, gravel, and mulch. The City has
prepared the land along Canada Circle adjacent to the former dump for development into light
industrial uses.
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Steeple Center
The City purchased the former St. Joseph’s complex on South
Robert Trail in 2004. The southern third of the site was
subdivided and given to Dakota County for the Robert Trail
Library, which opened in early 2009. The brick church
building, built in 1924, was repurposed in 2010 as an assembly
hall and event space, named the Steeple Center. A 2015
addition included several meeting rooms and a lobby area with
café-style seating that is open to the public. The Steeple
Center is home to all senior activities, and the Rosemount
Area Arts Council hosts classes and events throughout the
facility.
PUBLIC SCHOOLS
The City of Rosemount is a part of four school districts, Independent School District (ISD) #196,
ISD #199, ISD #200, and ISD #917.
ISD #196
Rosemount-Apple Valley-Eagan ISD #196 serves the majority of the City of Rosemount. ISD #196
has two elementary schools (Rosemount and Shannon Park), one middle school (Rosemount) and
one high school (Rosemount) within the City of Rosemount. Middle and high school students who
live in Rosemount attend Rosemount Middle School and Rosemount High School. According to
2018-19 attendance boundaries, Rosemount elementary students are split among four elementary
schools and a magnet school. Generally, students in the north and east part of the City attend Red
Pine Elementary in Eagan, while students near Akron Avenue at Connemara and around
Downtown attend Rosemount Elementary. Students living in the northwest portion of the City
attend Shannon Park Elementary, while those in the southwest attend East Lake Elementary in
Lakeville. A small section of the City west of Shannon Parkway and north of County Road 42 is able
to attend the Diamond Path School of International Studies magnet school just across the border in
Apple Valley. The district recently acquired land in the southwest quadrant of the intersection of
Bonaire Path and Akron Avenue for the site of a future elementary school.
ISD #196 recently completed renovations that included minor expansions at the middle and high
schools, but district officials do not believe an additional high school will need to be constructed
during the period of the Comprehensive Plan.
ISD #199
Inver Grove Heights ISD #199 covers parts of the Flint Hills refinery and the industrial area directly
east of the refinery. Any students within this area attend Pine Bend Elementary, Inver Grove Middle
School or Simley High School. Rosemount is not expected to add any significant number of housing
units within the ISD #199 area during the 2040 Comprehensive Plan.
ISD #200
Hastings ISD #200 covers about 320 acres in the extreme southeast corner of Rosemount. Any
students within this area attend Pinecrest Elementary, Hastings Middle School or Hastings High
School. Rosemount is not expected to add any significant number of housing units within the ISD
#200 area during the 2040 Comprehensive Plan.
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ISD #917
ISD #917 is an educational partnership to provide vocation and special education to students of
need from the Burnsville, Farmington, Hastings, Inver Grove Heights, Lakeville, Randolph,
Rosemount, South St. Paul, and West St. Paul school districts. ISD #917 has a school within
Rosemount on the east side of Biscayne Avenue and south of the railroad tracks. The school was
initially constructed for approximately 100 students and to house offices for itinerate teachers. In
2017, the school district constructed a 10,000 square foot addition for 18 additional students and 45
staff. The itinerant teachers specialize in Braille, sign language, or other skills needed by students
with special needs. These itinerate teachers spend most of their time at the different schools of the
member school districts, but have their offices within the ISD #917 school in Rosemount.
Dakota County Technical College
The Dakota County Technical College (DCTC) is a two-year community college and technical
school and is a part of the Minnesota State Colleges and University system. DCTC is located at the
southeast corner of Akron Avenue and County Road 42. Currently, DCTC has a total enrollment of
2,254 students and offers student athletics including baseball, soccer, softball, basketball, and
volleyball, but no student housing. DCTC has
one ball field located on the north side of
County Road 42 and plays most of its games at
the Ames Soccer Complex and Baseball Field
on the east and west sides of the campus and
the UMore Softball Field just south of the
campus. DCTC has a long-term expansion plan
that includes development of four-year college
programs.
University of Minnesota
The University of Minnesota has one facility within Rosemount, the University of Minnesota
Outreach, Research, and Education (UMore) Park. UMore is 5,000 acres, approximately 3,000 of
which are located within Rosemount and the remainder south of the City in Empire Township.
UMore is the research and outreach component of the College of Food, Agriculture, and Natural
Resource Sciences. UMore also houses the Rosemount Research Center, which is a self-supporting
department that leases land to local farmers, police departments, other University departments and
private entities. In 2006, Sasaki and Associates created the UMore Park Strategic Plan that plans for
a mixed-use community on approximately 5,000 acres within Rosemount and northern Empire
Township. In 2013 an environmental review process, an Alternative Urban Areawide Review, was
conducted and approved using several different development scenarios, which is the basis for future
development discussions. The University is marketing land east of DCTC for light industrial and
business park uses, while the land west of DCTC and south of County Road 42 is proposed for
mixed density residential and commercial. Dakota Aggregates is mining the southern and western
portions of UMore Park, after which the land will be developed in accordance with plans that have
been developed for UMore.
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Private Schools
Currently, there are two private schools within the City of Rosemount. The First Baptist Church,
located at the northeast corner of 145th Street West and Diamond Path, operates a kindergarten
through 12th grade school. St. Joseph’s Catholic Church operates a kindergarten through 8th grade
school, located since the 2009 school year at the southeast corner of Biscayne Avenue and
Connemara Trail.
CHURCHES
Community of Hope Church
The Community of Hope Church is a congregation of the Lutheran Congregations in Mission for
Christ. In 2001, congregations from Burnsville, Lakeville, Eagan, and Apple Valley committed to
combine resources to create the church in Rosemount. Community of Hope Church began
worshipping at the Rosemount Middle School in 2002 and moved to its current location at the
northwest corner of 145th Street W. and Biscayne Avenue in 2005.
First Baptist Church
First Baptist Church began in 1959 with services in the old St. John’s Lutheran Church. In 1970,
First Baptist constructed its current church at the northeast corner of 145th Street W. and Diamond
Path. In 1971, the First Baptist School began with kindergarten through 4th grade. Currently, the
school serves students from kindergarten through 12th grade.
Lighthouse Community Church
Over 130 years old, the church was founded as St. John’s Lutheran Church. In the 1990’s, the
church became St. John’s Lighthouse, then the Lighthouse Community Church. Lighthouse is an
inter-denominational Christian church under the apostolic covering of the International Ministerial
Fellowship.
Our Savior Lutheran Church
Our Savior held its first worship services in 1964, and constructed its first church on the corner of
Diamond Path and County Road 42 in 1967. The church has had two building additions since 1967,
including the most recent in 2006 to add a gymnasium and a remodeled education wing. The church
offers a Christian preschool that presently serves 140 students age three through five.
St. John’s Lutheran Church of Rich Valley
St. John’s Lutheran Church was founded in 1911 at the corner of Blaine Avenue and 145th Street
East (County Road 42) as a member congregation of the Lutheran Church – Missouri Synod. The
current church was constructed in 1977 and the 1911 church was moved ½ mile east to property
owned by a member of the congregation.
St. Joseph’s Catholic Church
Founded in 1856 with services in private homes, the first church building was constructed in 1868
about three miles southwest of Rosemount. After that church was destroyed by a cyclone, the
second church was constructed in 1881 on the west side of South Robert Trail, south of 143rd
Street W., in Downtown Rosemount. In 1924, a brick church was constructed at the same site. St.
Joseph’s Parish School was constructed in 1953. St. Joseph’s moved to its current location at the
southeast corner of Connemara Trail and Biscayne Avenue in 2003. The school moved to the site of
the new church in 2009.
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The Well, a United Methodist Church
Formal incorporation took place in 1868 under the name German Methodist Episcopal Church with
services in private homes. In 1874, a church was constructed at the corner of 146th Street W. and
Burma Avenue. In 1962, 2.5 acres west of Canada Avenue were purchased and the current church
was constructed in 1963. Major expansions of the church building took place in 1988 and 2002. The
official name of the church was changed to the Rosemount United Methodist Church (RUMC) in
1968 and then to The Well, a United Methodist Church, in 2016.
PRIVATE RECREATION PROVIDERS
The Irish Sport Dome is a private recreation provider that is located on the grounds of the
Rosemount High School, directly west of the Rosemount Community Center/National Guard
Armory. The Irish Sports Dome is an enclosed inflatable fabric roofed dome that allows for multiple
athletic configurations that include softball, baseball, soccer, and football. Rosemount High School
uses the facility for practices during the school year, while youth recreation leagues use the facility
during the remaining times. The Irish Sports Dome has a long-term lease for the school property
and Rosemount High School will receive the dome at completion of the lease. The City will
encourage additional private recreational providers to locate within Rosemount, particularly for
indoor recreation. The City will also evaluate partnerships with other entities, such as ISD #196,
Dakota County Technical College, the Boys and Girls Club, Rosemount Area Athletic Association,
and the YMCA, to provide additional community facilities when it benefits all parties. In 2018, the
City approved an indoor field house, Hope Field House, to be constructed on land adjacent to Hope
Community Church when funding is secured for the project.
COMMUNITY FACILITIES GOALS AND OBJECTIVES
1. Provide community facilities for all age groups.
A. Encourage indoor recreation by private providers or public/private partnerships.
B. Work with ISD #196, the Boys and Girls Club, the YMCA and other
interested agencies to evaluate the feasibility of a teen center and youth
programming.
C. Annually review the services provided for seniors and explore partnerships
opportunities with other agencies.
D. Periodically review the community interest of an aquatic center either as a stand-alone
project or in conjunction with other athletic facilities.
E. Periodically review the community interest of a multi-purpose arena with the capability
for additional sheet(s) of ice.
F. Explore possible developers of or partnerships for a conference center.
G. Work with Dakota County, churches, and civic organizations to provide services for
residents in need.
H. Locate community facilities near their target population.
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5-7
2. Encourage the reuse or redevelopment of historic or culturally significant buildings.
A. Work with the Rosemount Historical Society to record and document historic and
culturally significant buildings and artifacts.
3. Provide municipal services that meet the needs of our growing population.
A. Evaluate expanding or relocating City Hall when service demands warrant.
B. Locate fire and emergency services to provide responsive service to urban residents.
C. Evaluate the police facilities needed to meet the demands of the community.
D. Determine the appropriate location for a centralized public works garage and storage
yard.
4. Encourage the establishment of citywide coverage of private utilities.
A. Encourage the installation of state of the art telecommunication infrastructure into
business parks and commercial areas to facilitate high technology businesses to locate
within Rosemount.
B. Encourage the establishment of private utilities that allow residents to work from home,
telecommute, or otherwise reduce the need to commute to work.
5. Locate private utilities where they have the least impacts.
A. Install new utilities underground and bury existing utilities where possible when land is
developed.
B. Encourage future utility transmission facilities or expansions to co-locate within existing
utility corridors to limit encumbrances on property owners and future development.
C. Encourage private utilities to co-locate or joint trench to limit the need for utility
easements and maximize the use of private property.
IMPLEMENTATION
1. Space Needs Study
By periodically reviewing the ways City facilities are utilized, the City can ensure capital
investments are made as efficiently as possible.
2. Collaboration with Private Partners
The City can identify opportunities to capitalize on overlapping goals with private athletic
associations to create new recreation opportunities.
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6-1
CHAPTER 6: ECONOMIC COMPETIVENESS
ECONOMIC DEVELOPMENT ELEMENT
ROSEMOUNT EMPLOYMENT BASE AND RESIDENT EMPLOYMENT
Rosemount is uniquely situated in the southeast Twin Cities metro area with prime access to
highways, ports and the regional airport. US Highway 52, a four-lane, north to south running
highway, connects Rosemount to Rochester and the Mayo Clinic and downtown St. Paul; the four-
lane, east to west running, County Road 42 connects Rosemount to Hastings and Burnsville and to
major routes leading into downtown Minneapolis; and the Mississippi River is on Rosemount’s
northeast boundary, including three barge terminals. The location of Rosemount’s economic base is
also uniquely situated compared to its population base. The majority of Rosemount’s households
are located in the western third of the City, while Rosemount businesses, industry, and institutions
are spread throughout the community. Taking advantage of these economic development
opportunities during the next 20 years will be the purpose of the Economic Competitiveness Section
of the Comprehensive Plan.
Table 6-1 shows the ten businesses and institutions that employ the most workers within
Rosemount. Two of the top three employers are educational institutions: Rosemount – Apple
Valley – Eagan – Independent School District #196 and Dakota County Technical College. It will
be important for Rosemount to maintain cooperative relationships with these institutions, not only
because of their importance as employers
within the City, but also to ensure that their
education programs prepare trained workers
for current and future Rosemount
businesses. Table 6-1 also shows that seven
of the remaining eight large employers are
manufacturing or industrial in nature. This
illustrates the importance of industrial
business for employment within the
community, and also points to opportunities
for additional tax base expansion into other
business sectors such as retail, services, or
financial.
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Table 6-1: Rosemount Top Ten Employers in 2018
Product or Service Employees
Flint Hills Resources Oil Refining 863
Rosemount Apple Valley Eagan
School District #196
Education 767
Dakota County Technical College Education 373
Proto Labs Prototyping and Production 300
Wayne Transports Trucking 300
Spectro Alloys Aluminum Smelting 179
Endres Processing Recycled Food Products 90
City of Rosemount Municipal Government 80
Eldorado Packaging Multiwall Bags 75
Minnesota Energy Resources Natural Gas 55
Source: City of Rosemount
Table 6-2 shows that 12,243 Rosemount residents were employed in 2015, while there were only
7,822 jobs offered by businesses within Rosemount, which requires over 4,400 people leaving
Rosemount to find employment. When looking at the various industries in which residents are
employed, the disparity between where residents work and what employment opportunities are
available in Rosemount is most marked in four industries: Retail Trade; Finance, Insurance, and Real
Estate (FIRE); Professional, Scientific Management and Administrative; and Educational, Health
and Social Services.
Of the four industries listed above, all but Retail Trade offer average wages that match Rosemount’s
level of household income. For example, in the professional, scientific, management and
administration (professional) industry, there are 1,329 Rosemount residents employed within this
field while there are only 223 jobs available in the City, creating an employment pool of 1,106
workers. Table 6-3 shows the average yearly wage for jobs within Rosemount for a worker in a
professional field is $51,447, while the metro area
average yearly wage is $68,744. Professional
businesses would typically be located within the
commercial, corporate campus or business park
land use designations of the Comprehensive Plan.
Commuting habits of Rosemount residents
reaffirm that much of the employment for
Rosemount residents is located outside of the City
borders. Approximately 43% of residents commute
to a place of employment located outside of
Dakota County. Additionally, 40% of all residents
have commute times longer than 30 minutes.
Providing places of employment within the
community for Rosemount workers will reduce the overall cost of commuting and strengthen the
local economy. Reduced commuting costs can have a positive impact on the local economy by
freeing up income that would normally be spent getting to and from work for more discretionary
spending.
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6-3
The City should recruit businesses in the financial, insurance, and real estate (FIRE) and other
professional industries to locate within Rosemount. There is a significant amount of Rosemount
residents who are employed in these fields from which the new businesses could draw their
employees. It is anticipated that there will be a continued labor shortage over the next decade as the
population ages and the birth rate declines. The commute information, coupled with the education
attainment of Rosemount residents, serves as a proxy for an available workforce in the City. In the
future, with additional residential growth, promoting the availability of a community workforce will
be one of the City’s business attraction strategies.
Table 6-2: Comparison of Employees to Employers within Rosemount in 2015
Rosemount
Residents
Employed by
each Industry
Number of Employees
in Rosemount
Businesses by Industry
Deficiency of Jobs
within Rosemount to
match Resident's Place
of Employment
Agriculture 33 0 -33
Arts, Entertainment, Recreation and
Food Service 950 42 -908
Construction 358 1,214 856
Educational, Health and Social Services 2,742 1561 -1,181
Finance and Insurance, and Real Estate 1,300 120 -1,180
Information 350 16 334
Manufacturing 1,296 1,962 666
Other Services (Except Public
Administration) 575 154 -421
Professional, Scientific, Management
and Administrative 1,329 223 -1,106
Public Administration 540 318 222
Retail Trade 1,391 224 -1167
Transportation, Warehousing and
Utilities 909 1,133 224
Wholesale Trade 470 86 -384
Total 12,243 7,822 -4421
Source: Minnesota Department of Economic Development and US Census Bureau
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6-4
Table 6-3: Rosemount Industries in 2012
Establishments Employees Total Wages
Average
Weekly Wage
Average
Yearly Wage
Accommodation and Food Services 29 466 $5,105,000 $210 $10,954
Administrative Support and Waste
Management & Remediation Services 23 207 $8,089,000 $751 $39,077
Agriculture, Forestry, Fishing,
Hunting and Mining 4 32 $1,846,751 $1,127 $57,711
Arts, Entertainment, and Recreation 12 87 $866,000 $191 $9,954
Construction 59 811 $46,605,926 $1,105 $57,467
Health Care and Social Assistance 36 393 $7,502,000 $367 $19,089
Manufacturing 19 1440 $138,167,000 $1,845 $95,949
Other Services (Except Public
Administration) 27 221 $6,999,000 $609 $31,669
Professional, Scientific, and Technical
Services 55 94 $4,836,000 $989 $51,447
Public Administration 3 43 $2,279,736 $1,020 $53,017
Real Estate, Rental and Leasing 9 14 $386,000 $530 $27,571
Retail Trade 34 347 $8,250,000 $457 $23,775
Transportation, Warehousing and
Utilities 20 706 $44,792,000 $1,220 $63,445
Source: Minnesota Department of Employment and Economic Development
ROSEMOUNT PORT AUTHORITY
In 1979, the City of Rosemount established the Rosemount Housing and Redevelopment Authority
(HRA), which implemented a number of projects, most notably the Rosemount Plaza block located
southeast of the intersection of 145th Street West and South Robert Trail. In 1991, the City
converted the HRA into the Rosemount Port Authority for the purpose of undertaking housing,
economic development, and redevelopment activities within the City. The Port Authority has seven
members consisting of up to five Councilmembers including the Mayor, and at least two appointed
residents.
The Port Authority sets the economic development policy for the City, acquires and demolishes
buildings on blighted and underutilized land for redevelopment, and recruit’s new businesses to
locate within Rosemount, among other responsibilities. Many of the programs described within the
Economic Competitiveness Element, such as Downtown Redevelopment and the establishment of
the Rosemount Business Park, have been or are being accomplished through the work of the Port
Authority. The Port Authority is responsible for implementing the Goals and Objectives of the
Economic Competitiveness Section, as well as continuing to monitor the economic health of the
City while recruiting new business and encouraging the growth of existing businesses. Since the last
Comprehensive Plan the Port Authority has taken a more active role in highlighting local businesses
through the City’s website, business appreciation events, and has introduced a Home and Business
Expo.
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6-5
DOWNTOWN REDEVLOPMENT
The City of Rosemount originally adopted a redevelopment plan for Downtown Rosemount in 2004
entitled the Development Framework for Downtown Rosemount. That plan was updated and approved in
2018 to reflect changes that have taken
place in Downtown since the plan’s
original adoption. The Framework
covers the properties in the historic
Downtown, roughly described as the
blocks on both sides of South Robert
Trail from 143rd Street West on the
north to approximately 148th Street on
the south. The Framework addresses
seven focus areas within Downtown:
Crossroads North; Crossroads South;
Core Block West; Core Block East;
Legion Block; Genz-Ryan; and
Fluegel’s. The Framework Update
considers expansion of Downtown to
increase the ability for redevelopment on those blocks unaffected by previous public and private
reinvestment. The Update also acknowledges those blocks that have been redeveloped and the
private investment that has occurred on many of the Downtown parcels.
To help spur Downtown redevelopment, in 2004 the City established the Downtown-Brockway
Redevelopment Tax Increment Financing (TIF) district. The TIF district uses increased tax income
(also known as tax increment) from the former Brockway Glass factory redevelopment into the
Harmony residential neighborhood to pay for land acquisition, land clearing, and infrastructure costs
associated with Downtown redevelopment. TIF funds were used for infrastructure and parking
space construction instrumental in the redevelopment of Core Block East, land acquisition at the
former Genz-Ryan site, and land acquisition of the Downtown park and ride transit station. The
funds also assisted in demolition of the Brockway Glass factory, which permitted construction of a
mixed residential neighborhood, Harmony.
Since 2008, the City has received almost
$1.4 million from the Metropolitan
Council’s Livable Community
Demonstration Account (LCDA) grant
for land acquisition costs and
infrastructure improvements for
redevelopment projects such as The
Rosemount Senior Living and
Cambrian Commons senior apartments.
The goal of public inputs into
Downtown redevelopment is to spur
private sector investment in other
Downtown properties. The
Downtown has seen major renovations
of both the First State Bank of Rosemount and Fluegel’s Farm, Garden & Pet, along with
reinvestment in several of the structures within the Downtown area over the past ten years.
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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
Program. The City has also participated in Xcel Energy’s site certification program. Similar to the
Rosemount 2040 Comprehensive Plan Chapter 6 – Economic Competiveness
6-7
State’s shovel ready program, the certification provides desired background information for
companies looking to locate in Rosemount. There are currently three sites within the community
highlighted in the Xcel program.
The City’s relationships with the educational institutions within Rosemount, such as Rosemount-
Apple Valley-Eagan School District #196 and Dakota County Technical College, and the greater
region, such as Inver Hills Community College and the University of Minnesota, are important for
business recruitment and the health of the local economy. Another good resource for information
and employee training is the Dakota-Scott Workforce Investment Board. Businesses that are looking
to locate within Rosemount have concerns about whether there is an existing base of well-educated
employees to recruit from. Businesses also seek local educational institutions that have training
programs to create new workers and provide continuing training and education for existing
employees. It is important for Rosemount to work with local educational institutions to ensure that
their training programs will support the needs of existing businesses within Rosemount and
provided a well-educated employee pool for future businesses to draw from.
ROSEMOUNT BUSINESS PARK
The City established the Rosemount Business Park, which contains about 280 acres of contiguous
land, roughly bounded by County Road 42 to the north, a line one-quarter of a mile north of County
Road 46 to the south, Biscayne Avenue to the east, and the Union Pacific rail line and South Robert
Trail to the west. The Rosemount Business Park was initiated when the City purchased 80 acres of
land and established a TIF district to provide initial infrastructure to the park. The original 80 acres
have since been developed with seven buildings currently housing businesses such as Proto Labs,
Sweet Harvest, and Geometrix. Approximately 35 acres located south of Boulder Trail has been
designated as Shovel Ready by the Minnesota Department of Employment and Economic
Development. Sites that are certified as Shovel Ready have already undergone the most time-
consuming legal, technical, and regulatory
aspects of the development process. The
Shovel Ready site within the Business
Park has received preliminary plat
approval for future subdivision as well as
a Phase I environmental review.
There are two main landowners within the
larger Business Park area: The Pahl Family
and JJT Financial. The City keeps in
regular contact with both landowners and
works with their representatives in
business attraction and marketing of sites.
The City has worked with the Minnesota
Department of Transportation to define
the road alignment in the area, identifying the location of the next intersection along Hwy 3. The
plan is to have Business Parkway extend to the south and intersect with Hwy 3, across from Canada
Circle, providing necessary access for businesses in the Park from either Hwy 3 or County Road 42.
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6-8
RETAIL COMMERCIAL
The City currently has about 130 acres of land developed with retail commercial uses. The retail
businesses are predominately located either in Downtown Rosemount or in a district west of South
Robert Trail and south of County Road 42. The businesses are predominately small service retail
businesses, several restaurants, and two grocery stores. Vacant retail commercial space occurs
through normal turnover in existing retail strip malls, although vacancies for the last several years
have hovered around 5%. This is in part due to the size of the retail sector and the effect of one
larger retail vacancy skewing the overall rate. Often many of the retail centers do not have a vacancy
when reviewed, which occurs generally on a quarterly basis. The City has made a commitment to
attract additional retail and services to the community for the growing residential base. This has led
to contracting with retail attraction companies to aid in drawing new businesses to the City. The City
has also looked to bring a hotel to town and facilitated discussions with several companies,
developers, and landowners to bring the needed service to Rosemount. Twice the City has financed
a hotel market study to draw interest.
Commercial land available for new development is located east of Hwy 3, at the intersection of
County Road 42, and also at the 42/Akron Avenue intersection. These are projected for
development in the next decade as the community continues to grow. Anticipated residential
development within the University of Minnesota’s UMore property will also provide a catalyst for
additional retail and service demand. It is anticipated that some of the 3,000 acres designated for
development will include retail and business opportunities. The City sees the Akron Avenue
commercial area as a key attraction for new residential growth both to the north and south, and also
to serve the established Dakota County Technical College. Additional lands have been designated
for commercial at the Hwy 52/County Road 42 and Hwy 55/County Road 42 intersections. These
areas are projected to develop in the later years of the Comprehensive Plan time horizon. Care must
be taken to maintain these parcels for future commercial uses. Commercial development often
follows residential, so there is a lag in its development. The City should be patient with these
outlying sites to ensure there are valuable opportunities in the future. Current inquiries for these
sites are often commercial entities with little retail or service value for community residents and
often involve significant amounts of outside storage. These uses should be discouraged on the high
visibility, high traffic sites in favor of more traditional retail and service functions.
At present, there are no general merchandise, home improvement, or other types of big box stores
in Rosemount. For this reason, most Rosemount residents leave the City to fulfill their daily or
weekly shopping needs, typically to the communities to the west and north, such as Eagan, Apple
Valley, Burnsville, and Lakeville. Recent efforts to solicit big box businesses to Rosemount have
been unsuccessful for a number of reasons, but businesses most commonly cited the lack of direct
controlled access to major roads and the lack of residential density. Over 6,400 additional
households are expected to be constructed by 2040, which is an increase of 76% over the 8,400
households within Rosemount today. The City continues to build relationships with local and
regional commercial brokers to highlight growth and development within the community. One of
the ways to encourage good quality commercial development is to make sure there is enough land
for commercial/service development with zoning ordinances that are clear about development
expectations. Existing zoning ordinances should be reviewed to address emerging commercial uses.
A recent trend is private recreational and medical uses moving to traditional strip mall locations.
Ordinances should be written to provide the greatest flexibility to development owners so that they
can maintain reasonable occupancy without negatively affecting surrounding land uses.
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6-9
OFFICE COMMERCIAL
Rosemount has minimal office space, with the current office supply normally occupied with either
professional offices, such as dentists or insurance agents, or associated with existing manufacturing
or industrial businesses.
As shown in Table 2, there are over 1,300 Rosemount residents who are working in the finance,
insurance, and real estate (FIRE) field, while Rosemount FIRE businesses employ only 120 people.
This deficiency of about 1,200 residents who need to leave Rosemount to work in the FIRE field
would indicate that there is a need for additional office space within Rosemount. Table 2 also shows
a deficiency of over 1,100 residents who leave Rosemount to work in the professional, scientific,
management, and administrative field. Lastly, over 1,100 residents leave the community to work in
educational, health, and social services.
The Comprehensive Plan should designate commercial and corporate campus land to support
independent standalone office buildings, and to ensure as well the ability to provide office space
needed in conjunction with manufacturing and industrial businesses. Zoning ordinances should be
reviewed to make sure they allow services within commercial office areas to increase economic
viability of developments.
INDUSTRIAL
Rosemount has a long history of industrial development, from manufacturing facilities near
Downtown, such as Greif Paper and the former Brockway Glass factory, to heavier industrial on the
east near US Hwy 52, such as Flint Hills Refinery, Spectro Alloys, Endres Processing, and CF
Industries. More recently, industrial development has occurred in the form of office/warehouse and
manufacturing industrial within the Rosemount Business Park and trucking terminals near the
interchange with US Hwy 52 and County Road 42.
While Rosemount is discouraging new heavy industrial or other industrial businesses that require
significant amounts of outdoor storage, Rosemount does encourage new manufacturing,
warehousing, and trade industrial businesses to locate within Rosemount. Consistent with that
policy, the Comprehensive Plan indicates that no additional Heavy Industrial land should be zoned
given the current amount of land dedicated to these uses. These businesses bring jobs that can
support an entire family while providing a significant industrial property tax base. Table 2 shows
that nearly 400 Rosemount residents in the wholesale trade field need to leave Rosemount to work
every day. Continuing to provide sufficient business park and industrial/mixed use land within the
Comprehensive Plan would allow these businesses to locate within Rosemount. The City is
partnering with individual property owners, DEED and Xcel Energy to highlight available vacant
industrial land. Both the University of Minnesota and The Pahl Family Farm have industrial acreage
being marketed through various channels. These sites are also featured as Shovel Ready sites in the
DEED and Xcel programs.
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6-10
UMORE PARK
The University of Minnesota owns about 5,000 contiguous acres of land, 3,000 acres of which is
located in southern Rosemount and 2,000 acres of which are located in northern Empire Township.
The University has used the land as a research farm named the University of Minnesota Outreach,
Research and Education (UMore) Park. The 2040 Plan will be the first time land uses have been
assigned to property within the UMore area. The designations are in anticipation of mixed
development occurring, generally along the County Road 42 corridor. There is industrial land
designated east of Dakota County Technical College. These lands have been marketed in response
to several RFP’s for large vacant tracts of land. The AUAR indicated that this area could be a mix of
industrial and commercial uses, which would also be acceptable. Presently the City is designating the
property industrial, given the level of interest for this use. When additional development occurs on
the UMore site, some of the land use boundaries will become more defined.
A mix of residential development, with some ancillary services, is anticipated west of Dakota County
Technical College. Currently the University Board of Regents has approved a purchase agreement
with a master developer; the sale has not as yet occurred. Development within the UMore area will
change the character of the community and care must be taken to ensure that its development
complements existing Rosemount neighborhoods. Although part of the University landholdings, the
site is within Rosemount and should be planned to be harmonious with the community and not a
separate neighborhood unto itself. UMore’s development will also assist in drawing additional
retail/service uses as population and household densities continue to increase. Certainly adding
additional households will bring available workers to future businesses within Rosemount.
FISCAL DISPARITY
In the seven county Twin Cities metropolitan (metro) area, the tax base gained from new
commercial or industrial growth is shared by the entire metro area, not solely by the community in
which the economic development occurs. This commercial and industrial (C/I) tax base sharing
program is called fiscal disparity. Since 1971, forty percent (40%) of the tax base of any new C/I
development is taken from the local community and given to a common metro area pool. This
common pool is then redistributed to all the communities based on their total tax base (commercial,
industrial, residential, and agricultural). Essentially, fiscal disparity takes tax base from communities
that have seen significant economic development since 1971 and gives it to communities where
post-1971 commercial/industrial development is a small percentage of their total tax base. Various
justifications are given for this program, most notably to discourage individual communities from
competing for the same new businesses.
Fiscal disparity has historically taken C/I tax base from the first and second ring suburbs along the
I-494 and I-694 strip that have seen significant growth since 1971 (Bloomington, Minnetonka,
Eagan) and given it to the inner cities who had significant C/I tax base prior to 1971 (Minneapolis
and Saint Paul) or to suburban communities that have lower levels of C/I tax base compared to
their total tax base (Cottage Grove, Apple Valley, Prior Lake). Minneapolis has seen significant
growth in C/I tax base leading to reversal of that trend. Table 6-4, attached to this executive
summary, shows that in 2016 Minneapolis lost $3.3 million while Saint Paul gained $29 million in tax
base due to fiscal disparity. Table 4 also shows that Minnetonka lost $9.7 million in tax base while
Cottage Grove gained $2.9 million in tax base. Rosemount is affected fairly neutrally by fiscal
disparity, receiving only about $37,000 in tax base in 2016.
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Table 6-4: Fiscal Disparity of Select Cities Payable in 2016
Pre-1971 C/I
Tax Base
Post-1971 C/I
Tax Base
Total 2016
Tax Base
2014
Population
Fiscal
Disparity
Tax Base
Adjustment
Post-1971 C/I Tax
Base as a percentage
of Total 2016 Tax
Base
Prior Lake $278,935 $2,924,181 $30,471,969 24,911 $1,253,009 10%
Cottage Grove $537,275 $5,845,969 $30,784,863 35,250 $2,852,812 19%
Lakeville $1,215,214 $14,086,875 $65,746,835 59,361 $1,220,959 21%
Apple Valley $1,113,396 $10,882,278 $50,625,395 50,330 $1,994,871 21%
Rosemount $702,215 $6,634,755 $26,239,489 22,490 $36,956 25%
Saint Paul $25,299,251 $79,262,261 $239,695,221 299,641 $29,541,974 33%
Minneapolis $56,441,944 $181,464,021 $499,641,258 411,273 -$3,310,064 36%
Minnetonka $3,361,788 $38,370,443 $10,4503,721 51,144 -$9,744,736 37%
Eagan $2,654,377 $34,786,939 $91,004,063 66,810 -$5,810,075 38%
Source: Metropolitan Council
ECONOMIC DEVELOPMENT ELEMENT GOALS AND POLICIES
1. Provide local shopping opportunities for residents to purchase their daily and weekly
needs within Rosemount.
a. Work with the Dakota County Regional Chamber of Commerce to recruit more
retail commercial businesses to locate within Rosemount.
b. Provide retail commercial land adjacent to planned controlled accesses onto major
roads.
c. Provide retail commercial land near existing and planned households.
d. Continue to use the Downtown Code Improvement Plan, Twin Cities Community
Capital Fund, and similar programs to assist businesses to improve existing retail
commercial buildings.
e. Continue to actively market Rosemount to commercial brokers and retail businesses
through the Rosemount marketing strategy to expand the retail opportunities within
the City.
2. Expand Rosemount’s employment base to provide jobs that can support an
entire household.
a. Provide office commercial land to support businesses in the financial and
professional fields.
b. Provide additional light industrial land to support wholesale trade, warehousing, and
utility businesses.
c. Work cooperatively with Dakota County Technical College, Rosemount School
District #196 and other educational institutions within Dakota County to train
workers with the skills needed for existing and future Rosemount businesses.
d. Pursue outside funding sources to develop or redevelop land for commercial and
industrial uses, such as Metropolitan Council Livable Communities Demonstration
Account and Tax Base Revitalization Account, Dakota County Community
Development Agency, Minnesota Department of Employment and Economic
Development, and other applicable grants.
e. Continue to actively market Rosemount to commercial brokers and
appropriate businesses through the Rosemount marketing strategy to recruit
businesses that provide wages to support an entire household.
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3. Expand Rosemount’s employment base to provide employment opportunities for all
residents.
a. Provide land that would support a variety of commercial and industrial businesses to
ensure a sufficient mix of employment opportunities for all skilled Rosemount
residents.
b. Work cooperatively with the Dakota County Technical College, Rosemount School
District #196 and other educational institutions within Dakota County to train
workers with the skills needed for existing and future Rosemount businesses.
c. Pursue outside funding sources to develop or redevelop land for commercial and
industrial uses, such as Metropolitan Council Livable Communities Demonstration
Account and Tax Base Revitalization Account, Dakota County Community
Development Agency, Minnesota Department of Employment and Economic
Development, and other applicable grants.
d. Continue to actively market Rosemount to commercial brokers and appropriate
businesses through the Rosemount marketing strategy to recruit additional
businesses.
4. Balance economic growth within the overall tax base of Rosemount.
a. Provide land available for a balance of commercial and industrial businesses,
including expanding the retail and office commercial sectors while continuing to
support industrial businesses.
b. Work cooperatively with the Dakota County Technical College, Independent School
District #196 and other educational institutions within Dakota County to train
workers with the skills needed for existing and future Rosemount businesses.
c. Continue to provide for additional residential growth to serve as an expanding
employee pool for Rosemount business, a growing market to attract additional retail
establishments, and balanced tax base when considering the regional Fiscal Disparity
program.
5. Provide for economic development opportunities that create a vibrant Downtown
that maintains a hometown feel.
a. Continue Port Authority involvement in redevelopment projects that implements the
Development Framework for Downtown Rosemount.
b. Pursue outside funding sources to redevelop Downtown properties, such as
Metropolitan Council Livable Communities Demonstration Account and Tax Base
Revitalization Account, Dakota County Community Development Agency,
Minnesota Department of Employment and Economic Development, and other
applicable grants.
c. Continue to use the Downtown Code Improvement Plan, Twin Cities Community
Capital Fund, and similar programs to assist businesses to improve existing retail
commercial buildings and implement the Development Framework for Downtown
Rosemount and Downtown Design Guidelines.
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IMPLEMENTATION
1. Zoning and Subdivision Ordinances
Allocating sufficient land for commercial, light industrial, and business park uses will
capitalize on the large amount of quality available undeveloped land. A zoning ordinance
that allows for flexibility while also setting high standards for quality development will
encourage the creation of desirable jobs and commercial services.
2. Education and workforce development
Cooperation with Dakota County Technical College and local school districts to develop
curriculum and workforce development programming will support existing and future
Rosemount businesses by providing employees to meet the needs of existing and future
businesses.
3. Outside Funding Sources
The City is willing to support applications for funding sources such as the Livable
Community Demonstration Account and Tax Base Revitalization Account to support
projects that help achieve the City's economic development goals.
4. Tax Increment Financing (TIF) and Tax Abatement
Tax increment financing and tax abatement may be appropriate for developments that help
achieve City goals with regard to tax base enhancement, job creation, head of household job
creation or affordable housing. Site assembly and preparation are two examples of ways
these funds can be used.
5. Collaboration with Economic Development Partners
The City will continue to work with commercial brokers, government agencies such as the
Minnesota Department of Employment and Economic Development, and Greater MSP, to
actively market developable land and respond to requests for information.
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CHAPTER 7: RESILIENCE
RESILIENCE SUMMARY
This chapter of the Comprehensive Plan addresses Rosemount’s ability to withstand disruptions
created not only by our changing climate but also due to shifting demographics, economic volatility,
and impacts to the reliability of the community’s energy grid. A resilient community has strategies in
place to respond, adapt, and thrive under changing conditions. Often resiliency has been coupled
with sustainability. While they are both important to a community, they differ in outcomes and
strategies. In reality Rosemount has worked to become more sustainable in policies and goals,
implemented in the adoption of various ordinances, and has therefore become more resilient.
Similar to concepts tied to resiliency, sustainability can be related to community and resident
economics, energy, and programmatic sustainability.
TABLE 7-1: EXISTING ORDINANCES THAT SUPPORT RESILIENCY
Infrastructure and
Environment
Energy Infrastructure Healthy
Communities
Economy and Society
5-1-7: Collection Requirements;
Waste collectors are required to collect
recyclables at no additional cost to their
residential customers.
11-2-12: Alternative Energy
Systems; encourages the
development of alternative energy
systems that have a positive
impact on energy production and
conservation
5-4-1: Composting;
Allows composting in
residential districts
11-4-11: Downtown
Zoning District; Encourages
pedestrian oriented development
with no minimum parking
requirements or setbacks.
10-1-5: Surface Water
Management; Requires stormwater
and wetland management plans be
submitted prior to all subdivision
approvals and grading permits.
7-4B-11: Maintenance
of Fowl and Birds;
Allows for the keeping of
chickens on any residential
property in the City
10-1-14: Lawn Fertilizer
Regulations; Limits the amount of
phosphorus in lawn fertilizers and
establishes buffer zones.
11-6-3: Landscaping
Requirements; Sets minimum
number of plantings, identifies tree
preservation and replacement
requirements, and parking lot
landscaping.
Since the 2008 Comprehensive Plan update, the City has moved forward with a number of
recommended implementation strategies aimed at making Rosemount more resilient. One of the
primary ways to become resilient is to have a continuous review cycle for the Comprehensive Plan
to ensure the land use plan is consistent with the community needs and market demands. The City
has processed several amendments since 2008, which is reflective of an economy different than the
one during the mid-2000’s. From an energy standpoint, the City has promoted development of clean
industry by approving private community solar gardens, participated in energy subscription
programs and assisted site selectors in identifying locations that would be ideal for light industrial or
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data center developments. These actions clarify community expectations and recognize the
changing dynamic in the City. The community is growing and opportunities to promote new land
uses, such as the solar farms is important in ensuring the community is vital. The City revised the
Zoning Ordinance to allow for alternative energy development such as solar power and combined
heat and power plants, projects not anticipated in the previous Comprehensive Plan or zoning
ordinances. The ability to forecast trends and modify regulations to provide space for new
technologies is an important goal of the City. This is just one example of the more proactive
approach the community has embraced as it works to be more resilient, benefiting residents and the
community ecosystem.
Most recently, the City Council
convened an environment and
sustainability task force (REST) that
works with City staff to develop policies
and ordinances to enhance the City’s
environment and natural resources. The
Task Force is also partnering with local
businesses and energy companies to
promote energy and water conservation
and highlighting programs that are
available to residents and businesses. In
May of 2018, REST collaborated with
Xcel Energy’s Partners in Energy
program to develop an energy action
plan for the City of Rosemount. The
action plan sets measurable targets that, if met, will reduce city-wide energy use by 5% by 2020 and
could save Rosemount residents and businesses $1 million dollars annually on energy costs. The
action plan provides data regarding city-wide energy consumption as well as past participation in
existing programs to reduce community energy consumption. Table 7-2 shows residential
participation rates in conservation programs from 2014-2016.
Several programs exist to help communities benchmark the efforts they have made toward local
sustainability, and Rosemount has been a part of three such programs. One initiative is the STAR
Community Rating System (STAR). This framework and certification program encompasses
economic, environmental, and social performance measures. Rosemount joined the STAR network
as a leadership community in January 2014. On March 9, 2015, the City became a 3-STAR
Community. The City continues to use the benchmarking process to identify areas for additional
attention that complement the goals of the City Council. Areas such as pedestrian access, local jobs,
and availability to local amenities have all been incorporated into community goals and often shaped
policies and regulations. The City has made a
commitment to implementation of strategies
through the budgeting and capital improvement
program.
Table 7-2: Participation Rates in Conservation Programs
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The STAR Framework is divided into eight areas with goals, objectives, and evaluation measures
included in each area. Rosemount scored the highest in Health and Safety in large part due to the
development of the Active Living Plan included in the 2030 Comprehensive Plan. The City also
scored strongly in the area of the Built Environment. Rosemount earned points due to the water
and wastewater systems in the City as well as efforts to provide a mix of densities in residential
development. It was noted through the STAR benchmarking process that some of the criteria relates
to areas beyond the purview of the City. In other words, to be a resilient community oftentimes
there must be partnerships with the adjoining communities, the County, the State, educational
institutions, and local businesses. The City has actively participated in collaborative programs, often
at the County level. These activities have resulted in a countywide 911 center, countywide right of
way permitting, and soon, a countywide commercial fiber internet system.
In addition to the STAR Communities Program, the City of
Rosemount participates in the GreenStep Cities, a program
administered by the Minnesota Pollution Control Agency. Minnesota
GreenStep Cities is a voluntary challenge, assistance and recognition
program to help cities achieve their sustainability and quality-of-life
goals. GreenStep is a free continuous improvement program based upon 29 best practices that are
divided into 5 different functional areas. In 2011, the Rosemount City Council passed a resolution
to authorize the City to participate in the program, and Rosemount gained STEP 2 status in June,
2012. The City scored strongly on the benchmarks related to Land Use and Environmental
Management. A total of 9 best practices have been adopted. The Council continues to be
committed to GreenStep and has pledged to complete additional benchmarks to achieve STEP 3
status in the near future.
In 2014, the City was chosen through a
competitive process, to participate in the
University of MN Resilient Communities
Program. This program allows
communities to benefit from a partnership with graduate, professional, and advanced undergrad
students on a myriad of topics that were identified in the initial application process. The program
coordinator matched specific university classes with the topics raised in the City’s application. The
initial application listed 39 potential issue areas which ranged from how to attract and maintain more
volunteer firefighters to how to have better community communications strategies to what an eco-
green business park would look like. City staff and relevant stakeholders from the community
worked closely with University of Minnesota faculty and students to provide local knowledge and
deeper insight into the issues to ensure projects were not only innovative but also relevant to the
community. Students from the identified classes, in either the spring or fall, or both semesters
worked on the various topics and were required to have a final project outcome. Most provided
written information, some provided visuals, with all groups making a presentation to the City. After,
the City took these studies and prioritized recommendations for future implementation.
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Building on the previous plan, the concept of a resilient community addresses environmental
concerns as well as the ability for a community to address and plan for shifts in social and economic
patterns. The goals contained within this resiliency plan are organized into 4 components:
infrastructure and environment, energy infrastructure and resources, healthy communities, and
economy and society. Many of the following goals can be found in other sections of the
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, as needed due to existing system functionality.
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.
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ENERGY INFRASTRUCTURE
Resilient energy infrastructure relies on increasing the number of smaller-scale sources of energy
such as solar, wind power, and cogeneration plants. Systems that rely on a centralized supply of
energy are vulnerable to numerous threats such as regulatory changes to fossil fuels in energy
production, cyber security attacks, and shortages of water used in cooling processes. Increased
diversity of energy sources will allow the grid to withstand disruptions to one segment of the energy
supply chain.
Renewable Energy
1. Look for opportunities to remove barriers and increase renewable energy use in order to
strengthen and diversify the energy grid and mitigate climate related impacts.
2. Continue monitoring solar garden subscriptions and City power use to identify ways to
support emerging technology.
Energy Efficiency and Conservation
1. Share and promote opportunities and resources with residents and business owners to
increase City-wide energy efficiency and renewable energy use.
2. Identify ways to modify City ordinances to encourage developments that are consistent with
LEED standards, including LEED Neighborhood Development standards.
3. Investigate potential ways to incorporate green building standards into the project review
and approval process when appropriate.
4. Continue partnering with other public entities, utility companies, and the private sector to
maximize energy efficiencies.
HEALTHY COMMUNITIES
Community health is a key foundation of resilience because almost everything cities do to prepare
for disaster and protect infrastructure is ultimately in the interest of preserving human health and
welfare. A resilient community is socially connected and has accessible health systems, food sources,
and modes of transportation that are able to withstand adversity. Also, a resilient community has
reliable and effective ways to get messages to its residents and businesses in general and during
emergencies.
1. Continue partnering with Dakota County and other organizations to support Pedestrian-
Oriented Transportation Facilities and Services such as: Active Living Land Use Planning,
Safe Routes to School, and Farmers’ Markets.
2. Evaluate existing ordinances to assess alignment with City development goals.
3. Promote city cohesion through community-wide events and celebrations and welcome new
residents into the community.
4. Collaborate with organizations and utilize diverse communication methods to reach as many
residents as possible.
5. Work closely with Dakota County social services and other resident service agencies to
increase livability for all residents.
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ECONOMY AND SOCIETY
A diverse local economy is able to adapt to economic volatility and regional or global recessions.
Additionally, a diverse tax base minimizes the exposure of the City budget to fluctuating property
values in specific segments of the economy as seen most recently in the housing market over the
past decade. Providing various types of housing will allow for residents to stay in the community as
they age. This will also be opening up single family homes for younger residents to move into
ensuring a stable supply of places to live and equalize the cost of housing.
1. Support a diverse tax base that is less vulnerable to fluctuations in property values and
development cycles.
2. Work with large landholders to entice Business Park development that will increase the
City’s tax base and provide residents jobs.
3. Diversify tax base so there is not over-reliance on any one property owner.
Commercial Resilience
1. Encourage building materials that feature durability and meet City standards for
maintenance.
2. Allow for commercial developments that reflect changing retail trends that are site sensitive
and serve local neighborhoods and the broader community.
Housing and Jobs
1. Encourage life cycle housing to enable residents to age in place.
2. Plan for medium and high density housing types throughout the community to provide
opportunities for market-driven housing.
3. Identify and eliminate regulatory and financial barriers which discourage the development of
affordable housing.
4. Partner with Metropolitan organizations to provide affordable housing opportunities for
community residents.
5. Support the creation of jobs that support the heads of households with living wages.
6. 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.
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IMPLEMENTATION
1. Zoning and Subdivision Ordinances
The zoning and subdivision ordinances can be used to encourage the development of resilient
energy infrastructure as well as maintain the health of natural resources within the community.
The zoning ordinance can also be used to require more durable and long lasting building
materials.
2. Education and Outreach
The City can utilize its existing communication channels such as the City website, social media,
and electronic signs to share important information with residents both during weather and
other emergencies and also to educate residents about opportunities to increase energy efficiency
and reduce water usage.
3. Collaboration Among Other Agencies
The City will continue to work with agencies and organizations such as Active Living Dakota
County, Dakota County CDA, Great Plains Institute, etc. to move the City toward its goal of
greater resilience.
4. Outside Funding Sources
The City is willing to support applications for funding sources such as the Livable Community
Demonstration Account and Tax Base Revitalization Account, and Minnesota Pollution Control
Agency to support projects that help achieve the City's resiliency goals.
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C HAPTER 8: TRANSPORTATION
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
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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.
• 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.
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• 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.
• 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.
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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.
• Suburban development densities increase costs per user for alternative modes of
transportation.
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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
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.
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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
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.
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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, County Road 42 and Robert Trail South
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
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%
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Figure 1. Jurisdictional Classification
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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.
Figure 2. Access and Mobility
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Table 2. Metropolitan Council Roadway Functional Classifications
Criteria Principal Arterial Minor Arterial Collector Local Street
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.
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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 County Road 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.
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Figure 3. Existing Functional Classification
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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
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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
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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. TAZ
information can be found at the end of this chapter.
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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 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.
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Figure 4. Planned and Programmed Improvement
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Figure 5. Existing Traffic Volumes
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Figure 6. Forecast 2040 Traffic Volumes
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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
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Figure 7. Existing (2018) Roadway Characteristics
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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.
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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 document 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.
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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
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.
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Figure 8. Existing (2018) V/C Ratio Deficiencies
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Figure 9. Forecasted (2040) V/C Ratio Deficiencies
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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 County
Road 42 and are signalized. County Road 42 has a total of 7 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
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• 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. County Road 42- Robert
Trail S 0 0 5 8 49 Signal 1.89 0.00
2. County Road 42 -
Chippendale Ave W 0 1 2 16 35 Signal 1.92 0.90
3. County Road 42 - Diamond
Path 0 0 4 11 35 Signal 1.64 0.00
4. County Road 42 - 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. County Road 42 -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. County Road 42 - Biscayne
Ave 1 2 4 4 17 Thru/Stop 2.10 2.88
10. County Road 42 - 145th
Street W 0 1 3 5 18 Thru/Stop 2.25 1.00
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Figure 10. Most Recent (2011-2015) Crash Data
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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 planned for expansion within the City of
Rosemount because of a lack of right-of-way space and because of the negative impact on the
existing historic downtown. To help mitigate traffic impacts, the City will be expanding Akron
Avenue, giving drivers another option to drive from north to south. This is one part of a corridor
study conducted with Dakota County, the University of MN, the DNR and Empire Township.
The City continues to support installation of a full interchange at the intersection of County Road 42
and TH 52. Recent improvements increased the safety of the interchange by adding turn lanes and
increasing sight distances. However, due to expected growth in the area, the City anticipates a full
clover leaf to be constructed in the future. The City has approved an official map to maintain
appropriate right-of-way for its future construction. Along with these interchange improvements,
the County would also modify the 42/55 intersection and “T” up Hwy 55, so the free flow of traffic
was from County Road 42. This improvement will draw more traffic unto TH 52 and remove some
pass through traffic on TH55.
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 County Road 42 to 145th Street West: Improve to a 3-lane
divided roadway
MnDOT
This improvement is on the regional highway system and is primarily MnDOT's responsibility. The
timing of this project is uncertain.
• TH 55 from the TH 55 / TH 52 split to the eastern City limits: Improve to a 4-lane divided
roadway
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Figure 11. Recommended Roadway Capacity Improvements
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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
adequate ROW be maintained or secured. The City will coordinate with MnDOT and Dakota
County for ROW acquisition along county or state routes.
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
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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
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
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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.
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
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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 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 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. 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.
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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.
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.
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Figure 12. Transit Service and Facilities in the City of Rosemount
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Demand Responsive Transit Service
In compliance with the Americans with Disabilities Act (ADA), the Metropolitan Council provides
specialized, demand-responsive service for persons with disabilities that prevent them from using
the regular-route system. This service is provided in the same areas that regular-route service is
provided. In Dakota County, the Metropolitan Council contracts for these services with DARTS.
DARTS is a demand-responsive transit service serving Rosemount and other communities in
Dakota County. DARTS is funded by Performance Based Funding (PBF) grants from the
Metropolitan Council, revenue from contract services including the Metro Mobility ADA contract,
County contributions, and donations.
Transit Station and Park and Rides
There is one formal transit station in Rosemount.
The the park and ride facility is 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.
Bus Stops or “Flag Stops”
Bus stops provide passengers with a predictable place to wait for bus service. There are two bus
stops in Rosemount located at the Rosemount Transit Station and at the Dakota County Technical
College. The bus stop at Dakota County Technical College is relatively new and the City is interested
in formalizing that location, or one in close proximity, with a transit facility. 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.
ROSEMOUNT TRANSIT STATION. PHOTO BY THE CITY OF ROSEMOUNT
Figure 13. Rosemount Transit Station
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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
improvement located within the City of Rosemount, but riders do get to take advantage of them on
their bus routes. Downtown bus routes have improved service because of transit advantages. Routes
to downtown Minneapolis get to take advantage of bus only shoulders and high occupancy vehicles
lanes on TH 77 and I-35 while all downtown Rosemount bus routes take advantage of bus lanes in
downtown Minneapolis and downtown St. Paul. There are also several ramp-meter bypasses that
assist MVTA buses on TH 77 and I-35.
TRAVEL DEMAND MANAGEMENT
Travel Demand Management (TDM) services include programs that promote and support any
alternative to commuting via single-occupant vehicle (SOV). TDM may include subsidized bus
passes, flexible work hours and telecommuting. TDM could also include services to help employees
with ride-matching, carpool, and vanpool. Metro Transit provides a regional TDM service through
its Metro Commuter Services group, and four local Transportation Management Organizations
provide further support and services, including two downtown organizations. The City and
employers in Rosemount may use these services and programs free of charge to benefit employee
travel arrangements and budgets.
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. The City believes a logical
location for the next park and ride facility is in the central portion of the City, near Dakota County
Technical College and TH52. The Robert Street Transit study indicated that commuter bus service
was a viable option along TH52 and a facility in this area would benefit a new route. As population
growth continues in Rosemount, moving west to east, facilities should be located that benefit new
residents and desired transit patterns.
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
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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)
• 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)
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Figure 14. MVTA Future Growth Concept Map
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 should 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.
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• 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)
• 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, and explored transit modes, 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 alternative transit modes for further study, although the corridor was truncated
and did not extend far enough south to include Rosemount. An offshoot of the study was the
recognition that commuter express bus service from Rosemount to St. Paul on TH 52 appeared to
be a viable option. The City continues to support further investigation and ultimately funding for
that commuter service.
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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
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.
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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.
• 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 five RBTN Tier 2 alignments within the City of Rosemount.
1. Robert Trail South 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 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. County Road 42 Alignment: This alignment crosses the entire City of Rosemount going east
to west along County Road 42. There is an existing trail on the west part of this section and a
bikeable shoulder on the eastern portion of this alignment. The City will be assessing
whether the eastern portion of the City should have the trail located on County Road 42 or
somewhat off the Principal Arterial but on a parallel corridor.
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.
5. Rosemount Greenway Alignment: This alignment is located on the planned Rosemount
Greenway from South Robert Trail 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.
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Figure 15. Existing Trail System in Rosemount
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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 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.
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
• Robert Trail South between 145th Street East and 145th Street West
• Dakota County Technical College
• Flint Hills Resources
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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
• 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. Some of these gaps have been addressed since approval of
the following plans.
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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 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 Chippendale Avenue 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 (and County Road 42) from Robert Trail South to Akron Avenue
• McAndrews Road from the western City boundary to Robert Trail South
• Diamond Path on the western boundary of the City
• Several grade separated crossings
Gaps identified in the RBTN
• Robert Trail South 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
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Figure 16. Proposed Trail System in Rosemount
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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 Connemara Trail
o Robert Trail South (TH 3) at County Road 42
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.
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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.
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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 South. Canadian Pacific has a railroad running from north to south on the western
side of the City along Robert Trail South 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.
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Figure 17. Freight System in Rosemount
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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 near 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 over
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.
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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.
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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.
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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
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.
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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.
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.
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
CHAPTER 9: PA R KS , TRAILS AND OPEN
S PAC E S YST E M
City Council
William Droste, Mayor
Mark DeBettignies
Jeff Weisensel
Shaun Nelson
Heidi Freske
Parks and Recreation Commission
Mike Eliason, Chair
Maureen Bartz, Vice Chair
Bryan Feldhaus
Barb Farrell
David Speich
Lincoln Tilson
Jim Young
Scott McDonald
Craig Nelson
Parks and Recreation Staff
Dan Schultz, Parks and Recreation Director
Tom Schuster, Parks Supervisor
For further information, contact:
Rosemount Parks and Recreation
ATTN: Dan Schultz
13885 South Robert Trail
Rosemount, MN 55068
ACKNOWLEDGEMENTS
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
Table of Contents Page
1. Purpose and Introduction 4
2. Community Characteristics 7
3. Parks, Trails and Open Space System Framework 10
4. Needs Assessment and Recommendations 14
5. The System Plan 20
Appendix A Existing Parks Map 23
Appendix B Regional Information Map 24
Appendix C Rosemount Park, Trail and Open Space Plan Map 26
TABLE OF CONTENTS
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
Parks, trails, and open space systems can have a strong impact on neighborhoods and are
essential components of a healthy community. Rosemount recognizes that the provision of
adequate park, recreation, open space and trail connections are tools to help create a high quality of
life for the people living and working in the city.
The City’s parks define neighborhoods, offer recreation opportunities, and serve as open space
and wildlife habitat. Rosemount’s parks act as neighborhood gathering points and strengthen the
sense of community. Rosemount is committed to meeting its residents’ needs and planning wisely
for the future. As such, this plan is designed to help continue the tradition of quality parks, trails and
open spaces.
In 2018, the City is completing the 2040 Rosemount Comprehensive Guide Plan. The
Comprehensive Plan defines the expected residential, commercial and industrial development and
contains forecasts for population, household and employment growth through the year 2040.
This Parks, Trails and Open Space plan is an update to the City’s 2008 Parks Master Plan and
reflects the changes in Rosemount since 2008 and plans for the growth forecasted through 2040.
The mission statement, used in past parks master plans, remains an appropriate guide for the 2018
plan:
“Th e purpo s e of the Rosemount P a rk Sys tem i s to pro vide a comprehen siv e , bala n ced , w ell
m a i nta i n ed sys t e m of parks, n a tur al/open s p aces, trails a nd l eisure oriented
act i vi t i es/p rog r ams for the c ity resi dents to use and enj o y.”
The 2018 Parks System Plan is intended to act as a user-friendly guide to decision making regarding
the future needs, development, renovation and preservation of Rosemount’s parks, trails and open
spaces. The city recognizes that demographic, recreation and environmental trends will change
over the next several years and those changes will affect park, trail and open space needs. This plan
will help set the framework for these future improvements and will increase efficiency by
establishing a long-term vision and priorities.
The following goals have been identified to assist with the development of the
plan:
• Continue to develop a comprehensive park, trails and open space system that meets the
needs of the expanding community.
• Meet our community’s parks, trails and open space needs through proactive
planning, partnerships and responsible spending.
• Continue to create a community that is well connected by trails, sidewalks, bike lanes
and other pedestrian friendly amenities which would include more crosswalks and
crosswalks with flashing lights.
• Create and follow standards for city parks that include having a park area within ½ mile
walking distance of all homes in the urban developed area of the City.
• Preserve, protect and enhance our natural area resources.
• Continue to invest in the future of our parks, trails and open space through high
levels of maintenance and an active Capital Improvement Plan.
PURPOSE AND INTRODUCTION
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
• Enhance sustainability through energy conservation, best management practices and use of environmentally friendly products (chemicals), practices and equipment.
• Maximize efficient use of park and recreation facilities through scheduling, and the addition of sustainable irrigation and lighting.
• Adopt policies to assure a balance of facility development and an equitable allocation of
fields and facilities.
SECTIONS OF THE PLAN
Section 1 Provides an Introduction, a review of previous plans, and a summary of the
goals, sections of the plan and sources of information.
Section 2 Contains information about Community Characteristics such as the regional and
local settings, existing parks, description of major stakeholders and partners, and
growth forecast.
Section 3 Is the Parks and Trails System Framework. This includes park and trail
classifications, park acreage standards, park service area criteria, previous planning
efforts. These standards are used in assessing community needs and planning the
future park system.
Section 4 Is the Needs Assessments and Recommendations. Included are a summary of
the community input, a review of local trends, a table of core park area needs and
recommendations based on the application of the park and trail system framework.
Section 5 Is the System Plan. The plan includes recommendations for new park land
acquisition and development, renovation or improvements of existing parks, new
trail construction, park financing, and implementation actions.
SOURCES OF INORMATION
The City of Rosemount wanted to be sure that this park plan represented the community’s needs
and desires. That goal resulted in a commitment to gather community input about desires for the
existing and future park system. The following sources were used to provide insight on issues
associated with growth and parks, open space, trails and recreation in Rosemount:
a. Community Meetings - 2 public meetings were he l d to g at he r i n p u t r e g a r din g
p a r k s , t r a ils and open space. Two park planning meetings were held. The first meeting
was held on October 16, 2017, and the second was held on October 23, 2017. These
meetings gave residents the opportunity to provide their input on the City’s parks, trails and
open spaces.
b. Parks and Recreation Commission Input - Throughout the planning process, the
Rosemount Parks and Recreation Commission oversaw the preparation of the plan. The
Commission worked with city staff and the community to provide guidance and input.
c. Staff Input - City staff used their knowledge of the City’s parks system, current trends
and the understanding of the City’s potential for growth to provide the basis of developing
the plan.
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
Community characteristics are shaped by people and their surroundings. Rosemount is home to
active people, good parks, strong schools and solid infrastructure. The regional and local settings,
existing parks, description of major stakeholders and partners, and growth forecast are described
below.
REGIONAL SETTING
Rosemount is bordered by Apple Valley to the west and by Eagan and Inver Grove Heights to the
north. These cities have highly developed park and trail systems. The Mississippi River and
Nininger Township form the eastern border of Rosemount. Empire and Vermillion Townships are
located to the south of Rosemount.
Dakota County Parks is the implementing agency for regional parks and trails in and around
Rosemount. The locations of the current and proposed county parks, North/South Urban
Regional Trail and the Dakota County Mississippi River Trail are shown on Appendix B.
Many of the Dakota County Parks are located near Rosemount. Lebanon Hills Regional Park is
located on the north border of the city, Spring Lake Park Reserve is located in the northeast corner
of Rosemount, Dakota Woods Off Leash Dog park and Whitetail Woods Park are located south of
Rosemount in Empire township. Regional Parks such as Lebanon Hills Park, Spring Lake Park
Reserve Dakota Woods and Whitetail Woods are designed to provide natural resource based
recreation and education opportunities.
CITY OF ROSEMOUNT
In 2018, Rosemount is a developing community of approximately 24,295 people. The city is
located in the east-central portion of Dakota County and on the developing edge of the southeast
portion of the Twin City metropolitan area. The western part of the city is largely developed and the
eastern portion is devoted primarily to agriculture, open space and industrial uses. The downtown
area is located around the intersection of Highway 3 and 145th Street and contains a mix of
business, residential, public and institutional uses.
Two major land owners, Flint Hills Resources and the University of Minnesota (U of MN) own
approximately 7,500 acres of land in the city (30% of the area of the city). These areas are
primarily undeveloped and contribute to the open and agricultural character of the city. In
2007, Flint Hills Resources donated 57 acres of agricultural land to the City of Rosemount to be
used as the site for an outdoor athletic facility.
The primary focus of land use for UMORE Park, the University of Minnesota property in
Rosemount, has been agricultural research. The University is currently looking a developing a
portion of their land for residential and industrial development. The UMORE property also is
home to the Lone Rock Trail, and the UMORE Property just south of Rosemount is now
preserved open space managed by the DNR as a Wildlife Management Area. A portion of the
UMORE property is being included as an area of development in this master plan.
COMMUNITY CHARACTERISTICS
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
SCHOOLS
Rosemount High School, Rosemount Middle School, Rosemount Elementary School and
Shannon Park Elementary School are part of Independent School District 196 and are all located
in Rosemount. The school sites have a number of athletic/recreation facilities that supplement city
facilities and are generally available for public use during periods of non-school use. Dakota
County Technical College (DCTC) is located on County Road 42 near Akron Avenue and has
expanded their campus to include recreation and sports facilities for their students and the greater
community. In the fall of 2007, Intermediate School District 917 educating students in grades K-12,
constructed a new school in Rosemount. St. Joseph’s School is a private K-8 school also in
Rosemount that built a new school in 2009. Opportunities to partner with local educational entities
on the development, costs and use of recreational facilities should continue to be pursued.
Rosemount First Baptist Church and School also have outdoor recreation facilities that could be
available to the community.
EXISTING PARK SYSTEM
Rosemount currently has 30 parks totaling 540 acres. The parks are located primarily in the western
and central portions of the city. The parks and trails provide a wide range of recreation
opportunities to Rosemount residents, area employees and visitors. Appendix A contains a map of
the existing parks. A detailed listing of park amenities, with an updated parks map are published on
a quarterly basis in the City’s Parks and Recreation brochure and are also available at the Parks and
Recreation Department and on the City’s website.
EXISTING TRAIL SYSTEM
Rosemount’s trail system is a well-used combination of internal park trails, trails connecting
neighborhoods and county trails. In 2010, the Rosemount City Council adopted a Pedestrian and
Bicycle Master Plan that identifies all existing trails and sidewalks in the city, as well as those
places in the developed parts of the town where sidewalks and trails are needed. The trails include
paved off-street trails, striped on-street bike lanes and unpaved trails in natural areas.
NATURAL RESOURCES
The City is home to many quality natural resources including Schwarz Pond Park, Carrolls’ Woods,
Horseshoe Lake Park, Meadows Park, the Wiklund Preserve and the Mississippi River. You can find
oak savanna, oak woodlands, wetlands, and small lakes throughout the City. The University of
Minnesota and Flint Hills Resources properties have natural resource sites that warrant evaluation
and appropriate protection or management in conjunction with any land use changes or significant
development. Rosemount has planned for developing greenways (See Appendix B).
The area between Highway 55 and the Mississippi River contains some significant natural
resources. Remnant prairie areas, high quality oak forests and flood plain forests are located along
the river valley and bluffs. These areas are home to a variety of wildlife. This area is part of the
Mississippi River Critical Area and the Mississippi National River and Recreation Area (MNRRA)
and has specific land use policies and management strategies to preserve the unique character of the
river corridor.
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
In 2006, the City developed a Natural Areas Map that identified the natural resources in Rosemount
and was developed to use as a reference tool for preserving or enhancing the resources prior to
development.
HISTORIC AND CULTURAL RESOURCES
Rosemount has a rich history with a strong link to agriculture and railroading. Rosemount’s variety
of transportation connections (river, rail, and highway) spurred industrial development. The Gopher
Ordinance Plant was built in the south central part of the City during World War II. The plant was
closed and the land was conveyed to the University of Minnesota for an agricultural research
center. The property still has physical evidence of its former use in the form of, building ruins
and other artifacts that could be suitable for historic interpretation, education and recreational use.
The Gopher Village housing development is located near Biscayne Way Road. Some of the
remaining farmsteads reflect Rosemount’s agricultural heritage. Other historic resources include
the former St. Joseph’s Church, which has been converted to a community gathering space named
the Steeple Center.
DEMOGRAPHICS
Rosemount’s population, based on the most recent census conducted in 2010, is younger and
has a higher percentage of households with children than the average Twin City metropolitan
area community. This has equated to current requests for Rosemount to have active park space and
activities for youth and adults. Given the high proportion of existing and forecasted single-
family homes, the high percentage of families and children is likely to continue for several as the
community grows.
FORECASTED GROWTH
By 2040, the population of Rosemount is predicted to reach approximately 38,000 residents (see
table 2.b) These new residents will create a demand for municipal services including parks, trails,
schools and open space. As the city continues to develop, additional needs will be created by
commercial, industrial, business park and other types of development. As the land available for
development diminishes, the recreational and open space opportunities available on the Flint Hills
Resources and University of Minnesota properties will become increasingly valuable.
Table 2.b – Growth Forecast
Year Population
2020 25,900
2030 31,700
2040 38,000
Rosemount 2040 Comprehensive Plan Chapter 9 – Parks, Trails & Open Space
Decisions about parks, trails and open space affect the entire community and if made wisely can
help increase quality of life and enhance the sense of community. Therefore, it is important to have
a set of guidelines to use in decision-making. The following framework was prepared to act as a
guide for the preparation of the park plan and for on-going decision making.
The framework criteria are based on national standards set by the National Recreation and Parks
Association (NRPA) with a strong influence of local needs and conditions. As such, this
framework should be used as a guide and should be adjusted based on community needs, trends, etc.
It is assumed that residents, land developers, city staff, commissions and officials will use this
framework and knowledge of local conditions as they face decisions about parks, trails or open
space.
OVERALL PARK ACREAGE STANDARDS
The NRPA typically calls for an accepted range of overall park acreage per population ranging
from a minimum of 10 acres per 1,000 populations to 20 or more acres per 1,000 populations.
These park acreage figures are for the core park system of mini-parks, neighborhood
parks/playfields and athletic complexes/community parks. They do not include trail corridors,
greenways, special use parks, school lands, regional parks or conservation areas. This overall figure
should be viewed as a benchmark and should be adjusted based on local needs and trends.
GENERAL PARK AND TRAIL CRITERIA
The following criteria are applicable to all park and trail areas.
• The location of parks and trails will be determined by the city using this plan as a guide.
Park land shall be suitable for its intended use. This means adequate size, parcel shape,
soils, slope, access and relationship between facilities in the park and to adjacent land uses.
• Park land shall be continuous and undivided by roadways, railroad tracks, pipelines, or
other impassible or unusable barriers.
• When park land is dedicated by a developer, that developer is required to grade the park
land and pave access and perimeter trails (not internal park trails) and neighborhood
sidewalks and adjoining rights of way. All construction must meet city specifications.
PARK CLASSIFICATIONS
Rosemount’s parks are classified according to their use and function and are described in table
3.a.
Table 3.a
Park Classification Use Service Area Size Acres/ 1,000 Site
Mini-Park Specialized park that serves a concentrated
population (i.e.
tots or seniors)
or geographic
area. Used in
areas where
geographic
1/8 - 1/4 mile radius
0.5 to 3 acres 0.25 to 0.5 Typically, near higher density housing that does not have access to a neighborhood
park or as a
supplement to a
neighborhood park.
PARK, TRAILS AND OPEN SPACE SYSTEM FRAMEWORK
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barriers prevent
access to a
neighborhood
park.
Neighborhood
Park/Playfield
Basic unit of
the park
system,
developed for
both active &
passive
activities.
Design criteria
should
anticipate the
changing
demographic
profiles of the
neighborhood
served, as to
provide
appropriate
facilities. Focus
on formal and
informal
activities.
1/2mile –
1/3 mile
average
Radius
4 to 17
acres
3 to 5 Easily accessible to the
neighborhood population
with safe walking and
biking access utilizing trail
networks. Parking facilities
to provide access and
minimize on-street parking.
Athletic Complex
Area for intensely programmed
recreation
facilities and
uses such as
athletic fields,
swimming
pools, etc.
Separate
athletic fields
complexes are
typically
provided for
youth and for
adults. Fields
are typically
lighted for
evening use.
Community Wide 25 to 80 acres 3 to 5 Site should be suited for intense development that is easily accessible to
the population it is
intended to serve. Located
near high traffic areas such
as schools and major
thoroughfares.
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Community Park Area possessing natural qualities
conducive to
passive
recreational
activities.
Community Wide 20 to 80 acres 3 to 5 Site typically affords a variety of natural features, well-drained soils, positive
drainage, varied
topography and accessible
to pedestrian and
vehicular traffic.
Conservancy or Preserve Lands Area possessing
natural qualities
preserved for
environmental,
open space or
aesthetic
purposes.
Facilities
should be
compatible
with the
preservation of
the resource.
Site Specific Depends
on
resource
Varies Significant natural areas that merit preservation and would be adversely
affected by development.
Often flourish when access
is limited or controlled
access. May be guided by a
conservation easement or
other government directed
restrictions.
Greenways Privately or publicly owned corridors of
open space that
often follows
natural land or
water features
and which are
primarily
managed to
protect and
enhance natural
resources.
Site specific &
community
wide
Sufficient
width for
intended
use.
Varies Corridors, used to protect, enhance and link natural resources and features.
Linear Parks Linear parks and open
spaces
developed for
varying modes
of recreational
travel such as
walking,
biking, skiing,
in-line skating
etc. or for
preservation of
wildlife
corridors,
streams, etc.
Site specific &
community
wide
Sufficient
width for
intended
use. Min.
15 - 30
feet wide
Varies Built or natural trail corridors, used to link
parks, natural resource
sites, and/or community
facilities such as schools,
libraries, and commercial
areas. Certain uses such as
wildlife corridors require
sufficient width to ensure
proper function.
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Special Use Highly
specialized use
area such as
community
golf courses,
swimming
pools, splash
pads arenas,
gardens,
plazas, and
other
specialized
recreation
uses.
Community
wide
Variable Varies Site Specific
Historic Sites Area set aside for preserving and
interpreting
historical
features such
as landscapes
and
architecture.
Community wide Variable Varies Size should be adequate to provide support facilities such as picnic areas,
parking, etc.
TRAILS CLASSIFICATIONS
Trails are classified based on their function, design and location. The most popular trails are for pedestrians
and bicycles. There are separated trails (parallel sidewalks and bikeways) within the same corridor,
combined trails (pedestrians and bikes on the same trail), bike lanes (paved shoulder next to the street),
unpaved nature trails and special use trails (cross country ski, horse and snowmobile). Trail classifications
and criteria are summarized in Table 3.b. The City’s trails are designed to connect neighborhoods, parks,
schools and commercial areas. The major trails can be used for recreation and transportation purposes.
Trails within parks will be determined as part of the specific park design. Trail land shall be of sufficient
width and slope to accommodate 10’ wide trails and appropriate buffer areas. General guidelines include a
minimum trail corridor or buffer area of 15’-30’, and a maximum slope of less than 5 percent.
Table 3.b - Trail Classification System
Trail Classifications Location and Use Surface Width Slope Notes
Class I - Separate
pedestrian and
bicycle trails.
Off - street Bituminous or
bituminous
and concrete
5-6 feet for
pedestrians
8-10 feet for
bicycles
0-5% pedestrian
0-3% bike
Class II - Combined pedestrian
and bicycle trail.
Off - street Bituminous 8 – 10 feet 0-3% average
8% maximum
Class III - Bikeway lane. On-street one way per side Striped lane next to vehicle lane
6 – 10 feet Slope to match road One way lanes
Nature trail. Within parks and conservation areas Aggregate, woodchip or turf
4 – 12 feet 0-5% desirable
10% maximum
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Cross country ski trail Within parks and conservation areas Snow 10 –14 feet – varies for one or two way
0-15%+ depending upon difficulty
Diagonal and skate tracks.
Snowmobile trail Off - street Snow 10-14 feet 0-10%+
Horse trail Off - street Turf or wood chips 10 feet 0-10%+ 12 foot overhead clearance
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This section analyzes Rosemount’s existing parks, trails and open space needs based upon the
Parks Trails and Open Space System Framework contained in Section 3. Community input,
growth forecasts and recreation trends are used in conjunction with the framework standards to
define existing and future park needs. Recommended trail locations are determined by analysis of
destination locations (parks, schools, neighborhoods, shopping, etc.), the planned roadway network,
the physical terrain and barriers, and opportunities.
RECREATION TRENDS
Recreation interests and participation are influenced by many factors. Age, access to facilities,
amount of leisure time, interests in the environment, new recreation technology, income and
social trends all influence recreation participation. Many park users are looking for quality recreation
close to home, but are willing to travel to obtain better quality or more specialized activities. Recent
concern regarding the environmental impact of vehicle travel and the benefits of exercise are
encouraging many more people to walk and bicycle for transportation as well as for leisure.
Recreation Trends in Rosemount – Recreation participation in Rosemount will continue to grow
as the community grows. The following trends have been noted by city staff and also recent public
input.
• Trail use continues to increase (walking, running and biking).
• There is a growing interest in have public art be used as a park amenity.
• Preserving and protecting open space and natural resources is important.
• Youth sports are continuing to grow in popularity.
• Requests for youth athletic fields and extended seasons of play are increasing.
• Adult softball participation numbers are shrinking throughout the state.
• Community Garden Plots continue to be popular and are located in many neighborhood parks.
• The City has received requests for additional outdoor ice skating opportunities
• Requests for large park shelter rentals have increased and are not being met.
• Youth sports tournaments have become a key function of each sport
• ISD 196 outdoor athletic facilities in Rosemount are some of the oldest in the district and
future expansion is very limited.
• Interest in having pollinator gardens in City parks is high. Staff will continue to implement
these gardens.
• Our youth are becoming disconnected from the outdoors as defined in the book “Last
Child in the Woods – Saving our Children from Nature-Deficit Disorder” by Richard Louv.
• People care about Rosemount’s Parks which is evident by the popular Adopt- a- Park
program.
COMMUNITY INPUT SUMMARY
The following is a summary of the input received at the public meetings, and from the Park and
Recreation Commission.
• The existing park system is very good. Keep up the park, trail and facility standards for the
new growth areas.
• Additional athletic facilities are needed. Consider finishing the development of the
property donated by Flint Hills and UMore Ball Fields and start planning for next athletic
complexes.
• Connect the community parks (Erickson, Central, Schwarz and Carroll’s Woods), school
facilities, and downtown together with trails to make one integrated system.
NEEDS ASSESSMENT AND RECOMMENDATIONS
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• Preserve open space and natural areas now before the areas are developed.
• Continue to work with partners on recreation facility planning and development.
• Continue to provide high quality care and maintenance of the City’s parks and open
space investments.
• Keep offering programs like Kids Corner to keep our children active.
• Allow space for art to be displayed in public parks.
• Increase tree canopy density in all parks areas.
• Investigate additional recreation opportunities in Carroll’s Woods.
SIGNIFICANT FINDINGS AND FUTURE TRENDS
The following are significant findings and likely future trends based on Rosemount demographics,
user input and staff:
• Residents are frequent users of Rosemount parks and are satisfied with the condition of
the park system.
• The construction of an athletic complex on the property donated by Flints Hills Resources
must move forward to meet the existing and future outdoor facility needs for youth athletics.
• Trail use will continue to increase and demand for trails expansion and connections
between parks and other city locations will grow.
• The City will focus on developing sustainable parks and operation methods.
• Recreation facility development and operations partnerships between government
agencies, schools, organizations and private corporations will continue to be i mport a n t
to a comprehensive and efficient park system in Rosemount.
• Demand for youth athletic activities and facilities will continue to increase as the City grows.
• Rosemount expects to continue having a high proportion of families with children along
with a growing number of retirees by the year 2040.
• There will be a need for new neighborhood parks, mini parks, athletic
complex/community parks and natural areas to serve the forecasted growth in Rosemount.
• Open space preservation and protection are a community priority. Key open spaces and
natural resources should be preserved in advance or in concert with development.
• The demand and the need for alternative recreation (i.e. skateboarding, disc golf and
BMX biking etc.) and special use areas (swimming pool, splash pads, public art, etc.) should
be evaluated on a continual basis.
THE ARTS IN ROSEMOUNT
“Having great arts programs and athletics programs make a community an enjoyable place to be and that’s
when you see success.” Sir Kenneth Robinson, Ph.D. is an internationally recognized leader in
the development of creativity, innovation and human potential. He is currently professor
emeritus at the University of Warwick in the UK, following 12 years as professor of
education. He resides in Los Angeles CA.
The arts are part of everyone’s life, though it’s not always easy to see. In Rosemount, we have
a very active arts component in many sectors of our community. Schools, daycares, churches,
library, Rosemount Historical Society, Rosemount Area Seniors and the Rosemount Area Arts
Council. We have invested in the Steeple Center as the center for senior activities as well as
home base for the Rosemount Area Arts Council.
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Arts is defined broadly, not only the classical fine arts one sees in museums, but the
creativity demonstrated by a broad cross-section of people of all cultures, ethnicities and
backgrounds, a melting pot that can create a culturally rich place to live, work and play,
attracting and producing a highly creative workforce that will attract more employers offering
good jobs in our community. The Park & Recreation Department will work to collaborate
with organizations throughout our community that are willing to bring forth creative
experiences for the community, including all ethnicities, cultures and backgrounds. The arts
can bring our community closer together, which will be particularly important as the City of
Rosemount continues to grow and where people from all kinds of backgrounds will need to
find common ground and bond as a single community.
Some of the goals of the arts community
are:
• Identify and inventory Artists, Creatives, public sector leaders, and other stakeholders in
our community who can help build and provide an environment that is conducive to
creative work;
• Work to provide opportunities for Artists, Creatives and Business people to come
together to explore, create and initiate a plan for building a sector of the economy of
Rosemount through the arts;
• Foster partnerships between business and the artistic community;
• Build or renovate a substantial sized building and grounds to serve as a Creativity Lab
where tools are available for people to test their creativity and potentially spin off
entrepreneurial businesses, such as a culinary arts section, a woodworking section, a
landscaping section, as well as more traditional art, meeting spaces for rent, possibly
office assistance for hire. The possibilities are limitless. Collaboration with DCTC and
MCI are possibilities as well.
• Provide a wide variety of arts experiences to the community, both arts that are
enjoyed through viewing and listening (concerts, art exhibits, etc.), and also through
hands-on participation and the act of creating (classes), ranging from cutting edge new
technologies to time-honored historical arts, such as papermaking, bookmaking, tatting,
beading, silver – smithing, block printing, silk-screening, weaving, crocheting, quilting,
pottery and other hand-work, as well as current traditional arts such as painting, drawing,
photography, etching, mosaics, glass-blowing with our own glass-blowing studio, and
sculpture. We would like to explore arts from around the world and exhibit them.
Properly done, this could serve as making Rosemount an arts destination and a revenue
generator.
• Provide a biennial community project for all community members to come together
and help create a permanent piece of community art to be displayed in a public place;
• Assure that all age groups and all cultures have equal opportunities to flex and build
their creative muscle.
• Provide measurements on our success annually both in terms of participation and revenue.
• We envision Rosemount as an Arts and Creativity Incubator, and a regional destination
for many people and a role-model for other communities in the coming decades.
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FUTURE SERVICE AREA NEEDS
The Rosemount Comprehensive Plan identifies an abundance of new development taking place in
Rosemount in future years. The majority of the development will take place East of Highway 3
and on both the North and South sides of County Road 42, East of Akron Avenue and north of
County Road 42, East of Highway 52 and south of County Road 42 and is identified in the Parks,
Trails and Open Space Search Area Map included as Appendix C.
Future Park, Trails and Open Space Needs - Park needs are based on recreation interests,
population and household demand or geographic distribution and physical features. For example,
a new neighborhood park is designed to serve a population of 1,000 to 2,000 people or
approximately 300 - 650 households. The framework standards also call for neighborhood parks to
be located within 1/2 - 1/3 mile of most residents. Park service areas are general guides to the
geographic area that the park should serve.
Needs Based on Recreation and Demographic Trends – Continued residential growth and a
high proportion of both single-family housing means a continued increase in the number of
households with an active lifestyle is expected. The movement of the “baby boomers” into
retirement also means more active life styles for retired adults. This requires a broad spectrum of
recreational facilities and activities for youth, teens, adults, and retires, on an individual as well as in
group settings.
Participation in youth athletics has grown steadily and is likely to continue to grow as the
community grows. Community growth and increased youth participation results in a need for
baseball, softball, soccer, lacrosse, football fields, outdoor ice rinks, tennis, pickle ball, basketball,
and volleyball courts. Facilities are needed for recreational play; league play as well as hosting
tournament play. The City is continuing to address the need for sufficient community park space
for tournaments and for the expected growth in organized athletics. Additional community athletic
playfields will be needed to meet future demands.
Sport seasons are becoming longer. Demand for lacrosse and soccer fields during the baseball
and softball seasons limits the effectiveness of multi-use (overlapping) fields.
Many people are interested in passive and natural resource based recreation such as hiking,
nature study, bird watching, fishing, etc. Conservation and natural resource sites are needed to
accommodate these activities. The baby boomer generation’s recreation interests are often focused
around healthy lifestyles and staying active. Their recreational interests include walking/running,
bicycling, pickle ball, golfing, bird watching, nature study, community volunteering, arts and cultural
activities, etc.
Needs Comparison to Framework Standards –
Table 4.a. evaluates the existing park supply and forecasted needs based on the park
classification framework.
On paper, Rosemount currently appears to meet the local demand for parks based on national
standards. What needs to be reviewed carefully is whether the amenities being offered are meeting
the needs of the community. In the 1970’s and 1980’s a number of parks were developed that by
today’s standards would be considered mini parks and most likely not used for organized events.
Furthermore,
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a large amount of the land in the parks system is managed as preserves or conservancy lands. A
number of regional parks or protected open spaces are also located near Rosemount.
Between 2018 and 2040 additional neighborhood parks/playfields, athletic complex land, and
community park lands are needed to meet forecasted growth and resident needs. A total of
approximately 416 - 697 additional core park acres will be needed by 2040. A careful review of
additional needs should be conducted based on the current number of multiple use fields,
overlapping fields, frequent school use of school facilities (limiting general public availability) and
the need for field maintenance and refurbishing (field quality declines rapidly with overuse). Local
needs are often a more appropriate benchmark than general framework standards. The input
from park users and existing facility use may indicate a greater or lesser need for certain types of
facilities.
Due to the size of the land holdings and use of Flint Hills Resources and the University of
Minnesota property, portions of these large land areas may be suitable sites for a community
athletic complex/community parks or other park or open space use. Parks, trails and open space
protection should be incorporated into any land use or development changes on these properties.
Table 4.a - Existing Core Park Area and 2040 Area Needs by Park
Classification
Existing Existing needs 2040 Future Needs
(Recommended
# of sites) Population 24,295 24,295 38,000
Park classification and
land/ per 1,000 capital
Mini-park
0.25 – 0.5 ac./1,000 pop.
14 acres 6 – 12 acres 11.25– 22.5 acres 1 - 4 acres (2 parks)
Neighborhood
Park/Playfields
118 acres 72 – 120 acres 135 – 225 acres 59 – 149 acres (11
parks)
Community Park
3 - 5 ac./1,000 pop.
73 acres 72 – 120 acres 135 – 225 acres 62 – 152 acres (2
parks)
Athletic Complex
3 - 5 ac./1,000 pop.
170 acres 72 – 120 acres 135 – 225 acres 60 – 115 acres (2
parks) Conservancy/Preserve
Lands
165 acres Varies Varies Varies
Overall Park Area
10-20 ac./1,000 pop.
540 acres
240 – 480
acres
450 – 900 acres
181 – 420 acres
Supplemental Outdoor Recreation Facilities – Local schools and churches also have recreation
facilities that can supplement city recreation facilities. In the past, they have been primarily
designed for the owners use, but are also available to the public depending upon the owners needs
and facility availability.
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OTHER FACILITIES
Special Use Parks - The need for special use parks or facilities is an on-going process based on
staff, Commission, stakeholder and public input and changing recreation needs. These types of
needs might include skate parks, outdoor pools, splash pads, BMX biking, disc golf, etc. These
activities are often more appropriate in community parks.
Facilities for Those with Special Needs – Facilities built specifically to meet the special needs of
park users are something that should be reviewed and discussed on an ongoing basis. These types of
facilities might include areas full access ball fields, zero slope looped trails, etc. The opportunity to
partner with local school districts, non-profit service providers, others in the community to develop
these types of facilities is something the City should pursue.
Swimming Pool/Splash Pad - The Cities of Eagan, Apple Valley and Hastings have outdoor
swimming pools and/or aquatic parks. Dakota County, the City of Lakeville and the City of
Burnsville operate beaches at local lakes. Given the close proximity to these major outdoor pools
and public beaches, at this time it is questionable if a public outdoor pool in Rosemount would get
sufficient use to justify the large initial expense and the on-going operating costs. Given the
presence of the nearby outdoor pools, a feasibility study should be conducted to determine what
type of aquatic facility (indoor or outdoor) if any, should be pursued. The City currently hosts a very
popular splash pad in Central Park. Staff will continue to look for ways to efficiently operate the pad,
including the installation of a recirculating water system.
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The Rosemount Parks, Trails and Open Space Plan will guide the parks, trails and open space
acquisition and development through the year 2040. The Plan is based on forecasted growth and
a flexible park system framework to create a pleasing and accessible system of parks, trails and
open space for new and existing residents, employees and visitors. The Plan contains
recommendations for:
• Additions to existing parks and open space
• New park, trails and open space development and land acquisition
• System funding and park dedication
THE PARKS, TRAILS AND OPEN SPACE SYSTEM PLAN
The plan map shows existing and proposed park areas, trails and other site specific opportunities.
The proposed park locations are shown on Appendix C.
SYSTEM PLAN RECOMMENDATIONS
The following recommendations for new parks are based on the park system framework and
standards and the needs analysis.
• Mini-Parks: 7 new mini-parks are needed to meet the recreation needs of the forecast
growth to 2040. The distribution of these parks is shown on the Rosemount Park, Trail and
Open Space Map as Appendix C.
• Neighborhood Parks/Playfields: 11 new neighborhood parks are needed to meet the
recreation needs of the forecasted growth to 2040. Staff will need to work with developers
and landowners to acquire land for new parks in accordance with the search area locations
shown on Appendix C.
• Community Athletic/Community Parks: There is a need for 122 to 267 acres of athletic
facility/community park land to meet future community needs. It is important to acquire
land for these parks in advance of development because of the large amount of land they
will require. Potential sites should have good vehicular access, be relatively level and have
appropriate adjacent land uses. The site should meet the criteria established in the Park,
Trails and Open Space System Framework.
• Conservation Areas: 1 new conservation opportunity area i s identified. The area contains
key natural resources that should be considered for preservation and opened to the
public. Depending upon the location and natural features the conservation area may also
function as passive use community park. The locations of these proposed conservation
areas are shown on as Appendix C. Consider acquisition and/or preservation of the site
with conservation easements. When feasible, the city should evaluate these types of sites, seek
funding for acquisition and acquire the priority sites the partnerships with non-profit,
governmental or private agencies.
THE SYSTEM PLAN
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• Greenways: The City of Rosemount participated in the Greenway Strategic Plan. The
Greenway Strategic Plan seeks to establish a system of inter-linked natural resource
features and corridors throughout Dakota County. Implementation of the greenway plan
is recommended through a cooperative partnership through the commitment of the city,
local residents and greenway area land owners.
• Trails: The proposed trail system should be designed to connect neighborhoods to
parks, shopping and schools to adjacent community’s trails and regional trails. Most new
trails are expected to be Class II shared pedestrian/bike paved trails. There will also be a
need for internal trails within parks and unpaved nature trails in larger parks and
conservation areas. Key components to developing a comprehensive trail system will include:
Acquire and develop trail corridors and linear parks in accordance with the
future roadways identified in the Comp Plan.
Implement the Greenways plans as identified in the Regional context map Appendix B
Build loop trails within parks that connect park features and facilities.
Ensure that trail connections are provided from developments to proposed parks.
Interconnect existing and future parks and trails to potential greenways, wetlands
and other passive recreational opportunities
Work with Dakota County to continue to construct a trail parallel to County Road
42. Near Highway 52, the County Road 42 will travel north of the CR42/TH52
interchange to avoid the proposed future cloverleaf intersection design.
Continue implementation of the City’s Pedestrian Improvement Plan (Trails and
Sidewalk Plan) Improvement Program.
IMPROVEMENTS AND RENOVATIONS TO EXISTING PARKS
It is important to plan and budget for future renovation along with new park development.
Park facilities such as play equipment, shelter buildings, fencing, paving, etc. have a finite life span
and stand-alone comprehensive capital replacement schedule for parks and trails (i.e. play
equipment lasts about 20 years) should be implemented and updated on a regular basis. Park
revitalization needs should be continually evaluated by on-site observations and input from
residents, Parks and Recreation Commissioners, City Council and staff.
EXPLORE ACQUISITION AND DEVELOPMENT PARTNERSHIPS
Continue and expand partnerships with the School District 196 and 917, Dakota County, Dakota
County Technical College, Flint Hills Resources and the University of Minnesota for future park,
trail and open space acquisition and development.
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PRESERVE AND RESTORE NATURAL RESOURCES
The City should create management plans for our City lands that are home to quality natural
resources. Staff will continue the efforts to identify and eradicate invasive species on City owned
property. Educating landowners about invasive species and management strategies will be key in
controlling further spread of the invasive species.
EXPLORE OPPORTUNITIES FOR HISTORIC SITES
Evaluate the potential for preservation of significant historical or cultural sites. Continue to work
with the Rosemount Historical Society to preserve Rosemount’s history. Consider Rosemount’s
agricultural, railroad and community history when naming, acquiring or developing future parks. For
instance, some parks could be named for prominent settlers of the land or an agricultural
design theme could be incorporated into a new playground.
PARK IMPROVEMENT/RENOVATION FUNDING AND PARK DEDICATION
Funding of park land acquisition and development is done through a variety of sources. Park
dedication from new development (either land or cash) is the primary funding source for new parks
and trails. City general funds are typically used for renovation of existing parks and trails. Grant
funds should be sought to help supplement city funds for certain projects.
PARKS DEDICATION ORDINANCE
When new residential, commercial, industrial, business park or other subdivisions are proposed, the City
requires dedication of park land or trails where shown on the Rosemount Park and Trail Plan maps or as
recommended by the Rosemount Parks & Recreation Commission and approved by the City Council.
Where general park service area locations are shown on the Parks, Trails and Open Space map identified in
Appendix C, the exact extent and location of the parkland will be determined and recommended through
detailed analysis and review by City staff. Where it is decided that park, trail or open space land is not to be
dedicated, the City will require cash in lieu of land payment determined by the City’s ordinance relating to
park dedication and a fee which is set annually in the City’s Fees and Fee Policy. Where a mix of cash and
land dedication is required, the City will calculate the pro-rated cash dedication share based on the land
dedication amount.
Park dedication funds should be used for construction of new park and trail facilities. The funds
should not be used for facility replacement or for renovation of existing parks unless additional
capacity is the result of the improvement.
General Funding – It is important to allocate sufficient capital from the General Fund to cover
capital facility repair and replacement. The importance of General Funds for renovation will increase
as Rosemount’s parks and trails age. Rosemount should be proactive and plan and budget for park
renovation and replacement of facilities such as parking lots, trail re-paving, play equipment and
park shelters, etc.
Grants – Some city park construction projects and land acquisitions are eligible for supplemental
grant funds. County, state, federal and non-profit grant programs are the major sources of grants
for park development, conservation and special recreation land acquisition and trail and
pedestrian/bike bridge construction. These grant programs may require a local match and have
limited funds, and there is intense competition for these limited resources. The City should
continue to evaluate the suitability of proposed acquisition or development for these grant
opportunities.
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Referendum – A bond referendum is a special election that allows voters to determine if they
want to increase their property taxes to help pay for bonds which fund selected public
improvements (e.g. such as park and trail development or acquisition of conservation areas and
open space). In general, park bond referendums are used to fund larger community-wide
projects (such as a community center, aquatics center, sport complex, conservation areas trails
and greenways, etc.) or a range of park improvement projects such as renovation of multiple
parks. This is an option for Rosemount depending upon the specific project needs and fiscal
situation.
Partnerships – Where appropriate and feasible, partnerships for acquisition and development of
community facilities can reduce the up-front cost to the city and lessen the on-going operating
costs of recreation facilities. The details of use, cost sharing and maintenance and other issues
determine the suitability and feasibility of potential partnerships.
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Appendix A
Existing Parks Map
osemount 2040 Comprehensive Plan Chapter 10 – Parks, Trails & Open Space
^`
R
^`
Trails and Parks Map
City of Rosemount
Legend
Water Bituminous Tunnel
Parks Sidewalk ^` Comm. Center
Park Amenities:
Existing Element Acres Barbecue Grills Baseball Field - Official Basketball - Hard Surface Little league Field Nature Areas Parking Picnic Shelter Picnic Tables Playground Equipment Restrooms Skating - Hockey Skating - Pleasure Soccer - Official Fields Soccer - Youth Fields Softball - Official Tennis Courts Volleyball Courts Walking Trails Warming House Disk Golf Skate Park
COMMUNITY PARKS
1
Ames Soccer Complex (at DCTC)
1300 145th St E
13.56 P P
2 Ball Fields at Umore, 14860 Akron Ave 26.40 P P P P
3 Central Park, 2893 145th St W 6.28 P P P P P P P
4 Erickson Park, 14115 Brazil Ave 45.10 P P P P P P P
5
Flint Hills Athletic Complex
135th St W& Akron Ave
57.62 P
6 Schwarz Pond Park, 13787 Dodd Blvd 62.29 P P P P P P P
7 Shannon Park, 13260 Shannon Pkwy 24.76 P P P P
CONSERVANCY LAND
8 Carrolls Woods, 3335 142nd St W 44.46 P P
9 Wiklund Preserve, Bacardi Ae 14.97 Preserve
NEIGHBORHOOD PARKS
10 Birch Park, 2181 Birch St 3.52 P P P P P
11 Biscayne Park, 2420 145th St W 3.08 P P
12 Bloomfield Park, 14225 Bloomfiled Path 13.75 P P P P P P P P P P P
13 Brockway Park, 13660 Bronze Pkwy 14.36 P P P P P P P P
14 Camfield Park, 14795 Canada Ave 3.10 P P P P P P P P
15 Charlies Park, 3155 144th St W 1.26 P P P
16 Chippendale Park, 14876 Chrysler Ave 2.11 P P P P P
17 Claret Park,15130 Claret Ave 2.63 P P P
18 Connemara Park, 13930 Connemara Tr 4.79 P P P P P P P
19 Dallara Park, 4175 147th St W 1.04 P P P
20
Family Resource Center Park
14521 Cimarron Ave
1.24 P P P
21 Innisfree Park, 4270 Evermoor Pkwy 55.82 P P P P P P
22 Jaycee Park, 15425 Shannon Pkwy 14.66 P P P P P P P P P P P
23 Kidder Park, 3652 146th St W 2.13 P P P
24 Lions Park, 15155 December Tr 1.94 P
25 Meadows Park, 13960 Azalea Ave 26.44 P P P P P P P P P
26 Prestwick Park, 14238 Ailesbury Ave 13.81 P P
27 Twin Puddles Park, 14884 Dodd Blvd 5.40 P P T:\Project\Parks\Trails\Trails Map.mxd I:\GIS\Map_Library\Parks\Trails\ParksAndTrails2018_11x17.pdf
Rosemount 2040 Comprehensive Plan Chapter 10 – Parks, Trails & Open Space
28 Winds Park, 15675 Chippendale Ave 7.09 P P P P P P
29 Horseshoe Lake Park, 13202 Aulden Ave 37.12 Undeveloped
30 Greystone Park, 1268 138th St E 6.00 P P P
Rosemount 2040 Comprehensive Plan Chapter 10 – Parks, Trails & Open Space
Appendix B
Regional Context Map
24
Rosemount 2040 Comprehensive Plan Chapter 10 – Parks, Trails & Open Space
k
Dakota County Long-Range Vision for Greenways
LILYDALE
Thompson
County Park
WEST
ST PAUL SOUTH
Minnesota
Trail MENDOTA
MENDOTA
HEIGHTS
ST PAUL
Mississippi
River
Regional
Trail
Greenway
EAGAN
INVER
GROVE
HEIGHTS
BURNSVILLE
McAndrews
Greenway
Lebanon Hills
Regional Park
APPLE VALLEY
ROSEMOUNT
NININGER
TW P
LAKEVILLE
Vermillion
Highlands
Greenway
Rosemount
Greenway
COATES
Whitetail Woods
Regional Park
Spring Lake
Park Reserve
River Greenway
VERMILLION
HASTINGS
MARSHAN TWP
FARMINGTON
EMPIRE TWP
VERMILLION TWP
RAVENNA TWP
HAMPTON
NEW TRIER
MIESVILLE
EUREKA TWP CASTLE ROCK TWP HAMPTON TWP DOUGLAS TWP
W ATERFORD
TWP RANDOLPH
RANDOLPH TWP
Miesville Ravine
Park Reserve
GREENVALE TWP
TWP
Lake Byllesby
Regional Park
NORTHFIELD
4
SCIOTA 0 1 2 4 Miles
Rosemount 2040 Comprehensive Plan Chapter 10 – Parks, Trails & Open Space
k Please refer to the 2017 Dakota County Central Greenway Connectivity Study
for more information on short-term (purple dashed line) and long-term linking routes.
Rosemount 2040 Comprehensive Plan Chapter 10 – Parks, Trails & Open Space
Appendix C
Rosemount Park, Trail and Open Space Plan Map
26
Rosemount Parks, Trails, and Open Space
1 in = 2,983 ft
Rosemount 2040 Comprehensive Plan Chapter 10 – Parks, Trails & Open Space
C1
M4
N3
N
M2
N2
N NPF M1
M3 N N
N
N M
C NPF N
N M7
M M
M N
N N N
M
M
M6
N4 NPF1
N8
N5
NPF
NPF2
N7
N M5 N9
Rosemount Greenway C - Conservation AG Agriculture CC Community Commercial MDR Medium Density Residential LI Light Industrial
Vermillion Highlands Greenway M - Mini Park FP Floodplain AGR Agricultural Research HDR High Density Residential GI General Industrial
Park Service Areas N - Neighborhood DT Downtown RR Rural Residential PI Public/Institutional WM Waste Management
Existing Park NPF - Neighborhood Play Field NC Neighborhood Commercial LDR Low Density Residential PO Existing Parks/Open Space
Proposed Park RC Regional Commercial TR Transitional Residential BP Business Park
MXD: T:\Project\Parks\ParkCompPlan\LandUse_Parks11x17.mxd PDF: I:\GIS\Map_Library\Parks\CompPlan
N1
N6
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
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CHAPTER 10: 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). 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.
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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.
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.
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.
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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.
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.
Urban Mixed District (CA-UM)
• 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.
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.
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
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DISTRICT MAP
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.
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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.
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
10-6
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
snow melts in the spring. Vegetation preservation by the current industrial users has prevented any
drainage problems from developing.
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
10-7
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
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 Chapter 10 – MRCCA
10-8
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 Chapter 10 – MRCCA
10-9
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.
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 Chapter 10 – MRCCA
10-10
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, public views of the bluffs from the opposite shore are obstructed by Grey Cloud
Island. The City has identified a significant public view from a site in the western portion of Spring
Lake Park Reserve. This PRCV is illustrated in the following photos and map.
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
10-11
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
10-12
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).
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 Chapter 10 – MRCCA
10-13
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 Chapter 10 – MRCCA
10-14
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. 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.
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
10-15
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.
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.
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.
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.
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
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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.
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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 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.
Rosemount 2040 Comprehensive Plan Chapter 10 – MRCCA
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IMPLEMENTATION ACTIONS
1. Official Document Updates
• Adopt the Mississippi River Corridor Critical Area Plan as an element of the
Comprehensive Plan;
• Amend the Critical Area Ordinance to reflect the new Mississippi River Corridor
standards.
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.
3. Education and Outreach
• Distribute the Mississippi River Corridor Plan to other agencies and industries working
in Rosemount;
• 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
during road construction or realignment, and the consideration of pedestrian access to
the river and to trails;
• Incorporate local capital improvements 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.
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CHAPTER 11: IMPLEMENTATION
IMPLEMENTATION SUMMARY
Pursuant to Metropolitan Land Use Act, Minnesota Statutes Chapter 473, this chapter addresses the
Implementation Program requirement of the Comprehensive Plan. Minnesota Statute 473.858 Subd.
4 requires that the Implementation Program consist of three elements:
1) a description of official controls, addressing at least the matters of zoning, subdivision, water
supply, and private sewer systems, and a schedule for the preparation, adoption, and
administration of such controls;
2) a capital improvement program for transportation, sewers, parks, water supply, and open
space facilities; and
3) a housing implementation program, including official controls to implement the housing
element of the land use plan, which will provide sufficient existing and new housing to meet
the local unit’s share of the metropolitan area need for low and moderate income housing.
OFFICIAL CONTROLS
The City of Rosemount has numerous official controls to ensure that the Goals and Policies within
the Comprehensive Plan are implemented. These controls include Rosemount’s Zoning Map,
Zoning Ordinance, Subdivision Ordinance, and Planned Unit Development Ordinance.
Additionally, there are a number of ordinances and plans that protect the City’s natural resources,
such as the Shoreland Ordinance, Stormwater Management Plan, Wetland Management Plan,
Wetland Management Ordinance and Overlay District, and the Mississippi River Corridor Critical
Area Plan and Overlay District. The City will review these plans and ordinances to ensure they
implement the Comprehensive Plan and will make amendment to the official controls as necessary.
The Comprehensive Plan, particularly the Housing and Land Use chapters, identify a number of
areas in which the official controls should be reviewed. The characteristics of each land use
designation are described in great detail, including their appropriate zoning districts, within the Land
Use chapter. The City will review its official controls to ensure they implement the Comprehensive
Plan and will make amendment to the official controls as necessary.
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CAPITAL IMPROVEMENT PLAN (CIP)
BACKGROUND
Historically, the City of Rosemount has usually had some form of 5-year Capital Improvement Plan
(CIP) in place to utilize for its capital improvements. There have been times where just a single
year’s capital improvements have been addressed and funded. As the City continues to grow, we
believe that the careful development and continuous utilization of a realistic CIP is essential to the
proper management of the City. As we looked at developing a new 5-year CIP, it became apparent
that the dilemma that the City of Rosemount faces is one of continued growth combined with
restoration/reconstruction of the older portions of our City. This being the case, it was almost
impossible to develop a plan for a 5-year period that was very realistic. As work continued on the
plan, we decided to explore the possibility of looking out farther and developing a longer plan that
would more realistically allow us to plan for the City’s future. What has evolved is the 10-year CIP
located at the end of this Chapter. We believe that great strides have been made to more accurately
plan for the future of the City of Rosemount. This document is only a working guide that is utilized
by the City Council and its staff to prepare for the future. The first year of the plan will be included
as part of the formal budget that is prepared yearly as part of our Truth-in-Taxation process with the
following years developed as a working tool for future years’ discussions.
GENERAL/ADMINISTRATIVE DESCRIPTION
The CIP provides for specific funding of items, the nature of which is not considered “current” in
their use or life expectancy. These items are generally of a higher estimated cost than $5,000 and
will have a life expectancy of 3 years or greater. The source of funding for these expenditures is
typically the general tax levy. In some instances, other funding is utilized. For example, revenues
received from user fees are being designated in various CIP funds for capital improvement and
equipment purchases. Individual departments are designated for each item proposed for purchase
in this plan.
TYPES OF CAPITAL IMPROVEMENT FUNDS
Another area of change for the CIP is the implementation of three separate funds to isolate and
better track the types of capital improvements being planned for. The following briefly describes
each of the three:
Building CIP Fund - This fund is used to account for the on-going capital improvements and
possible additions to government buildings.
Street CIP Fund - This fund is used to account for the on-going street construction and
reconstruction projects within the City and all other major maintenance items related to both
paved and unpaved streets including, but not limited to, street lights, signal lights, sidewalks and
gravel road resurfacing.
Equipment CIP Fund - This fund is used to account for the on-going replacement of and
additions to City equipment.
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HOUSING IMPLEMENTATION PROGRAM
The Housing Implementation Program is described within the guiding principles in the Executive
Summary, the Housing Chapter, the residential land uses in the Land Uses Chapter, and the Land
Use Map. Guiding Principle 2 states to provide increased housing opportunities and a balance of
life style housing. The Housing Chapter describes the existing and needed housing types, including
senior housing and housing at all densities. The Housing Goals and Policies, particularly Goals 4, 5,
and 6, describe the programs and policies that the City will implement to achieve the increased
housing opportunities and life style housing. The Housing Chapter also includes four
implementation measures specific to housing. The residential land use designation descriptions
describe which type of housing are appropriate in which designation and how they are expected to
be developed. The Land Use Map shows the areas in which the various residential land uses are
allowed.
The 2040 Land Use Map shows a mix of low density, medium density, and high density residential
land use throughout the City. Within the Land Use Chapter, it is demonstrated that the amount and
mixture of residential land uses show on the map with met, and often exceed, the Metropolitan
Council residential density requirements and Livable Community Act requirements. The City looks
forward to working with the Metropolitan Council to achieve the housing needs within Rosemount,
particularly through the use of the Livable Communities Demonstration Account grants and other
programs. The City hopes that the Metropolitan Council continues to support local housing effort
through their programs and encourages the Metropolitan Council to expand the fiscal resources
available through these programs.
ZONING DISTRICTS
The City is divided into the zoning districts shown on the zoning map (Map 12.1). Rosemount has
elected to use five residential land use designation on its future land use map (Map 3.4) as shown in
Table 12.1: Rural Residential (RR); Transitional Residential (TR); Low Density Residential (LDR);
Medium Density Residential (MDR); and High Density Residential (HDR). In order to maintain
consistency between the future land use categories and the Zoning Ordinance, Rosemount will make
any revision necessary to the Zoning Ordinance within nine months of the approval of the 2030
Comprehensive Plan Update by the Metropolitan Council.
TABLE 12.1: LAND USE DENSITIES
Land Use Categories Density
Rural Residential 0.2 units per acre or less
Transitional Residential 1 to 3 units per acre
Low Density Residential 1 to 6 units per acre
Medium Density Residential 6 to 12 units per acre
High Density Residential 12 to 30 units per acre
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The City has chosen to implement the future residential land uses by adopting several different
zoning districts as part of its Zoning Ordinance. The residential zoning districts and their respective
densities are currently defined in the Rosemount Zoning Ordinance as follows:
RR: Rural Residential District
Purpose and Intent: It is the purpose of this district to provide for a large lot rural residential
lifestyle which is separate from and not in conflict with commercial agricultural activities. Within
these districts, public sewer and water systems are not available and on site systems shall meet the
City's minimum requirements.
Minimum Lot Area: 2.5 acres
Maximum Gross Density: one (1) unit per five (5) acres
VL: Very Low Density Single Family Residential District (Not Currently Used)
Purpose and Intent: The purpose of this district is to allow low density residential development
within the metropolitan urban service area while minimizing negative environmental impacts on
areas with greatest physical amenities (rolling topography, forest, wildlife habitat, water bodies).
Single-family detached dwelling cluster development will be encouraged as a tool to protect unique
physical features and restrict development to the most suitable locations. The twenty thousand
(20,000) square foot minimum lot size will accommodate larger homes than the R-1 (10,000 square
foot minimum lot size) district, will mandate increased structure separation and will allow for more
selective siting of homes. The lower maximum density of one dwelling unit per acre will result in
preservation of natural amenities within the context of providing urban services.
Minimum Lot Area: 20,000 square feet
Maximum Gross Density: one (1) unit per one (1) acre
R-1: Low Density Residential District
Purpose and Intent: This is a low density residential district that is intended to accommodate newer
single-family detached housing development within the metropolitan urban service area. Dwelling
units within this district are intended to be connected to the public sewer and water systems.
Minimum Lot Area: 10,000 square feet (interior lots); 12,000 square feet (corner lots)
Maximum Gross Density: 2.5 units per acre
R-1A: Low Density Residential District
Purpose and Intent: This is a low density residential district that is intended to preserve the character
of existing single-family neighborhoods platted on or before 1979 within the metropolitan urban
service area. Dwelling units within this district are intended to be connected to the public sewer and
water systems
Minimum Lot Area: 10,000 square feet (interior lots); 12,000 square feet (corner lots)
Maximum Gross Density: 2.5 units per acre
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R-2: Moderate Density Residential District
Purpose and Intent: This is a low to medium density residential district which is located within the
metropolitan urban service area and is primarily, but not exclusively, intended to accommodate
attached single-family dwellings. Dwelling units within this district are intended to be connected to
the public sewer and water systems.
Minimum Lot Area: 12,000 square feet (1-2 family); 18,000 square feet (multiple family)
Maximum Gross Density: six (6) units per acre
R-3: Medium Density Residential District
Purpose and Intent: This is a medium to high density residential district which is intended to be
located within or near the Rosemount Central Business District (CBD) where streets and utilities are
sufficient in capacity to accommodate higher density development and where shopping and
recreational facilities are available within close walking or driving distance. Housing types include
apartments, condominiums and townhouses. It is intended that this district provide a blend of
housing, recreation and open space opportunities.
Minimum Lot Area: 22,500 square feet
Maximum Gross Density: twelve (12) units per acre
R-4: High Density Residential District
Purpose and Intent: This is an exclusively high density residential district which is primarily intended
to accommodate high rise apartments and condos and senior citizen housing. It is the intent of this
title that this district be within or adjacent to the Rosemount CBD to provide for the maximum
convenience and accessibility for residents.
Minimum Lot Area: 22,500 square feet
Maximum Gross Density: forty (40) units per acre
The VL District is not currently used by the City, and will be eliminated from the Zoning Ordinance
with other changes required to bring the Code into compliance with this Plan. The City will also
revise the R-3 and R-4 Districts to provide more flexibility concerning the geographic distribution of
these districts consistent with the goals and objectives of the Land Use and Housing Chapters.
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