HomeMy WebLinkAboutChapter 8 - Transportation_Final MC doneRosemount 2040 Comprehensive Plan Chapter 8 – Transportation
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C HAPTER 8: TRANSPORTATION
VISION FOR THE TRANS PORTATION 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 INF LUENCING 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 DEVELOP ING 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
Relationship
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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 CHARACTERIST ICS
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 & ANTICIPAT ED 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 DEFI CIENCIES
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 PRESERV ATION
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 SER VICES 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 MANAGE MENT
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 DEMAN D
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 WALKIN G
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 CONDI TIONS
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 BICYC LE 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 & V EHICLE 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 ACTIVIT Y
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 CONSIDERATION S
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 ZO NING
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 FINANC ING
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 FUT URE
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 MANAGE MENT
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 A ND AUTONOMOUS VEHICL ES
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 SCHO OL
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.