Introduction and Authority

Appendix 1 Transportation Introduction and Authority The 2030 Transportation Plan is an integrated component of the Apple Valley Comprehensive Plan Update. The transportation plan is a key component of the City s Comprehensive Plan that assesses all modes of transportation, including streets and highways, trails and sidewalks, transit facilities, and airport accessibility. This plan expresses the location, limits, function, and capacity of all transportation facilities in the. The State of Minnesota, through the enactment of the Metropolitan Land Planning Act (M.S. 473.859, Subd.3(1)) requires the Metropolitan Council s review of each metropolitan community transportation plan to assure conformity with the regional development framework. The Metropolitan Council s 2030 Transportation Policy Plan (TPP) is the planning document that provides guidance for policies and strategies included in the 2030 Apple Valley Transportation Plan. A1-2 Appendix 1 October 2009

Background and Purpose of the Transportation Plan The recognizes the changing travel needs of its residents, commuters, visitors, commercial transporters, pedestrians, and cyclists making trips within and through the community. To provide for safe, multimodal transportation facilities that offer adequate capacity (existing and future) with a high level of mobility, a transportation improvement plan that corresponds to the City s overall comprehensive plan must be adopted and implemented. The 2030 Apple Valley Transportation Plan describes, designates, and schedules the location, extent, function, and capacity for all transportation modes within the community. To be consistent with the regional policy, the 2030 Apple Valley Transportation Plan includes the following elements: An assignment of socio-economic forecasts (population, households, and employment) to traffic analysis zones (TAZs); A street and highway plan that maps and describes existing roads and planned improvements, analyzes traffic volumes, and addresses safety and capacity issues; A bicycle and pedestrian plan; A transit plan for facilities and service; and An aviation plan that identifies aviation-related facilities and addresses airspace protections. Goals, Objectives, and Policies As described in the Vision chapter of the Apple Valley Comprehensive Plan, the ability to move safely and efficiently within Apple Valley and the region is essential. Apple Valley supports a multi-faceted transportation system for automobiles and mass transit, and for bicycles and pedestrians that provide viable means of movement without a car. Transportation goals, objectives, and policies should reflect a vision of what type and level of service the City of Apple Valley s transportation system will provide. They will also help guide priorities for future investment, either as a publicly-maintained local system or in partnership with regional or state transportation agencies. These transportation goals, objectives, and policies provide the City with a means to measure the performance of the transportation system over time, and as necessary, an opportunity to reassess, revise and/or supplement the desires of the community. The goals, objectives, and policies listed below are not ranked or presented in any order of importance and/or need. Goal 1: Preserve and Enhance the Transportation System Objectives: 1. 2. Maintain the existing transportation system by making scheduled improvements to replace worn or obsolete components. Seek opportunities to improve existing local streets by redevelopment opportunities and by coordinating improvements with County and State roadway partners and their funding programs. 3. Implement environmentally-conscious designs if possible in reconstruction projects. Policies: 1. 2. 3. 4. As the greatest investment priority, the City will preserve its existing transportation system in the highest order of operating condition. The City will continue to maintain pavement and permanent right-of-way fixtures associated with the local roadway, bridge, trail, and sidewalk system using routine inspections and maintenance and improvement programs coordinated by the Apple Valley Public Works Department. The City will coordinate regional roadway preservation improvements with other transportation system partners in the community, including Mn/DOT, Dakota County, Minnesota Valley Transit Authority (MVTA), and school transit providers in the community. The City will work with its local permitting partners in the development of environmentally-sound practices for constructing public roadway infrastructure, including innovative drainage design and contaminant protection. Goal 2: Improve the Functionality and Safety of the Transportation System Objectives: 1. 2. Analyze the current transportation system and assess its current performance. Identify system deficiencies by examining trend data, including safety (crashes), forecast traffic volumes (capacity), and accessibility (mobility). 2030 Comprehensive Plan October 2009 Appendix 1 A1-3

Policies: 1. 2. 3. 4. 5. 6. 7. The City will conduct vehicle speed audits to assess locations where enforcement is an issue and consideration could be given to infrastructure or traffic control changes. The City will encourage the study of reasonable traffic management techniques where documented safety issues exist. The City will monitor crash statistics for trends and tailor crash reduction improvements for targeted areas. The City will capture opportunities to implement local and regional roadway improvements with proposed redevelopment projects. The City will implement transportation system management policies and performance requirements to measure impacts and assess mitigation needs for redevelopment projects. The City will continue to work with regional roadway partners and private property owners on access management solutions along principal and minor arterial corridors. The City will integrate safety features in pedestrian and bicycle facility improvements, especially at street crossings and in non-exclusive lanes. Goal 3: Develop an Integrated System of Trails and Walkways Objectives: 1. Encourage healthy lifestyles by providing appropriately sized and located facilities that connect recreational, institutional, residential, commercial, and other congregating centers. 2. Recognize changing modal choices, environmental conservation, and the growth of bicycle to work and bicycle to transit commuting. Policies: 1. 2. 3. 4. 5. 6. 7. Provide walkways along all minor arterial, major collector, and minor collector streets. Provide off-street trails through city and regional parks and open space where feasible and appropriate. Continue to work with regional and county agencies and adjacent communities to improve linkages to regional trails that can provide both recreational and commuting benefits. Require sidewalks in all new developments. Provide connections to all parks. Provide striped shoulders for bicycle travel along both sides of major collectors and county roads, where feasible. Provide trail connections to primary transit facilities. Goal 4: Improve Community Connectivity Objectives: 1. 2. Assess the current transportation system for connectivity issues and develop potential solutions. Provide solutions for all modes of travel demonstrating connectivity concerns. Policies: 1. 2. 3. The City will work with residents, businesses, and partnering agencies to provide linkages for logical connections that currently represent local and regional system gaps, especially to help reduce crashes, relieve regional system demands, and maintain the local system. The City will assess and improve the connectivity of major community facilities, including the downtown area, parks, employment and institutional centers. The City will look for opportunities with neighboring jurisdictions to enhance local street connectivity between communities and reduce the demand on regional facilities. Goal 5: Enhance Transit Usage Objectives: 1. 2. 3. Support local and regional transit provider plans and programs that benefit residents and visitors in the community. Continually assess and report the changing transit needs of area residents through continued coordination with the outreach efforts of local and regional providers. Ensure that existing high transit user areas and planned redevelopment projects are served with optimal transit facilities and services. Policies: 1. 2. Continue to work with the Minnesota Valley Transit Authority (MVTA) to determine future transit services consistent with the City s transit market and its associated service standards and strategies. Evaluate the need for transit in the redesign and reconstruction of roadways whether or not they are currently used by transit providers. A1-4 Appendix 1 October 2009

3. 4. 5. 6. Evaluate the need for transit during the review of development/redevelopment proposals. Reduce travel demand by encouraging programs that provide alternatives to single occupant vehicles. Encourage collaboration with surrounding communities on the need for and location of improved and/or expanded transit services. Provide trail connections to transit facilities. Goal 6: Visually Integrate the Transportation System Objectives: 1. 2. Unify community themes in public rights-of-way and work with local and regional transportation system partners and the business community to incorporate the community s identity. Provide aesthetic treatments in public rights-of-way that are appropriate for the scale of the area and in conformance with selected community themes. Policies: 1. 2. 3. Transportation facilities will be planned to function in a manner compatible with adjacent land uses while also taking into consideration social, economic, and environmental factors. The City will work collaboratively with all agencies including, but not limited to, federal, state, county and regional agencies, to improve the transportation system throughout the City. The transportation system should be designed and constructed to accommodate existing and future travel demand. 4. 5. 6. 7. 8. The City will develop a transportation system that is cost-feasible, where each expenditure satisfies a public transportation policy. The transportation system should integrate and achieve a balanced mix of all transportation modes. All transportation projects within the City affect all modes of transportation. Consequently, all projects should be evaluated as to the impact on each mode. Continue to establish and maintain an interconnected affordable network of roadways, transit services, and pedestrian facilities between neighborhoods, recreational and community facilities, employment and commercial centers. The City s land use development standards will promote safe and efficient access to the transportation system. Require new development to provide an adequate system of local streets while limiting direct access to major thoroughfares in order to maintain safe and efficient operations on these roadways. Require the dedication or preservation of right-ofway consistent with adopted right-of-way standards when property is platted or subdivided, and work with landowners/developers during the site planning and platting process to implement safe and efficient roadway design. Roadway System Roadway Jurisdictional Classification System Jurisdiction over Apple Valley s roadway system is divided among the state, county, and city. The system includes the interstate and trunk highway system, managed by the Minnesota Department of Transportation (Mn/DOT) and the County State Aid Highway (CSAH) and County Road system, managed by Dakota County. All remaining public streets and roadways are the City s responsibility. Roadway jurisdiction is based on several factors, including the following: Length of road/length of trip served; Connections to roads of similar jurisdiction level; Average daily traffic; Functional classification; and Special facilities served. In general, the following relationships are observed and are depicted on Figure 1: Roadways that serve regional, inter-county or statewide transportation needs are typically owned and maintained by the State (Mn/DOT). Roadways that serve inter-city and sub-regional needs generally qualify as county state aid highways or county roads and are owned and maintained by Dakota County. Roadways that primarily serve local transportation needs are owned and maintained by the City of Apple Valley. 2030 Comprehensive Plan October 2009 Appendix 1 A1-5

CEDAR AVE HWY 13 E Gerhardt Eagan Jensen NICOLLET AVE NICOLLET AVE S CO RD 42 W 138TH ST E Burnsville MCANDREWS RD E GjWX CO RD 11 I-35E Alimagnet %&c( GªWX?éA@ CEDAR AVE S Apple Valley MCANDREWS RD PILOT KNOB RD Long GªWX G WX Farquar G WX MCANDREWS RD W Rosemount CO RD 42 Map Document: (S:\AE\A\Apple\060400\GIS\Maps\Fig01_JurisdictionRds_11x17L.mxd) 7/30/2008 -- 12:17:01 PM Legend Road Jurisdiction Interstate Highway State Highway County Road Crystal City Street Municipal Boundaries Apple Valley LAC O LAVO N DR 0 1,250 2,500 5,000 Feet ISLETON WAY Keller Lac Lavon G±WX ĢWX ville GwWX 150TH ST W 160TH ST W G±WX ĢWX G WX G WX Empire Twp.? A@ Source: Dakota County, Metropolitan Council, Mn/DOT, MnDNR and SEH Projection: UTM Zone 15, NAD83 Meters TRANSPORTATION PLAN Apple Valley, Minnesota Jurisdictional Classification System FIGURE 1 Jurisdictional Classification Figure System 1 A1-6 Appendix 1 October 2009

Metropolitan Highway System Roadways within Apple Valley that are under Mn/DOT s jurisdiction include: Interstate 35E; and Trunk Highway 77 County Road System In addition to the metropolitan highway system, most of the City s main transportation corridors are part of the county highway system. Roadways within Apple Valley that are under Dakota County jurisdiction include: County State Aid Highway (CSAH) 11; CSAH 23 (Cedar Avenue); CSAH 31 (Pilot Knob Road); CSAH 33 (Diamond Path); CSAH 38 (McAndrews Road); CSAH 42 (150th Street); and CSAH 46 (160th Street). Local Street System The City s remaining public streets and roadways constitute the local city street system. Roadway Functional Classification System The purpose of a functional classification system is to create a hierarchy of roads that collects and distributes traffic from neighborhoods to the county and state highway systems in as efficient a manner as possible. Roads are placed into functional categories based on the degree to which they provide access to adjacent land or provide mobility to through traffic. Ideally, roads are designed to perform a designated function and are located to best serve the type of travel needed. Transportation issues arise when roadway design is inconsistent with the functional demands imposed on the roadway. The functional classification system used in the is similar to that of the Metropolitan Council with the exception of the minor collector designation which is currently not reflected on the Metropolitan Council network but is part of the City s system. This designation is proposed to be added to the Metropolitan Council s system as documented later in this chapter. Apple Valley s functional classification system, as currently recognized by the Metropolitan Council (illustrated on Figure 2), includes the following four primary categories: Principal Arterials; Minor Arterials (A Minor and B Minor); Major Collectors; and Local Streets. The A Minor/B Minor Arterial and Major/Minor Collector designations were adopted by the Metropolitan Council as a means for identifying roadways which are oriented toward mobility or through-trips (A-Minor and Major Collectors) versus those that are oriented more toward accessibility or land access (B-Minor or Minor Collectors). Figure 3 depicts the relationship between land access and mobility and how the different classifications of roads provide varying degrees of mobility versus land access. Figure 4 shows the basic framework and layout of the functional classification system of roads. Principal Arterials Principal arterials are the highest roadway classification and are considered part of the metropolitan highway system. These roads are intended to connect metropolitan centers Roadway Functionality & Classification Figure 3 & 4 with one another and connect major business concentrations in the metropolitan area. They also serve primary bus transit routes, are high-speed facilities (up to 70 mph posted speeds) and typically have controlled or restricted access via expressway (at-grade intersections) or freeway (grade-separated interchange) design. Interstate 35E, Minnesota Trunk Highway 77, County State Aid Highway (CSAH) 23 (north of CSAH 42), and CSAH 42 are classified as Principal Arterial highways according to the 2030 Comprehensive Plan October 2009 Appendix 1 A1-7

2007 Met. Council Functional Classification System Figure 2 A1-8 Appendix 1 October 2009

Metropolitan Council s 2007 Functional Classification system (as shown in Figure 2). Interstate 35E through Apple Valley is a four-lane, divided (wide grass median) freeway running diagonally along the northwest corner of the city limits. Minnesota Trunk Highway 77 through Apple Valley is a five-lane, divided (narrow grass median) controlled access facility running north-south along the western portion of the city. CSAH 23 runs north-south through Dakota County and is a sixlane, at-grade divided roadway between 138th Street and 153rd Street. CSAH 42 is a four-lane, at-grade divided roadway running east west across Dakota County. The primary function of CSAH 42 is to accommodate the movement of through traffic (traffic using CSAH 42 to get to destinations outside of the corridor). Table 1 provides an overview of the principal arterial roadways within Apple Valley. It identifies the number of travel lanes along with the existing (2007) traffic volumes for each principal arterial in the City. Traffic forecasts are explained in greater detail on page 8-15. Minor Arterials Minor arterials are intended to connect important locations inside and outside of the City. They generally connect to principal arterials or other minor arterials or collectors. While there is generally more access to minor arterials than principal arterials, the emphasis is still on mobility. Roadway From To Lanes 2006/2007 Volume Interstate 35E CSAH 11 Minnesota Trunk Highway 77 (Cedar Avenue) Trunk Highway 77 (Cedar Avenue) 4 63,000 I-35E Palomino Drive 6 74,000 Palomino Drive CSAH 38 (McAndrews Road) 5 68,000 CSAH 38 (McAndrews Road) 138th Street 5 56,000 CSAH 23 (Cedar Avenue) 138th Street CSAH 42 (150th Street 6 44,500 CSAH 42 (150th Street) Source: Mn/DOT, Metropolitan Council, and SEH West City Limits CSAH 23 (Cedar Avenue) 4 29,000 CSAH 23 (Cedar Avenue) Galaxie Avenue 4 35,000 Galaxie Avenue CSAH 31 (Pilot Knob Road) 4 27,000 CSAH 31 (Pilot Knob Road) East City Limits 4 21,500 Principal Arterial Summary Major business concentrations and other important traffic generators are commonly located on minor arterials. The Metropolitan Council has identified minor arterials that are of regional importance because they relieve traffic on the principal arterials or substitute for principal arterials when necessary. These roads have been labeled as Minor arterials and categorized into four types: Relievers, Expanders, Connectors, and Augmenters. A Minor Relievers are roadways that provide direct relief for traffic on major metropolitan highways (principal arterials). A Minor Expanders are routes that provide a way to make connections between developing areas outside the interstate ring. A Minor Connectors are roadways that provide good, safe connections among town centers. A Minor Augmenters are roadways that augment principal arterials within the interstate ring. Within Apple Valley, the following roadways are classified as A minor arterials (as shown in Figure 2): CSAH 11 Expander CSAH 38/McAndrews Road Expander CSAH 31/Pilot Knob Road Expander CSAH 23/Cedar Avenue (south of CSAH 42) Expander CSAH 46/160th Street Expander There is one B minor arterial roadway within Apple Valley that runs north-south through the City (as shown in Figure 2): CSAH 33 (Diamond Path) Table 1 2030 Comprehensive Plan October 2009 Appendix 1 A1-9

Roadway From To Lanes 2007 Volume CSAH 38(McAndrews Road) West City Limits Garden View Drive 4 7,700 Garden View Drive Pennock Avenue 4 9,600 Pennock Avenue Trunk Highway 77 4 11,200 Trunk Highway 77 Galaxie Avenue 4 17,500 Galaxie Avenue Johnny Cake Ridge Road 4 14,300 126th Street West/Diamond Johnny Cake Ridge Road 4 10,800 Path 126th Street West/Diamond CSAH 31 (Pilot Knob Road) 4 8,100 Path CSAH 31 (Pilot Knob Road) East City Limits 2 7,500 CSAH 31 (Pilot Knob Road) Northern City Limits CSAH 38 (McAndrews Road) 4 17,900 CSAH 38 (McAndrews Road) CSAH 33 (Diamond Path) 4 15,600 CSAH 33 (Diamond Path) 140th Street 4-5 10,000 140th Street CSAH 42 (150th Street) 4 15,000 CSAH 42 (150th Street) South City Limits 4 16,100 CSAH 11 I-35E Palomino Drive 4 19,000 Palomino Drive CSAH 38 (McAndrews Road) 4 18,000 CSAH 23 (Cedar Avenue) CSAH 42 (150th Street) South City Limits 4-6 34,500 CSAH 46 (160th Street) West City Limits CSAH 23 (Cedar Avenue) 4 24,200 CSAH 23 (Cedar Avenue) Flagstaff Avenue 4 24,000 Flagstaff Avenue CSAH 31 (Pilot Knob Road) 4 24,100 CSAH 31 (Pilot Knob Road) East City Limits 4 20,500 Source: Mn/DOT, Metropolitan Council, and SEH Tables 2 and 3 provide an overview of the minor arterials within Apple Valley. They identify the number of travel lanes along with the existing (2007) traffic volumes. The traffic forecasts are explained in greater detail on page 8-15. A Minor Arterial (Expander) Summary Collectors Table 2 As noted previously, the Metropolitan Council s functional classification system provides for two types of collector streets (Major and Minor), which provide a balance between land access and mobility and move local street traffic to the arterial roadway system. Major collector roadways are designed to serve shorter trips that occur primarily within the City, and to collect and distribute traffic from neighborhoods and employment centers to the arterial system. These streets are typically part of the City s municipal state aid system. The City s major collector system includes the following streets (as shown in Figure 2): Galaxie Avenue; 140th Street; Garden View Drive (south of CSAH 38/McAndrews Road); and Johnny Cake Ridge Road (north of CSAH 42/150th Street). Table 4 provides an overview of the major collectors. It identifies the number of travel lanes along with the existing (2007) traffic volumes. Traffic forecasts are explained in greater detail on page 8-15 Minor collector roadways collect and distribute traffic from neighborhoods to the major collector and arterial networks. These roads are generally shorter and less continuous than major collectors, but serve to supplement those streets. These streets are typically part of the City s municipal state aid system. As noted previously, the Metropolitan Council s 2007 Functional Classification system does not identify any minor collector streets within the. Local Streets All other public and private streets within Apple Valley are classified as local streets. Local streets provide the highest level of direct access and carry the lowest traffic volumes at the lowest speeds. A1-10 Appendix 1 October 2009

Roadway From To Lanes 2007 Volume CSAH 33 (Diamond Path) Source: Mn/DOT, Metropolitan Council, and SEH CSAH 31 (Pilot Knob Road) 140th Street 2 7,400 140th Street 145th Street 4 9,900 145th Street CSAH 42 (150th Street) 2 7,700 CSAH 42 (150th Street) 155th Street 2 4,850 155th Street South City Limits 2 3,150 B Minor Arterial Summary Table 3 Roadway From To Lanes 2007 Volume CSAH 38 (McAndrews Road) Garden View Drive 4 12,000 Garden View Drive CSAH 23 (Cedar Avenue) 4 10,600 CSAH 23 (Cedar Avenue) Galaxie Avenue 4 18,100 140th Street Galaxie Avenue Johnny Cake Ridge Road 4 16,200 Johnny Cake Ridge Road CSAH 31 (Pilot Knob Road) 4 15,000 CSAH 31 (Pilot Knob Road) Essex Avenue 4 9,300 Essex Avenue East City Limits 4 7,200 CSAH 38 (McAndrews Road) 140th Street 2 3,000 140th Street 143rd Street 2 5,300 Garden View Drive 143rd Street CSAH 42 (150th Street) 2 4,900 CSAH 42 (150th Street) Whitney Drive 2 5,300 Whitney Drive South City Limits 2 4,350 North City Limits CSAH 38 (McAndrews Road) 2 7,300 CSAH 38 (McAndrews Road) 132nd Street 4 11,800 Galaxie Avenue 132nd Street 140th Street 4 12,100 140th Street CSAH 42 (150th Street) 4-5 15,400 CSAH 42 (150th Street) 153rd Street 4 14,700 153rd Street South City Limits 4 9,200 North City Limits CSAH 38 (McAndrews Road) 3 7,200 Johnny Cake Ridge Road CSAH 38 (McAndrews Road) 132nd Street 4 9,500 132nd Street 140th Street 4 8,000 140th Street CSAH 42 (150th Street) 4 8,300 Source: Mn/DOT, Metropolitan Council, and SEH Major Collector Summary Recommended Changes to Functional Classification System The functional classification system for roadways in the was reviewed to ensure appropriate network connectivity is maintained and for consistency with the functional classification criteria established by the Metropolitan Council. Based on this review, there are no recommended functional classification changes to the principal or minor arterial systems within the City of Apple Valley. Therefore, the functional classification system illustrated in Figure 5 is representative of future conditions for principal and minor arterial classifications in the City of Apple Valley. Although there are no changes to the principal or minor arterial classifications, there are changes proposed to the collector/local functional classifications. The proposed changes are based on the Federal Highway Administration s Functional Classification Manual criteria, Metropolitan Council guidance and a number of other factors, including: estimated trip length; trip type; connections to activity centers; spacing; continuity; mobility; accessibility; and speed. Table 4 2030 Comprehensive Plan October 2009 Appendix 1 A1-11

Recommended Future Functional Classification System Figure 5 A1-12 Appendix 1 October 2009

Given these criteria, the roadways identified in Table 5 are recommended to be reclassified from local streets (as identified in the Metropolitan Council s 2007 Functional Classification system - Figure 2) to minor collectors. The minor collector designation acknowledges each of the roadways function of providing connections to major collectors and arterial routes while emphasizing land access over mobility. Planning Context Studies, Projects, Issues The purpose of this section is to highlight the various roadway/corridor studies that have been conducted wholly or partially within Apple Valley since the 1998 Apple Valley Transportation Plan was completed. The descriptions highlight the issues and opportunities facing some of the key roadways in the City. CSAH 42 (150th Street) Corridor Study In February 1999, Dakota County, in cooperation with Scott County, the Minnesota Department of Transportation (Mn/DOT), the Metropolitan Council, and the cities of Apple Valley, Burnsville, ville, Prior, Rosemount, Savage, and Shakopee, completed the CSAH 42 Corridor Study. The purpose of the study was to identify existing deficiencies and to develop an overall plan for roadway improvements that will help guide future planning efforts within the CSAH 42 corridor. Study recommendations within Apple Valley included: Modify the CSAH 42/Galaxie Avenue traffic signal phasing (immediate implementation, within 1-2 years); Roadway From To Lanes Palomino Drive 127 th Street CSAH 11 Garden View Drive 2 Garden View Drive Trunk Highway 77 (Cedar Avenue) Trunk Highway 77 (Cedar Avenue) Galaxie Avenue 2 Diamond Path CSAH 38 (McAndrews Road) CSAH 31 (Pilot Knob Road) 2 Evermoor Parkway CSAH 33 (Diamond Path) East City Limits 2 132nd Street Trunk Highway 77 (Cedar Avenue) Service Road Georgia Drive 2 Georgia Drive Galaxie Avenue 2 Galaxie Avenue Johnny Cake Ridge Road 2 Ellice Trail Johnny Cake Ridge Road CSAH 31 (Pilot Knob Road) 2 142nd Street Johnny Cake Ridge Road CSAH 31 (Pilot Knob Road) 2 Essex Avenue CSAH 31 (Pilot Knob Road) 140 th Street 2 145 th Street 147 th Street 153 rd Street Hayes Road Pennock Avenue 2 Pennock Avenue CSAH 23 (Cedar Avenue) 2 Galaxie Avenue west of Flagstaff Avenue 2 CSAH 42 (150 th Street) Pennock Avenue 4 Pennock Avenue CSAH 23 (Cedar Avenue) 4 CSAH 23 (Cedar Avenue) Garrett Avenue 4 Garrett Avenue Galaxie Avenue 4 Galaxie Avenue Flagstaff Avenue 4 east of Johnny Cake Ridge Road CSAH 33 (Diamond Path) 2-4 Pennock Lane CSAH 23 (Cedar Avenue) 4 CSAH 23 (Cedar Avenue) Galaxie Avenue 4 Galaxie Avenue Flagstaff Avenue 2-4 Recommended Functional Classification Changes - Redesignate from Local Street to Minor Collector 2 Table 5 2030 Comprehensive Plan October 2009 Appendix 1 A1-13

Roadway From To Lanes Dodd Boulevard 155 th Street CSAH 33 (Diamond Path) 2 Whitney Drive Garden View Drive Oriole Drive 2 Oriole Drive CSAH 23 (Cedar Avenue) 2 155 th Street CSAH 23 (Cedar Avenue) Garrett Avenue 2 157 th Street Garden View Drive CSAH 23 (Cedar Avenue) 2 CSAH 23 (Cedar Avenue) Foliage Avenue 2 Flagstaff Avenue Finch Avenue 2 Garden View Drive Palomino Drive CSAH 38 (McAndrews Road) 2 Hayes Road Pennock Lane/ Avenue 140 th Street 145 th Street 2 145 th Street CSAH 42 (150 th Street) 2 Palomino Drive 140 th Street 2 140 th Street 147 th Street 2 147 th Street CSAH 42 (150 th Street) 4 CSAH 42 (150 th Street) 153 rd Street 4 Garrett Avenue CSAH 42 (150 th Street) 153 rd Street 2 Foliage Avenue Flagstaff Avenue CSAH 42 (150 th Street) 153 rd Street 2 153 rd Street CSAH 46 (160 th Street) 2 140 th Street South of 140 th Street 2 147 th Street CSAH 42 (150 th Street) 4 CSAH 42 (150 th Street) 153 rd Street 4 153 rd Street CSAH 46 (160 th Street) 4 Recommended Functional Classification Changes - Redesignate from Local Street to Minor Collector Table 5 continued Modify the CSAH 42/Johnny Cake Ridge Road traffic signal phasing (immediate implementation, within 1-2 years); Add auxiliary lanes to Pennock Avenue at the CSAH 42/Pennock Avenue intersection (short-term implementation, within 3-5 years); Modify the CSAH 42/Pennock Avenue traffic signal phasing (short-term implementation, within 3-5 years); Remove the existing traffic signal at CSAH 42/Garrett Avenue and modify the intersection to provide three-quarter access to both the north and south sides of CSAH 42. This will require local roadway improvements to provide reasonable accessibility (short-term implementation, within 3-5 years); When warranted, provide a traffic signal at the following intersection: CSAH 42 between Foliage Avenue and Johnny Cake Ridge Road (short-term implementation, within 3-5 years); Extend the coordinated signal system when applicable (short-term implementation, within 3-5 years); Widen CSAH 42 to a six-lane divided arterial from east of CSAH 23 through CSAH 31 (Pilot Knob Road) (long-term implementation, within 6+ years); Replace the CSAH 42/CSAH 23 intersection with a single-point urban interchange. Widening CSAH 23 to accommodate projected traffic demand was evaluated as an alternative and determined to be infeasible (long-term implementation, within 6+ years); Add cross-street and mainline auxiliary lanes at the CSAH 42/Galaxie Avenue intersection (long-term implementation, within 6+ years); and A1-14 Appendix 1 October 2009

Add auxiliary lanes to Johnny Cake Ridge Road at the CSAH 42/ Johnny Cake Ridge Road intersection (long-term implementation, within 6+ years). CSAH 31 (Pilot Knob Road) Corridor Study In May 2007, Dakota County, in cooperation with the cities of Apple Valley and ville, completed the CSAH 31 (Pilot Knob Road) Corridor Study. The purpose of the study was to identify the appropriate location and level of access at key intersections along CSAH 31 throughout the study corridor. The study recommended that a six-lane divided roadway be provided in the future for the entire CSAH 31 (Pilot Knob Road) study corridor. Specific corridor access and supporting roadway system study recommendations for the Apple Valley portion of the study area (between CSAH 42 and the south city limits) are listed below. Plan for the CSAH 31 and CSAH 42 intersection to accommodate a future (long-range) compact urban interchange. It is recommended that additional preliminary design and operational analysis be completed before a specific interchange design alternative is selected by the and Dakota County. As an interim measure, reserving or protecting an appropriate right-of-way footprint for a compact urban interchange is recommended. Plan for the CSAH 31 and 151st Street intersection to be restricted to a ¾ access intersection. Plan for a system of north-south parallel and east-west crossing collector streets throughout the CSAH 31 corridor to be implemented as part of the development of the corridor area land uses. Plan for the CSAH 31 and 153rd Street intersection to be a full access intersection. Plan for the CSAH 31 and 157th Street intersection to be a full access intersection. Plan for the CSAH 31 and CSAH 46 intersection to be an at-grade full access intersection in the interim. However, it is recommended that the Cities and County plan for a future (long-range) compact urban interchange at this location, including the need to consider pedestrian crossings in the area of the future interchange. As an interim measure, reserving or protecting an appropriate right-of-way footprint for a compact urban interchange is recommended. While no specific interchange design has been selected, this corridor study s preliminary interchange design concept assessment identifies the need for a minimum of 250 feet of right-of-way for 1/4 mile in each direction from the intersection of CSAH 31 and CSAH 46. Additional preliminary design and operational analysis will need to be completed before a specific interchange design alternative is selected by the Cities and County. Dakota County 2025 Transportation Plan The Dakota County 2025 Transportation Plan ( July 2004) identifies major transportation system investments and prioritizes the anticipated needs associated with preservation, management, replacement, and transportation alternatives goals. The Plan identifies two highways within the City that will likely exceed the six-lane divided highway capacity: CSAH 42 (Foliage Avenue to Hayes Avenue) and CSAH 23 (TH 77 to 155th Street). The Plan also notes that Trunk Highway 77 (between CSAH 32 and 140th Street) is forecasted to experience a capacity deficiency over the Plan period assuming no additional highway improvements are made. South Central Planning Area As described in the Land Use chapter of the Apple Valley Comprehensive Plan, the South Central Planning Area (south of CSAH 42 and east of Flagstaff Avenue) is an important focus area. The 2030 Land Use Map identifies the following land uses within the area: low, medium, and high density residential; commercial; institutional; and parks and open space. Planned land development and increased travel demand will attract additional traffic to the area. As a result, three important local collector streets are planned for the area: Johnny Cake Ridge Road will be extended from CSAH 42 to CSAH 46. 153rd Street will extend to the east and connect with 155th Street at Pilot Knob Road. 157th Street will extend to the east and connect with Pilot Knob Road. Downtown Ring Route The Downtown area of Apple Valley is located in the vicinity of Cedar Avenue and CSAH 42. The area has been designated as the shopping, service and employment center of the community. Distinctive streetscape improvements were built in 1990 to allow local traffic to patronize local businesses. This is known as the downtown ring route. The City should ensure that the transportation elements in the downtown area continue to accommodate existing and future travel demand in order to serve the community shopping and service needs of its residents due to its convenient location to Apple Valley residents, contribution 2030 Comprehensive Plan October 2009 Appendix 1 A1-15

to the city tax base, and its significance as an activity hub in the City. Great Streets Concept The Vision chapter of the Apple Valley Comprehensive Plan states that the City should be a place of great streets. A great street extends beyond the street surface to the sidewalks and landscaping in the adjacent right-of-way. A great street provides for the safe and efficient movement of vehicles while encouraging travel by bicycles and pedestrians. A great street supports and enhances land use. A great street adds to the quality of life and identity of Apple Valley. The street system should be designed to avoid unintended traffic patterns and volumes. Therefore, the City should implement the great streets concept when planning future improvements to transportation corridors such as CSAH 23 (Cedar Avenue), CSAH 42, and the Downtown Ring Route. Programmed or Planned Improvements Programmed improvements are those improvements that have been approved for implementation with funding sources already identified. Programmed improvements are identified in Mn/DOT s State Transportation Improvement Program (STIP), Metropolitan Council s 2030 Transportation Policy Plan (TPP), Dakota County s Capital Improvement Plan (CIP), and the City s CIP. Mn/DOT The State Transportation Improvement Program (STIP) for FY 2008-2011 identifies the reconstruction of CSAH 23 (Cedar Avenue) from 147th Street to ¼ mile south of CSAH 46 (160th Street) to include a six-lane roadway with intersection improvements. Metropolitan Council Metropolitan highways and regional highway investment priorities for 2030 are identified in the Metropolitan Council s 2030 Transportation Policy Plan (TPP). According to the TPP, there are no expansion plans for the metropolitan highways located within the. Dakota County The Dakota County 2008-2012 Capital Improvement Program (CIP) identifies the reconstruction of CSAH 23 (Cedar Avenue) from 147th Street to ¼ mile south of CSAH 46 (160th Street) to include a six-lane roadway with intersection improvements. The Capital Improvement Program (CIP) identifies the following local roadway related improvements for the period from 2008-2012: Street Construction Construct Flagstaff Avenue between 147th Street and Eastview High School. Install turn lanes for CR 46 and Flagstaff Avenue. Traffic Signals Install signal at CR 46 and Johnny Cake Ridge Road. Install signal at CR 31 and 155th Street. Install signal at Garrett Avenue and 153rd Street. Install signal at CR 31 and 157th Street. Install signal at Galaxie Avenue and 157th Street. Install signal at Flagstaff Avenue and 153rd Street. Upgrade signal at Pennock Avenue and 140th Street. Install signal at CR 46 and CR 33. Install signal at Flagstaff Avenue and 147th Street. Install signal at JCRR and 147th Street. Install signal at CR 31 and 147th Street. In addition to the programmed improvements, several extensions are planned in the City within the 2030 planning horizon to provide a system of crossing north-south and east-west collector streets in those portions of the City currently developing or planned to develop. The four roadway extensions include: Extend Johnny Cake Ridge Road (from CSAH 42 to CSAH 46); Extend 153rd Street to the east to connect with 155th Street at Pilot Knob Road; Extend 157th Street to the east to connect with Pilot Knob Road; Extend Embry Path (from CSAH 42 to Dodd Boulevard); and Complete missing segment of 147th Street east from Flagstaff Avenue. Coordination with Other Jurisdictions The should continue to coordinate with adjacent jurisdictions (i.e., Burnsville, Eagan, Rosemount, and ville) as well as Dakota County and Mn/DOT when planning future improvements. Coordination among jurisdictions provides opportunities for collaboration that A1-16 Appendix 1 October 2009

Location # 2005 2030 MC 2030 New Annual Growth North of CSAH 46 east of: 2005 2030 MC Annual Growth 2005 2030 MC Annual Growth 2005 2030 MC Annual Growth Garden View Drive 213 6,347 7,307 7,883 0.47% 2,305 2,765 0.61% 607 820 1.01% 660 830 0.77% Cedar Avenue 210 7,520 17,125 18,474 2.78% 3,315 8,373 3.14% 1,967 3,165 1.60% 731 4,075 5.89% North of CSAH 42 east of: Garden View Drive 214 5,563 7,037 7,591 0.79% 2,142 2,710 0.79% 1,180 1,350 0.45% 1,544 1,750 0.42% Cedar Avenue 212 3,430 4,733 5,106 1.08% 1,233 2,141 1.86% 539 1,000 2.08% 3,472 4,900 1.15% Pilot Knob Road 211 5,813 6,004 6,477 0.11% 2,300 2,464 0.23% 80 105 0.91% 1,773 2,195 0.71% North of 140th Street and east of: Garden View Drive 215 2,811 3,055 3,296 0.28% 968 1,100 0.43% 0 0 -- 129 150 0.50% Cedar Avenue 219 5,358 5,368 5,791 0.01% 1,754 1,822 0.13% 35 40 0.45% 158 160 0.04% Johnny Cake Ridge Road 220 6,389 7,330 7,908 0.46% 2,098 2,643 0.77% 27 50 2.08% 507 750 1.31% North of CR 38 and east of: TAZ Population Household Retail Empolyment Non-Retail Employment Garden View Drive 216 2,996 4,208 4,540 1.14% 1,134 1,600 1.15% 35 40 0.45% 80 80 0.00% Cedar Avenue 217 2,950 3,318 3,579 0.39% 1,225 1,670 1.04% 30 30 0.00% 7 10 1.20% Galaxie Avenue 218 585 515 555-0.42% 197 212 0.24% 0 0 -- 433 500 0.48% Total 49,762 66,000 71,200 0.95% 18,671 27,500 1.30% 4,500 6,600 1.28% 9,494 15,400 1.63% Highlighted if negative growth Socio-Economic Data for Twin Cities Regional Model Table 6 zones and more detailed roadways in the city of Apple Valley. The sub-area network was modified to develop traffic forecasts for arterial and collector roadways in the City. The primary focus for the zonal subdivision involved three TAZs in the Metropolitan Council regional forecast model that are located east of Cedar Avenue (210, 211 and 212) and are anticipated to experience major redevelopment over the next years. The zonal subdivisions for the other TAZs in the sub-area network are assumed to remain valid because they represent well-developed areas. Overall, the socioeconomic information is based on the location of existing development, the Land Use Plan, and an understanding of the rate at which development is occurring both within Apple Valley and throughout the region. Figure 6 illustrates the roadway network and TAZs for the in the Metropolitan Council Model. This network was further subdivided to provide the detail necessary to generate more specific traffic forecasts within the City. Figure 7 presents the existing (2007) and forecast (2030) traffic volumes for all roadways within Apple Valley. could benefit all agencies and the public which in turn can result in financial and time savings through economies of scale as well as potentially reducing construction impacts to residents through the coordination of projects. 2030 Forecast Traffic Volumes Traffic forecasts were prepared for 2030 using the Metropolitan Council s regional forecast model. Socio-economic data are used as inputs in the transportation planning and travel demand forecasting process. The review of the 2030 socio-economic data in the regional model revealed that all the data match the forecasts except for the population. The population for the City was adjusted (from 66,000 to 71,200) to match the number in the system statement proposed by the Metropolitan Council. Next, the distribution of population across the City was refined to better match the anticipated growth patterns. The population data used in the traffic forecasting process is in the column labeled 2030 Updated in Table 6. Table 6 also details the other socio-economic data from the regional model. The data in the table is presented by traffic analysis zone (TAZ). TAZ s are geographic areas defined for purposes of detailing population, household, and employment information for use in traffic forecasting. A sub-area network for the Metropolitan Council regional forecast model was obtained that consisted of subdivided Capacity Assessment As noted on the City s website, the development of Apple Valley has included a well-planned system of streets and roads that fulfill travel desires of residents and employees in the City. However, as the City nears full development, issues have arisen regarding roadway capacity and safety. To gain a clearer understanding of the primary areas of concern regarding roadway capacity constraints, an assessment of the existing and forecast operational concerns through the community has been completed using the existing (2007) and 2030 traffic forecast data. 2030 Comprehensive Plan October 2009 Appendix 1 A1-17

Facility Type Estimated Daily Capacity (ADT) Approaching Capacity (85% of ADT) Two-lane arterial/collector 12,000 10,000 Three-lane arterial/collector 18,000 15,000 Four-lane undivided arterial/ collector Four-lane divided arterial/collector with turn lanes Six-lane divided arterial with turn lanes 27,000 23,000 40,000 34,000 56,000 48,000 Four-lane expressway 67,000 57,000 Six-lane expressway 100,000 85,000 Four-lane unmetered freeway 74,000 63,000 Four-lane metered freeway 85,000 72,000 Six-lane unmetered freeway 111,000 94,000 Six-lane metered freeway 127,000 108,000 Eight-lane unmetered freeway 150,000 128,000 Eight-lane metered freeway 184,000 156,000 Roadway Capacity Guidelines Table 7 Existing and Forecast Roadway Capacity Deficiencies In an effort to assess capacity deficiencies, existing (2007) and forecast (2030) traffic volumes were reviewed along with design capacity guidelines. For example, traffic operations data indicates that two-lane roadways begin to experience noticeable problems once traffic volumes exceed approximately 10,000 trips per day. Various capacity thresholds were considered based on roadway type (see Table 7). The capacity thresholds presented in Table 7 were used to identify segments of roadway that are either nearing capacity or exceeding capacity of the roadway type. Figures 8 and 9 illustrate the existing (2007) and future (2030) capacity deficiencies within the community. Several segments of county road are currently experiencing and/or are projected to experience capacity deficiencies. Existing roadways that are approaching their design capacity can be found along CSAH 23 (Cedar Avenue) from CSAH 42 (150th Street) to the south city limits as well as along CSAH 42 (150th Street) from CSAH 23 (Cedar Avenue) to Galaxie Avenue. These roadways are under Dakota County jurisdiction and are major transportation corridors within the county highway system. In addition to the capacity issues on the county system, there are two segments on the City street network that are identified as issues by the year 2030. The two segments include: Galaxie Avenue (from the north city limits to CSAH 38/McAndrews Road); and Dodd Boulevard (from 155th Street to CSAH 33/ Diamond Path). The Galaxie Avenue roadway segment is a two-lane facility that is anticipated to exceed its design capacity of 12,000 vehicles per day by approximately 900 vehicles in the year 2030. Given the lower level of direct access along this segment of Galaxie Avenue, the 12,900 traffic levels are not expected to create significant congestion problems. However, conditions along the corridor should be monitored over time to ensure the corridor maintains an acceptable level of service. The identified Dodd Boulevard roadway segment is also two-lanes. However, it includes turn lanes at the major intersections and very few intermediate access points between those intersections. As a result, the theoretical capacity of the road is higher than a typical two-lane facility. Therefore, the road may be able to adequately accommodate the 16,100 forecast traffic volume for the year 2030. Similar to Galaxie Avenue, the corridor should be monitored over time to ensure an acceptable level of service is maintained. Overall, the local roadway system with the City has been designed to serve local transportation needs. Conflicts can result when regional traffic uses local roads as alternative routes. The local roads used as relievers to the regional system are typically those that serve a collector roadway function. Residential property owners along these routes recognize the increase in traffic when congestion on the regional system occurs. This increase in traffic can create conflicts with those residential land uses. Although the City recognizes that collector roads may be used in this manner, some methods can be employed to discourage the use of these roadways by regional traffic. Safety Assessment In addition to capacity issues, roadway safety is a major concern and a priority for all jurisdictional levels. The Minnesota Department of Transportation s crash mapping software (MnCMAT) was used to identify crash locations and statistics for the City. A three-year reporting period beginning January 1, 2003 and ending December 31, 2005 was utilized in this assessment. Reported crashes during this time period are listed in Table 8 and illustrated on Figure 10. The vast majority of crashes occur along CSAH 23 (Cedar Avenue), CSAH 42 (150th Street), CSAH 46 (160th A1-18 Appendix 1 October 2009

CEDAR AVE 206 202 HWY 13 E 234 236 Gerhardt Eagan Jensen 237 NICOLLET AVE 199 NICOLLET AVE S 198 CO RD 42 W 197 138TH ST E 200 Burnsville 196 MCANDREWS RD E GjWX CO RD 11 I-35E Alimagnet 201 %&c( 216 GªWX 215?éA@ CEDAR AVE S 217 Apple Valley 219 218 MCANDREWS RD PILOT KNOB RD Long GªWX 220 G WX Farquar G WX MCANDREWS RD W Rosemount 222 Map Document: (S:\AE\A\Apple\060400\GIS\Maps\Fig04_TAZBoundaries_11x17L.mxd) 7/30/2008 -- 2:29:18 PM Legend CO RD 42 195 186 Crystal TAZ Boundaries Municipal Boundaries Apple Valley LAC O 0 1,250 2,500 5,000 LAVO N DR ISLETON WAY Keller Lac Lavon 214 213 G±WX ĢWX GwWX 212 211 185 Feet 1174 175 ville 174 173 169 Source: Dakota County, Metropolitan Council, Mn/DOT, MnDNR and SEH Projection: UTM Zone 15, NAD83 Meters 150TH ST W 160TH ST W G±WX TRANSPORTATION PLAN Apple Valley, Minnesota 210 ĢWX G WX G WX 221 Empire Twp. 224? A@ Transportation Analysis Zones FIGURE 4 Transportation Analysis Zones (TAZ) Figure Boundaries 6 2030 Comprehensive Plan October 2009 Appendix 1 A1-19

9800 56000 73000 7300 12900 11800 7400 12800 9500 15300 13000 27400 17900 28600 Map Document: (S:\AE\A\Apple\060400\GIS\Maps\Fig05_TrafficVolume_11x17L.mxd) 7/30/2008 -- 2:38:47 PM NICOLLET AVE NICOLLET AVE S CO RD 42 W HWY 13 E Legend CO RD 42 Burnsville Municipal Boundaries Crystal Apple Valley O 0000 - Existing (2007) Traffic Volume 0000 - Forecast (2030) Traffic Volume 0 1,250 2,500 5,000 Feet I-35E GjWX Alimagnet Keller CO RD 11 19000 23200 7700 10200 12000 12000 14700 14700 3250 6500 63000 Lac Lavon Source: Dakota County, Metropolitan Council, Mn/DOT, MnDNR and SEH Projection: UTM Zone 15, NAD83 Meters 18000 18000 22000 22000 63000 73000 73000 1700 1700 4900 4900 4350 5600 3000 2900 5300 5600 4900 5300 29000 45000 5300 6400 %&c( 3200 3700 3450 4400 2950 2800 GªWX G±WX 2550 3800 24200 28000 ville 10600 12400 3900 3700 3350 3350 4700 4700 ĢWX 9600 12400 6000 7500 11300 14700 11200 14500 14200 2300 3500?éA@ 68000 87000 CEDAR AVE S 3800 6700 8500 10600 7900 10300 74000 94000 44500 63000 GwWX 34500 55600 365 420 10500 18100 5500 7300 17500 22100 8500 8500 8400 8400 11000 13200 2200 3200 18100 22900 9200 15900 35000 48000 3000 3000 24000 30400 15800 1400 1600 12100 16200 15400 21100 14700 20100 9200 14000 750 11100 3150 6100 3200 3500 1900 4500 5200 15700 7500 11800 6100 14400 2300 13300 13300 13300 Apple Valley 14300 22000 G±WX 11000 11000 TRANSPORTATION PLAN Apple Valley, Minnesota 7200 7200 12400 12400 16200 20500 12000 8000 16100 8300 16300 19800 Gerhardt 24100 29100 10800 20000 1600 1600 2200 2200 4000 ĢWX 15000 15800 2100 2800 7000 27000 42000 Long 15000 24300 G WX 16100 Eagan 20500 36200 8100 14000 GªWX 10000 17100 G WX 9300 10400 21500 37000 15600 25100 Farquar 7200 9700 3200 16100 16100 Jensen 7500 12700 G WX 7400 7400 15500 15500 9900 21400 7700 13800 G WX 4850 11200 3150 13600 MCANDREWS RD W Rosemount Empire Twp.? A@ Existing & Forecasted Traffic Volumes FIGURE 5 Existing and Forecast Traffic Figure Volumes 7 A1-20 Appendix 1 October 2009

CEDAR AVE PILOT KNOB RD HWY 13 E Gerhardt Eagan Jensen NICOLLET AVE NICOLLET AVE S CO RD 42 W 138TH ST E Burnsville MCANDREWS RD E GjWX CO RD 11 I-35E Alimagnet %&c( GªWX?éA@ CEDAR AVE S Apple Valley MCANDREWS RD Long GªWX G WX Farquar G WX MCANDREWS RD W Rosemount CO RD 42 Map Document: (S:\AE\A\Apple\060400\GIS\Maps\Fig06_CapacityDef2007_11x17L.mxd) 7/30/2008 -- 2:42:04 PM Legend Capacity Deficiencies 2007 Over Capacity Crystal Near Capacity Municipal Boundaries Apple Valley LAC O LAVO N DR 0 1,250 2,500 5,000 Feet ISLETON WAY Keller Lac Lavon G±WX ĢWX GwWX ville 150TH ST W 160TH ST W G±WX ĢWX G WX G WX Empire Twp.? A@ Source: Dakota County, Metropolitan Council, Mn/DOT, MnDNR and SEH Projection: UTM Zone 15, NAD83 Meters TRANSPORTATION PLAN Apple Valley, Minnesota Existing Roadway Deficiencies FIGURE 6 Existing Roadway Figure Deficiencies 8 2030 Comprehensive Plan October 2009 Appendix 1 A1-21

CEDAR AVE HWY 13 E Gerhardt Eagan Jensen NICOLLET AVE NICOLLET AVE S CO RD 42 W 138TH ST E Burnsville MCANDREWS RD E GjWX CO RD 11 I-35E Alimagnet %&c( GªWX?éA@ CEDAR AVE S Apple Valley MCANDREWS RD PILOT KNOB RD Long GªWX G WX Farquar G WX MCANDREWS RD W Rosemount CO RD 42 Map Document: (S:\AE\A\Apple\060400\GIS\Maps\Fig07_CapacityDef2030_11x17L.mxd) 7/30/2008 -- 2:49:38 PM Legend Capacity Deficiencies 2030 Over Capacity Crystal Near Capacity Municipal Boundaries Apple Valley LAC O LAVO N DR 0 1,250 2,500 5,000 Feet ISLETON WAY Keller Lac Lavon G±WX ĢWX ville GwWX 150TH ST W 160TH ST W G±WX ĢWX G WX G WX Empire Twp.? A@ Source: Dakota County, Metropolitan Council, Mn/DOT, MnDNR and SEH Projection: UTM Zone 15, NAD83 Meters TRANSPORTATION PLAN Apple Valley, Minnesota Forceast Year 2030 - Roadway Deficiencies FIGURE 7 Forecast Year 2030 Roadway Figure Deficiencies 9 A1-22 Appendix 1 October 2009

Map Document: (S:\AE\A\Apple\060400\GIS\Maps\Fig08_SafetyProblems_11x17L.mxd) 7/30/2008 -- 2:52:31 PM NICOLLET AVE NICOLLET AVE S CO RD 42 W HWY 13 E Legend 138TH ST E CO RD 42 Crash Problem Areas with ## Number of Crashes 2003-2005 Crystal Recorded Crash Locations 2003-2005 Municipal Boundaries Apple Valley Burnsville LAC MCANDREWS RD E LAVO N DR 0 1,250 2,500 5,000 Feet O ISLETON WAY GjWX Alimagnet Keller CO RD 11 I-35E Lac Lavon Source: Dakota County, Metropolitan Council, Mn/DOT, MnDNR and SEH Projection: UTM Zone 15, NAD83 Meters %&c( GªWX 57?éA@ Valley 55 25 25 15 28 16 G WX 17 19G±WX 22 51 29 31 16 G±WX 15 16 26 GwWX 28 22 G WX 18 20 ĢWX 34 ĢWX 23 160TH ST W CEDAR AVE S CEDAR AVE ville Apple Valley 150TH ST W MCANDREWS TRANSPORTATION PLAN Apple Valley, Minnesota RD Gerhardt PILOT KNOB RD Eagan GªWX G WX Long Farquar Jensen G WX MCANDREWS RD W Rosemount Empire Twp.? A@ Safety Problems: Crash Locations 2003-2005 FIGURE 8 Safety Problems: Crash Locations Figure 2003-2005 10 2030 Comprehensive Plan October 2009 Appendix 1 A1-23

Crash Locations Number of Crashes 1 CSAH 23 (Cedar Avenue) and 140th Street 55 2 CSAH 23 (Cedar Avenue) and CSAH 42 (150th Street) 51 3 CSAH 23 (Cedar Avenue) and CSAH 46 (160th Street) 34 4 CSAH 42 (150th Street) and Galaxie Avenue 31 5 CSAH 42 (150th Street) and Garrett Avenue 29 6 CSAH 23 (Cedar Avenue) and 147th Street 28 CSAH 23 (Cedar Avenue) and 153rd Street 28 7 CSAH 42 (150th Street) and CSAH 33 (Diamond Path) 8 CSAH 23 (Cedar Avenue) and 145th Street 25 140th Street and Galaxie Avenue 25 9 CSAH 46 (160th Street) and CSAH 31 (Pilot Knob Road) 23 10 CSAH 42 (150th Street) and Pennock Lane 22 153rd Street and Garrett Avenue 22 11 CSAH 23 (Cedar Avenue) and 157th Street 20 12 CSAH 42 (150th Street) and Hayes Road 19 13 157th Street and Galaxie Avenue 18 14 CSAH 42 (150th Street) and Garden View Drive 17 15 CSAH 42 (150th Street) and Flagstaff Avenue 16 CSAH 42 (150th Street) and CSAH 31 (Pilot Knob Road) 16 147th Street and Galaxie Avenue 16 16 CSAH 42 (150th Street) and Johnny Cake Ridge Road 15 147th Street and Foliage Avenue 15 Shaded cells represent top crash locations on the local street system. Top Ten Crash Location 2003-2005 26 Table 8 Relationship Between Access Points & Crash Rates Figure 11 Street), and at County Road intersections. Since these are major county roads and highways, it is assumed that most of the crashes on these facilities occur during the morning (6:00 a.m. - 10 a.m.) and evening (3:00 p.m. - 7:00 p.m.) rush hour periods when traffic volumes are higher and more conflicts occur. Overall, the crash frequency on local City streets is relatively moderate. However, the top crash locations on the local street system have been emphasized (highlighted in yellow) in Table 8. It is not practical to identify recommendations at the highlighted locations since solutions to intersection safety issues need to be developed based on analysis of specific conditions at each location. A more rigorous investigation of crash rates, types, and severity for all of the top crash locations in Apple Valley is suggested prior to drawing conclusions regarding appropriate corrective measures. As improvements in these corridors and intersections are considered, these safety concerns should be explored more thoroughly. Access Management Access management is an effort to maintain the effective flow of traffic and the safety of all roads while accommodating the access needs of adjacent land. Successful access management requires cooperation between land use and transportation interests in order to protect the public s investment in roads. Principal arterials, minor arterials, and collector streets function best with proper access spacing. Access management reduces congestion and accidents; preserves road capacity; reduces travel time for the delivery of goods and services; provides easy movement to destinations; and promotes sustainable community development. Figure 11 shows the relationship between increased levels of access and increased crash rates. In 2002, Mn/DOT developed access management guidelines for access spacing for use by local governments as well as Mn/DOT roadway management. Dakota County has also identified access management guidelines in its 2025 Transportation Plan. Apple Valley will continue to observe these guidelines in its long range transportation system planning and will work with these agencies to support access management for the roadway network in Apple Valley. Tables 9 and 10 illustrate the applicable Mn/DOT and Dakota County access spacing guidelines adopted for use in Apple Valley s Transportation System. The City can control access onto local roadways. However, access onto other roadways becomes the responsibility of the state or county. Access onto local roadways is managed through local subdivision and zoning standards. When the City receives a development proposal that proposes access onto a roadway under the jurisdiction of the state or county, the City will coordinate the review of these proposals with the appropriate agencies. The City will also participate in A1-24 Appendix 1 October 2009

Functional Classification Primary Full Movement Intersection Intersection Spacing Conditional Secondary Intersection Signal Spacing Example Corridors in Apple Valley Principal Arterials Interchange Access Only N/A Interstate 35E Principal Arterials (Full Grade Separation) Interchange Access Only Interim Minnesota Trunk Highway 77 Minor Arterials 1/4 mile 1/8 mile 1/4 mile CSAH 38 Collectors 1/8 mile Not Applicable 1/4 mile 140th Street Source: Mn/DOT Office of Investment Management/Access Category System and Spacing Guidelines/January 2008 Mn/Dot Access and Signal Spacing guidelines Functional Classification Principal Arterial Divided Highways Non-Principal Arterial Non-Principal Arterial Non-Principal Arterial Undivided Highways Non-Principal Arterial 2030 Comprehensive Plan October 2009 Table 9 Non-Principal Arterial 2025 Projected ADT All >35,000 15,000 to 35,000 15,000 to 22,000 <15,000 <3,000 Full Movement Public Street Intersections (a) ¾ Public Street Access (a) ¼ mile (a) 1.4 mile (a) Source: Dakota County 2025 Transportation Plan ½ mile ½ mile ¼ mile (c) ¼ mile (c) 1/8 Mile (c), (d) (b), (d) 1/8 mile Right-in/ Right-out only (c) N/A N/A N/A Roadway type refers to the anticipated cross section. Divided section must be in place for conditional intersection (right-in/right-out or ¾ intersection) to be built. (a) Median access points may be removed or modified to address safety and operational issues identified through engineering review. (b) Determined based on engineering review, judgment considering location, distance from other driveways, nearby intersections, alignment with other access points, visibility and other operation/safety issues. (c) Multiple commercial access permitted. (d) Private residential or individual commercial access permitted. N/A Not applicable to undivided roadway segments Dakota County Access Management Guidelines Table 10 the design process with the appropriate agency when roadways are proposed for construction or reconstruction to ensure proper design and location of access points. Figure 12 provides a sample access planning application designed to minimize vehicle conflicts, improve safety, and maintain reasonable levels of access to adjacent land use. Traffic Calming Proper Driveway Location Figure 12 Traffic calming is the management of traffic to improve safety not only for vehicles, but other users of the roadway such as pedestrians and cyclists. Management techniques include the physical modification of the street to divert nonlocal traffic off local roadways and influence the behavior of drivers using the street, particularly to lower the vehicle speed. The objective is to achieve a traffic behavior pattern that is compatible with other appropriate street activities and adjacent land uses. Examples of traffic calming measures include narrow streets, roundabouts, speed bumps, medians, curb extensions (bump-outs), crosswalks, and entry treatments. The Appendix 1 A1-25

City will review these techniques during the design process for local road construction and reconstruction to determine if they are appropriate. Traffic calming measures will generally be considered for local streets only if: The measure selected is consistent with the problem being addressed. The measure will not divert traffic onto other local streets or degrade public safety. State Aid Design Standards are met, if applicable. Right-of-Way Preservation There are many different techniques available to protect right-of-way corridors for future road improvements. The basic approaches can be summarized as follows: Land acquisition (purchase of easements, title purchase, eminent domain) In general, land acquisition is an approach applied when specific improvements are eminent. The applicability of acquisition is directly linked to the availability of funding. Landowner agreements (development agreements, transferable development rights) Landowner agreements are often limited in effectiveness when dealing with a large project area. By definition they are applied on a parcel-by-parcel basis and are most effective when dealing with larger land holdings and when specific improvements are eminent. Land use regulations (development exactions, setback ordinances, official map, subdivision regulations) Land use regulation techniques are facilitated through the comprehensive planning process. Certain regulations such as setback ordinances can be applied communitywide while others such as official maps are typically developed for individual corridors and require a more significant level of corridor definition. Access management (limiting curb cuts, reverse lot frontage) Access management principals should be a centerpiece of any community s transportation plan. To be successful, it is important that the guidelines are applied consistently and uniformly at the time platting occurs. In summary, the applicability of these options is dependent on many factors including available funding, the immediacy of development, and the timing of the need for the road improvements. Transit System As designated by the Metropolitan Council, Apple Valley is located in the Metropolitan Transit Taxing District within Transit Market Area III. Service options for Transit Market Area III include peak-only express, small vehicle circulators, midday circulators, special needs paratransit (ADA, seniors), and ridesharing. Figure 13 illustrates current transit system routes, stops, and support facilities in Apple Valley (described in greater detail in the next section). Existing Transit System Bus Service Transit service in Apple Valley is provided by the Minnesota Valley Transit Authority (MVTA). The MVTA is an independent transportation agency for the Cities of Apple Valley, Burnsville, Eagan, Rosemount and Savage formed under state legislation that allowed outer-ring suburbs to opt-out of centrally provided transportation services. The MVTA operates peak express service to downtown Minneapolis and downtown St. Paul, local crosstown service, and reverse commute express services. MVTA currently operates several bus routes along Apple Valley s Principal and Minor Arterial routes. Current (2008) routes include 420 Flex Route, 440 Local Route, 441 Local Route, 442 Local Route, 465 Minneapolis Express, 476 Minneapolis Express, 477 Minneapolis Express, and 480 St. Paul Express. Bus service is more frequent during the A.M. and P.M. peak commute times. Unique transit needs in the community are presented by populations housed in group quarters and facilities that offer specialty care services for temporarily or permanently disabled populations and seniors. The transit needs of these populations are varied and are typically provided by specialized paratransit providers that offer express or demand-response services, such as the Metro Mobility program administered by the Metropolitan Council. Diala-ride service for seniors and persons with disabilities is also provided by Dakota Area Resources and Transportation for Seniors (DARTS). Transit Facilities MVTA operates three park and ride facilities in Apple Valley where passengers may park their cars free of charge and board a bus, carpool or vanpool. The park and ride facilities include the Apple Valley Transit Station, the Palomino Hills Park & Ride Lot, and the 157th Street Station. The 2007 Annual Regional Park-and-Ride System Survey provides a comprehensive vehicle count for the regional park-and-ride/pool system in the Twin Cities Metropolitan Area. Tables 11, 12, and 13 show the capacity and usage at each of the identified park and ride facilities in Apple Valley. A1-26 Appendix 1 October 2009

Existing & Planned Transit Service & Facilities Figure 13 2030 Comprehensive Plan October 2009 Appendix 1 A1-27

The Apple Valley Transit Station opened in December 1998 and is located east of Cedar Avenue and south of 155th Street. This station features 337 parking spaces, plus additional parking shared with the adjacent Carmike Cinema, indoor climate-controlled waiting, restrooms, drinking fountains, vending machines, public telephones, transit information and bike lockers and bike racks. In late 2007, additional parking was procured immediately north of the existing site. Bus routes 420, 440, 441, 442, 465, 477, and 480 serve the Apple Valley Transit Station. As shown in Table 11, the average usage at the Apple Valley Transit Station decreased slightly (2 percent) between 2006 and 2007; however, the current usage remains over capacity. 2007 2006 Capacity Usage Capacity Usage 468 649 469 661 Apple Valley Transit Station Park & Ride Capacity and Usage Table 11 2007 2006 Capacity Usage Capacity Usage 312 301 312 318 Palomino Hills Park & Ride Capacity and Usage Table 12 2007 2006 Capacity Usage Capacity Usage 258 17 250 17 157th Street Station Park & Ride Capacity and Usage Table 13 The Palomino Hills Park & Ride lot opened in 1993 and is located just west of Cedar Avenue and south of Palomino Drive on Pennock Avenue. The park and ride facility features 304 parking spaces, a heated shelter, public telephones, bike lockers, newspaper rack, and 12 outlets for engine block heaters. Bus routes 441, 442, 476, and 480 serve this park-and-ride facility. As shown in Table 12, the average usage at the Palomino Hills Park & Ride decreased slightly (5 percent) between 2006 and 2007; however, the current usage remains at capacity. The 157th Street Station opened in 2006 and is located on Pilot Knob Road between CSAH 46 (160th Street) and 157th Street. This station features 250 parking spaces, indoor climate-controlled waiting, and bike lockers. Bus routes 420 and 477F serve this park-and-ride facility. As shown in Table 13, usage rates at the 157th Street Station are relatively low but are expected to increase with the future development of the South Central Planning Area. Travel Demand Management Travel demand management is a set of techniques used to reduce peak period vehicle trips by shifting travelers from driving alone into shared ride arrangements or by encouraging alternative work arrangements, such as flextime and telecommuting that remove trips from the peak travel times. Travel demand management techniques are best implemented through a partnership of cities, regional and state agencies and employers to encourage travelers to change their behavior through incentives, enhanced services, and high occupancy facilities. Ridesharing is a travel demand management tool being used in Apple Valley to include Metro Commuter Services, which provides carpool-matching services to employers and individuals. The City supports travel demand management as a way to alleviate congestion on roadways within the City. The City will encourage transit-friendly design and employer participation in travel demand management in the development review process. The City will work with businesses within the community to encourage the development of voluntary travel demand management programs. Development plans will also be reviewed to ensure transit is accommodated where it is feasible. 2030 Transit Plan Planning Context Studies, Projects, Issues Metropolitan Council s Park-and-Ride Facility Site Location Plan The Park-and-Ride Facility Site Location Plan was adopted by the Metropolitan Council in May 2005 and complements the 2030 Transportation Policy Plan. The Plan identifies future demand for park-and ride spaces to the year 2030 for the Highway 77 (Cedar Avenue) corridor within the (as shown in Table 14). Planned improvements associated with the Cedar Avenue Bus Rapid Transit (BRT) Corridor (discussed in greater detail on page 8-28) will include two new park-and-ride facilities and the expansion of two existing park-and-ride lots (the Palomino Hills Park-and-Ride and the Apple Valley Transit Station). The new and expanded park-andride lots will supply additional spaces for the Highway 77/ CSAH 23 (Cedar Avenue) travel corridor. A1-28 Appendix 1 October 2009

Demand Supply (1) Surplus / (Deficit) Capital Investment Priority (2) Near-Term (Year 2010) Unmet Need 1,312 817-495 Medium-High Mid-Term (Year 2020) Unmet Need 1,681 817-864 High Long-Term (Year 2030) Unmet Need 2,333 817-1,516 Very High Source: Park-and-Ride Facility Site Location Plan, May 2005 (1) Supply includes new or expanded, programmed (funded and located) facilities that will be completed by December 2008. Supply does not include the seven Hiawatha Lightrail facilities. Supply values are the sum of the capacities of facilities with service only to downtown Minneapolis plus a prorated portion of the capacity of facilities with service to both downtown areas based on a ratio of express bus service and ridership to each of the two downtown areas. (2) The capital investment priority classification is as follows: Very High (greater than or equal to 1,000 space deficit), High (greater than or equal to 500 space deficit), Medium (greater than or equal to 0 space deficit), and Low (Surplus). Unmet Need - Cedar Avenue Travel Corridor Table 14 Draft Dakota County Transit Plan A draft transit plan has been prepared by Dakota County. The plan complements the Dakota County Transportation Plan and establishes a vision for transit services and facilities in the County by examining transit needs and opportunities throughout the county in a comprehensive manner. Dakota County has identified the following list of transit needs and challenges within Apple Valley. Infrastructure Needs: New park-and-ride facilities have opened at CSAH 31 (Pilot Knob Road) and 157th Street. Expansion of the current transit center on Cedar Avenue with additional parking spaces is also desired. Community Service Needs: Staff identified a need for increased transit frequency and capacity of commuter services within Apple Valley. Expanded Transit Services: Locally expressed needs and regional travel trend data indicate the potential for a community circulator service that would connect the communities of Apple Valley, Burnsville and Eagan. The 2030 Transportation Policy Plan identifies the Cedar Avenue Corridor as being in the first tier of dedicated regional transitways. Furthermore, the Draft Dakota County Transit Plan includes a transit gap analysis that identifies several Tier III planning level transitway corridors. The three potential Tier III transitway corridors listed below are shown in Figure 14. CSAH 31 (Pilot Knob Road) CSAH 42 (150th Street) CSAH 46 (160th Street) It should be noted that the transit gap analysis identified local needs for types of service beyond what is identified in regional or county plans through analysis of regional travel trend data from the regional model and local government input. Furthermore, the draft transit plan notes that, All County arterial highways should provide appropriate level of infrastructure for transit service including adequate widths, shoulders, pullouts, and trails. The County s effort may be more design-oriented. Figure 15 summarizes the regional transit improvements as proposed by Mn/DOT and Dakota County. Potential Transit Corridors Figure 14 Transit Composite Map Figure 15 2030 Comprehensive Plan October 2009 Appendix 1 A1-29

Programmed or Planned Improvements Cedar Avenue Corridor Transitway Programmed improvements along Cedar Avenue include the implementation of shoulder-running Bus Rapid Transit (BRT) between 138th Street in Apple Valley and County Highway 70 in the City of ville (a distance of approximately 7.7 miles). The Metropolitan Council s 2030 Transportation Policy Plan identifies the CSAH 23 (Cedar Avenue) Corridor as being in the first tier of dedicated transitways (shown in Figure 16). The transit improvement is also included in Dakota County s 2008-2012 Capital Improvement Program (CIP). Transitway planning in the Cedar Avenue Corridor dates back to 1998 when the Minnesota Legislature granted funding to the Dakota County Regional Railroad Authority (DCRRA) to conduct a study to determine the feasibility of a transitway in the corridor. The results of the feasibility study indicated that both Bus Rapid Transit (BRT) and Light Rail Transit (LRT) were potentially feasible. In 2001, the Legislature granted additional funding, which the Metropolitan Council added to in 2002, to conduct an alternatives analysis. The outcome of the Cedar Avenue Corridor Transitway Alternatives Analysis Study identified BRT as the preferred transit alternative, including a dedicated BRT transitway from the Mall of America to the end of the Trunk Highway (TH) 77 freeway segment north of 138th Street in Apple Valley and a shoulder running BRT between 138th Street in Apple Valley and County Highway 70 in ville. 2030 Transityway System Figure 16 As a result of these past efforts, the following conclusions have been reached specific to the portion of the transitway extending from 138th Street in the to County Highway 70 in the City of ville: A1-30 Appendix 1 October 2009