HomeMy WebLinkAboutSt. Croix River Crossing Project Visual Quality ManualST-• CROIX
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RIVER CROSSING PROJECT
VISUAL QUALITY
MANUAL
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
JANUARY 2007
TABLE OF CONTENTS
I. LIST OF FIGURES
V
II. LIST OF TABLES
IX
III. ACKNOWLEDGEMENTS
XI
IV. GLOSSARY/ABBREVIATIONS/DEFINITIONS
XIII
1. INTRODUCTION
1-1
1.1 BASIS FOR VISUAL QUALITY MANUAL -
FINAL EIS AND RELATED DOCUMENTS
1-1
1.2 CONTEXT SENSITIVE DESIGN/
SOLUTIONS
1-5
1.3 VISUAL QUALITY REVIEW COMMITTEE
(VQRC) AND PUBLIC INVOLVEMENT
1-5
1.4 VISUAL QUALITY MANUAL (VQM)
ORGANIZATION
1-6
1.4.1 CHAPTERS 2-4: HIGHWAY
SEGMENT LANDSCAPES
AND TRANSITIONS
1-6
1.4.2 CHAPTERS 5-6: NEW RIVER
CROSSING AND GRADE
SEPARATION BRIDGES
1-7
1.4.3 CHAPTERS J-H: TRAILS AND
CULTURAL RESOURCES
1-7
1.4.4 CHAPTERS 9-10: DESIGN
ELEMENTS AND IMPLEMENTATION
1-7
2. MINNESOTA TH 36
2-1
2.1 WESTERN PROJECT LIMITS TO
OSGOOD AVENUE
2-1
2.1.1 CONTEXT - EXISTING TH 36
ENVIRONMENT
2-1
2.1.2 EVALUATION CRITERIA AND
GUIDANCE
2-2
2.1.3 RECOMMENDATIONS
2-2
2.2 OSGOOD AVENUE TO BEACH ROAD
2-6
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
2.2.1 CONTEXT - EXISTING TH 36
ENVIRONMENT
2.2.2 EVALUATION CRITERIA AND
GUIDANCE
2.2.3 RECOMMENDATIONS
3. MINNESOTA TH 36/TH 95 INTERCHANGE
3.1 CONTEXT - EXISTING TH 36/TH 95
ENVIRONMENT
3.2 EVALUATION CRITERIA AND
GUIDANCE
3.3 RECOMMENDATIONS
4. WISCONSIN STH 64
4.1 STH 64
4.1.1 CONTEXT - EXISTING STH 64
ENVIRONMENT
4.1.2 EVALUATION CRITERIA AND
GUIDANCE
4.1.3 RECOMMENDATIONS
4.2 STH 64 AND STH 35/CTH E
INTERCHANGE
4.2.1 CONTEXT - EXISTING STH 64/
STH 35-CTH E ENVIRONMENT
4.2.2 EVALUATION CRITERIA AND
GUIDANCE
4.2.3 RECOMMENDATIONS
5. NEW RIVER CROSSING
5.1 EXISTING CONDITIONS AND
CONTEXT - NEW RIVER CROSSING
AND THE EXTRADOSED BRIDGE
5.2 EVALUATION CRITERIA AND GUIDANCE
FOR DESIGN OF THE RIVER CROSSING
MINNESOTA DEPARTMENT OF TRANSPORTATION I
WISCONSIN DEPARTMENT OF TRANSPORTATION
2-6
2-13
2-13
3-1
3-1
3-3
3-4
4-1
4-1
4-1
4-2
4-3
4-11
4-11
4-11
4-11
5-1
5-1
5-1
6.
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
TABLE OF CONTENTS
5.2.1 RIVER BRIDGE FUNCTIONAL
REQUIREMENTS AND
CONSTRAINTS
5-2
5.2.2 PREFERRED VISUAL TREATMENT
5-4
5.2.3 BRIDGE LIGHTING
5-39
5.3
ADDITIONAL GUIDANCE FOR
PRELIMINARY AND FINAL
BRIDGE DESIGN
5-40
5.3.1 THIRD COLUMN
5-40
5.3.2 CABLE ANCHORAGES
5-41
5.3.3 ROADWAY ALIGNMENT AND
GEOMETRY - MINNESOTA
APPROACH
5-41
GRADE
SEPARATION BRIDGES
6-1
6.1
INTRODUCTION
6-1
6.2
BEACH ROAD BRIDGE
6-1
6.2.1 CONTEXT AND EXISTING
CONDITIONS
6-1
6.2.2 EVALUATION CRITERIA AND
GUIDANCE
6-1
6.2.3 RECOMMENDATIONS
6-1
6.3
STH 35 BRIDGE
6-3
6.3.1 CONTEXT AND EXISTING
CONDITIONS
6-3
6.3.2 EVALUATION CRITERIA AND
GUIDANCE
6-3
6.3.3 RECOMMENDATIONS
6-4
6.4
STH 35/CTH E BRIDGE
6-18
6.4.1 CONTEXT AND EXISTING
CONDITIONS
6-18
6.4.2 EVALUATION CRITERIA AND
GUIDANCE
6-18
6.4.3 RECOMMENDATIONS
6-18
6.5
TREATMENT PLANT ACCESS
ROAD BRIDGE
6-18
6.5.1 CONTEXT AND EXISTING
CONDITIONS
6-18
6.5.2 EVALUATION CRITERIA AND
GUIDANCE
6-23
6.5.3 RECOMMENDATIONS
6-23
7. LOOP
TRAIL AND OTHER TRAILS
7-1
7.1
INTRODUCTION
7-1
7.2
EVALUATION CRITERIA AND GUIDANCE
FOR ALL TRAIL SEGMENTS
7-1
7.3
TRAIL ELEMENTS
7-1
7.3.1 TRAIL SIGNAGE
7-1
7.3.2 TRAIL AMENITIES
7-4
7.3.3 TRAIL LANDSCAPE DESIGN
7-5
7.4
GUIDANCE FOR LOOP TRAIL SEGMENTS
7-5
7.4.1 CHESTNUT STREET
7-5
7.4.2 STILLWATER LIFT BRIDGE
7-6
7.4.3 HOULTON HILL
7-11
7.4.4 OLD WISCONSIN STH 35/
OLD CTH E
7-12
7.4.5 WISCONSIN STH 64
7-12
7.4.6 NEW RIVER BRIDGE TRAIL
7-26
7.4.7 MINNESOTA TH 95 NORTH
7-31
7.4.8 STILLWATER APPROACH
7-32
7.5
GUIDANCE FOR CONNECTING TRAIL
SEGMENTS
7-36
7.5.1 MINNESOTA TH 95 SOUTH
7-39
7.5.2 MINNESOTA TH 36
7-40
7.5.3 LOOKOUT TRAIL
7-40
8. HISTORICAL/CULTURAL RESOURCES
8-1
8.1
INTRODUCTION
8-1
8.2
STILLWATER LIFT BRIDGE
8-1
II MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
E
8.3 STILLWATER COMMERCIAL HISTORIC
DISTRICT
8-5
8.4
STILLWATER CULTURAL LANDSCAPE
DISTRICT
8-6
8.5
ST. CROIX OVERLOOK SOUTH
8-8
8.6
LOG CABIN RESTAURANT / CLUB TARA
8-10
8.7
MORITZ BERGSTEIN SHODDY MILL
AND WAREHOUSE
8-11
8.8
SOUTH MAIN ARCHAEOLOGICAL
DISTRICT
8-11
8.9
THELEN AND KRIESEL FARMSTEADS
8-12
8.10
INTERPRETATION
8-12
DESIGN
ELEMENTS
9-1
9.1
GRADING
9-1
9.1.1 OBJECTIVES
9-1
9.1.2 VQM RECOMMENDATIONS
9-1
9.2
SIGNS
9-1
9.2.1 OBJECTIVES
9-1
9.2.2 VQM RECOMMENDATIONS
9-6
9.3
ROADWAY LIGHTING
9-6
93.1 OBJECTIVES
9-6
93.2 VQM RECOMMENDATIONS
9-8
9.4
PLANTING
9-8
9.4.1 OBJECTIVES
9-8
9.4.2 VQM RECOMMENDATIONS
9-10
9.5
TRAFFIC BARRIERS
9-11
9.5.1 OBJECTIVES
9-11
9.5.2 VQM RECOMMENDATIONS
9-11
9.6
BICYCLE/PEDESTRIAN RAILINGS
9-12
9.7
FENCING
9-12
9.7.1 OBJECTIVES
9-12
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
TABLE OF CONTENTS
- VISUAL QUALITY MANUAL
9.7.2 VQM RECOMMENDATIONS
9-12
9.8
STORMWATER TREATMENT FACILITIES
9-12
9.8.1 OBJECTIVES
9-12
9.8.1.1 WET PONDS
9-13
9.8.1.2 INFILTRATION PONDS
9-13
9.8.1.3 GRASSED SWALES AND
FILTER STRIPS
9-14
9.8.2 VQM RECOMMENDATIONS
9-14
9.9
COMMUNITY GATEWAY AREAS
9-18
9.9.1 OBJECTIVES
9-18
9.9.2 VQM RECOMMENDATIONS
9-20
9.10
RETAINING WALLS
9-26
9.10.1 OBJECTIVES
9-26
9.10.2 VQM RECOMMENDATIONS
9-26
10. NEXT STEPS/IMPLEMENTATION
10-1
10.1
VISUAL QUALITY ADVISORY
COMMITTEE
10-1
10.2
DESIGN AND CONSTRUCTION
10-1
10.3
AESTHETIC ENHANCEMENT BUDGET
10-2
10.4
VQRC INTENT FOR RIVER SPANS
10-2
10.5
VQRC INTENT FOR LANDSCAPE
10-3
III
I. LIST OF FIGURES
1.1 PROJECT LOCATION
1.2 SEGMENT LOCATIONS
2.1 VIEW OF EXISTING TH 36 (LOOKING WEST)
2.2 OAK PARK HEIGHTS RESIDENTIAL
NEIGHBORHOOD
2.3 VIEW OF EXISTING TH 36
2.4 TH 36 CONCEPT PLAN - HEDGES
AND GROVES OF SMALL TREES
2.5 TH 36 SECTION - SHRUB HEDGES
IN MEDIAN AND ROADSIDES
2.6 TH 36 SECTION - GROVES OF SMALL
TREES AND UNDERSTORY GRASSES
2.7 LOCATION MAP OF VISUALIZATIONS
2.8 TH 36 VISUALIZATION TYPICAL
SECTION - TREES
2.9 CONCEPT PLAN FOR THE INTERSECTION
OF TH 36 AND OAKGREEN/GREELEY AVENUES
2.10 OAKGREEN/GREELEY VISUALIZATION
2.11 CONCEPT PLAN FOR TH 36 BETWEEN
OSGOOD AVENUE AND BEACH ROAD
3.1 XCEL ENERGY'S KING GENERATING PLANT
3.2 ST. CROIX OVERLOOK
3.3 VEGETATION SCREENS VIEWS ALONG TH 95
3.4 VIEW EAST TO RIVER FROM
ST. CROIX OVERLOOK
3.5 PLAN VIEW OF "RIVER TERRACE FOREST"
LANDSCAPE CONCEPT FOR THE
TH 36/TH 95 INTERCHANGE
3.6 CROSS-SECTION ILLUSTRATION OF
LANDSCAPE CONCEPT FOR TH 36
IN THE TH 36/TH 95 INTERCHANGE
3.7 CROSS-SECTION ILLUSTRATION OF
LANDSCAPE CONCEPT FOR TH 95
IN THE TH 36/TH 95 INTERCHANGE
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
1-3
3.8
HIGHWAY WITH WOODED ROADSIDE
3-9
1-4
3.9
HIGHWAY BRIDGE STRUCTURE IN
WOODED OR FORESTED LANDSCAPE
3-9
2-1
3.10
LOCATION MAP OF VISUALIZATIONS
3-10
2-1
3.11
TH 95 VISUALIZATION
3-11
2-2
3.12
CROSS-SECTION ILLUSTRATION OF
TYPICAL PLANTING CONDITIONS
ALONG HIGHWAYS AND RAMPS
3-13
2-3
3.13
BAYPORT RETAINING WALL VISUALIZATION
3-15
2-3
4.1
PATCHWORK OF FIELDS AND PASTURES
4-1
4.2
OAK SAVANNA LANDSCAPE
4-2
2 3
4.3
HEDGEROW
4-2
2 6
4.4
HEDGEROW PLAN VIEW CONCEPT
4-5
4.5
HEDGEROW SECTION
4-5
2-7
4.6
NATIVE PRAIRIE GRASSES AND
HERBACEOUS PLANTS
4-7
2-9
4.7
LOCATION MAP OF VISUALIZATIONS
4-8
2-11
4.8
WISCONSIN STH 64 VISUALIZATION
4-9
2-15
4.9
SAVANNA PLAN VIEW CONCEPT (STH 64
AND STH 35/CTH E INTERCHANGE)
4-13
3-1
4.10
SAVANNA SECTION CONCEPT (STH 64
3 1
AND STH 35/CTH E INTERCHANGE)
4-13
3 2
4.11
STH 64 AND STH 35/CTH E INTERCHANGE
VISUALIZATION
4-15
3-3
4.12
NATURALIZED POND FOR STORMWATER
RETENTION
4-12
5.1
LOCATION MAP OF VISUALIZATIONS
5-3
3-5
5.2
TH 95 ELEVATION VIEW
5-5
5.3
TH 95 VISUALIZATION
5-7
3 7
5.4
STILLWATER RETAINING WALL
5-9
5.5
APPROACH SPANS PLAN AND ELEVATION VIEWS
5-11
3-7
5.6
APPROACH SPANS TRANSVERSE VIEW @
EB TH 36 STA 459+00 (LOOKING WEST)
5-13
MINNESOTA DEPARTMENT OF TRANSPORTATION V
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
LIST OF FIGURES
5.7 APPROACH SPANS TRANSVERSE VIEW @
EB TH 36 STA 466+oo (LOOKING WEST)
5.8 APPROACH SPANS VISUALIZATION
FOR TH 95 NB
5.9 RIVER SPANS PLAN AND ELEVATION
5.10 RIVER SPANS - PIER SECTIONS
5.11 RIVER SPANS - TRANSVERSE BOX SECTION
(LOOKING EAST)
5.12 RIVER SPANS - CABLE ANCHORAGE DETAILS
5.13 RIVER SPANS VISUALIZATION FROM WATER
LEVEL LOOKING NORTH
5.14 RIVER SPANS VISUALIZATION FROM
LOWELL PARK
5.15 RIVER SPANS VISUALIZATION FROM
ST. CROIX OVERLOOK
5.16 RIVER SPANS VISUALIZATION FROM
MINNESOTA BLUFF
5.17 RIVER SPANS VISUALIZATION FROM
DRIVERS VIEW APPROACHING STH 35
5.18 RIVER SPANS VISUALIZATION FROM
DRIVERS VIEW ON APPROACH SPANS
5.19 EAST ABUTMENT AND WISCONSIN PIER
VISUALIZATION FROM RIVER
5.2o AERIAL VIEW OF EAST ABUTMENT AND
WISCONSIN BLUFF
5.21 RIVER SPANS - BICYCLE/PEDESTRIAN
RAILING
6.1 LOCATION MAP OF VISUALIZATIONS
6.2 BEACH ROAD PLAN AND ELEVATION VIEWS
6.3 BEACH ROAD SECTIONS AND DETAILS
6.4 BEACH ROAD VISUALIZATION (EB)
6.5 STH 35 PLAN AND ELEVATION VIEWS
6.6 STH 35 VISUALIZATION (WB)
6.7 STH 35 SECTIONS AND DETAILS
5-15
5-17
5-19
5-21
5-22
5-22
5-23
5-25
5-27
5-29
5-31
5-33
5-35
5-37
5-39
6-2
6-5
6-7
6-9
6-11
6-13
6-15
6.8
STH 35/CTH E PLAN AND ELEVATION VIEWS
6-19
6.9
STH 35/CTH E SECTIONS AND DETAILS
6-21
6.10
CRUSHED STONE SLOPE PAVING
6-23
6.11
WATER TREATMENT PLANT ACCESS ROAD
PLAN AND ELEVATION VIEWS
6-25
6.12
WATER TREATMENT PLANT ACCESS ROAD
SECTIONS AND DETAILS
6-27
7.1
TRAIL BIKE ROUTE SIGN EXAMPLE
7-2
7.2
TRAIL BLAZE SIGN EXAMPLE
7-2
7.3
TRAIL IDENTIFICATION GRAPHIC EXAMPLE
7-3
7.4
IDENTIFICATION SIGN AT MAJOR ROAD
CROSSINGS AND INTERSECTIONS EXAMPLE
7-3
7.5
MAP AND INFORMATION BOARD AT TRAILHEADS
7-3
7.6
INTERPRETIVE SIGNAGE AT HISTORIC SIGHTS,
VISTAS, AND POINTS OF INTEREST
7-4
7.7
BENCH AND SEATING AT POINTS OF INTEREST
AND SCENIC VISTAS EXAMPLE
7-4
7.8
CHESTNUT STREET CIRCLE HISTORIC
PHOTOGRAPH
7-6
7.9
CHESTNUT STREET APPROACH PLAN
VIEW CONCEPT
7-7
7.10
LIFT BRIDGE TYPICAL SECTION (LOOKING EAST)
7-9
7.11
LIFT BRIDGE PLAN
7-13
7.12
HOULTON HILL PLAN NEAR KOLLINER PARK
7-15
7.13
HOULTON HILL PLAN NEAR EXISTING
STH 64/CTH E INTERSECTION
7-17
7.14
HOULTON HILL PLAN (UPPER PORTION)
7-19
7.15
HOULTON HILL TRAIL SECTION AND
PLAN DETAILS (LOOKING EAST)
7-21
7.16
HOULTON HILL PARKING AREA PLAN
7-23
7.17
LOCATION MAP OF VISUALIZATIONS
7-25
7.18
HOULTON HILL STH 64 VISUALIZATION
7-27
7.19
STH 64 LOOP TRAIL PLAN
7-29
vI MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
7.20
LOOP TRAIL THROUGH HEDGEROW
7-31
7.21
LOOP TRAIL SECTION
7-31
7.22
NEW RIVER BRIDGE TRAIL VISUALIZATION
VIEW FROM BRIDGE)
7-33
7.23
TH 95 Loop TRAIL PLAN
7-35
7.24
TH 95 VISUALIZATION
7-37
7.25
CURVILINEAR TRAIL THROUGH WOODED
LANDSCAPE EXAMPLE-1
7-39
7.26
CURVILINEAR TRAIL THROUGH WOODED
LANDSCAPE EXAMPLE-2
7-39
7.27
LOOP TRAIL PLAN - STILLWATER APPROACH
7-41
7.28
LOOP TRAIL SECTION - STILLWATER
APPROACH LOOKING SOUTH NEAR
HERSEY AND BEAN SITE)
7-43
7.29
STILLWATER APPROACH VISUALIZATION
NEAR HERSEY AND BEAN SITE
7-45
7.30
TH 36 SOUTH FRONTAGE ROAD VISUALIZATION
7-47
8.1
LOCATION OF NATIONAL REGISTER LISTED
OR ELIGIBLE PROPERTIES IN PROJECT AREA
8-2
8.2
PREFERRED ALTERNATIVE HISTORIC
RESOURCE MITIGATION ITEMS
8-3
8.3
STILLWATER CULTURAL LANDSCAPE
DISTRICT BOUNDARY
8-7
8.4
LOWELL PARK
8-8
8.5
ST. CROIX OVERLOOK SOUTH
8-9
8.6
LOG CABIN RESTAURANT
8-10
9.1
RECOMMENDED SLOPE ROUNDING
9-2
9.2
RECOMMENDED SLOPE TREATMENT
9-3
9.3
RECOMMENDED SLOPE GRADING
9-4,5
9.4
ROADSIDE SIGN
9-6
9.5
OVERHEAD MONOTUBE SIGN MOUNTING
STRUCTURE
9-7
9.6
OVERHEAD MONOTUBE SIGN MOUNTING
DIRECTIVE
9-7
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
LIST OF FIGURES
- VISUAL QUALITY MANUAL
9.7
BRIDGE OVERHEAD SIGN MOUNTING
9-7
9.8
BRIDGE OVERHEAD SIGN MOUNTING
DIRECTIVE
9-7
9.9
"SHOEBox" LIGHT FIXTURE
9-8
9.10
WOODED AREA ALONG THE ST. CROIX RIVER
9-9
9.11
EXISTING VEGETATION ALONG THE
ST. CROIX RIVER
9-10
9.12
T-1 COMBINATION TRAFFIC BARRIER
9-11
9.13
P-2 BARRIER
9-11
9.14
NATURALLY OCCURRING POND
9-13
9.15
NATURALLY OCCURRING PONDS MAP
9-15
9.16
RECOMMENDED WET POND SECTION
9-17
9.17
SMALL LAKE IN PROJECT AREA
9-17
9.18
GRASSED DRAINAGE SWALE
9-17
9.19
RECOMMENDED STORMWATER POND
TREATMENTS-1
9-17
9.20
RECOMMENDED STORMWATER POND
TREATMENTS-2
9-18
9.21
NON -RECOMMENDED STORMWATER POND
TREATMENTS-1
9-18
9.22
NON -RECOMMENDED STORMWATER POND
TREATMENTS-2
9-18
9.23
COMMUNITY GATEWAY EXAMPLE -
MONUMENTS
9-19
9.24
COMMUNITY GATEWAY EXAMPLE - SIGNS
9-19
9.25
COMMUNITY GATEWAY EXAMPLE -
SCULPTURES-1
9-19
9.26
COMMUNITY GATEWAY EXAMPLE -
SCULPTURES-2
9-19
9.27
POTENTIAL GATEWAY LOCATIONS -
STILLWATER
9-21
9.28
POTENTIAL GATEWAY LOCATIONS -
ST. JOSEPH
9-23
VII
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
H. LIST OF TABLES
2.1
TH 36 MEDIAN AND ROADSIDES - SMALL
TREES, SHRUB HEDGES, AND NATIVE GRASSES
2-5
2.2
SAVANNA CONCEPT IN RIGHT-OF-WAY
2-13
3.1
SUGGESTED TREE AND SHRUB LIST
3-4
4.1
HEDGEROW SUGGESTED TREE AND SHRUB LIST
4-4
4.2
SUGGESTED UPLAND PRAIRIE PLANTS
4-7
4.3
SUGGESTED RIPARIAN/STORMWATER POND
PLANT LIST
4-12
MINNESOTA DEPARTMENT OF TRANSPORTATION IX
WISCONSIN DEPARTMENT OF TRANSPORTATION
III. ACKNOWLEDGEMENTS
This Visual Quality Manual (VQM) for the St. Croix
River Crossing Project was prepared by the Minnesota
Department of Transportation and the Wisconsin
Department of Transportation (the DOTs), with assis-
tance from a Consultant Team and a Visual Quality Re-
view Committee (VQRC). The DOTS and the Consul-
tant Team would like to thank the VQRC members for
their significant input and collaboration. The VQRC
included representatives of the following agencies and
interests:
City of Oak Park Heights, MN
City of Stillwater, MN
Town of St. Joseph, WI
St. Croix County, WI Board of Supervisors
St. Croix County, WI Transportation Committee
Stillwater Heritage Preservation Commission
Minnesota Center for Environmental Advocacy
Friends of the St. Croix
• Western Wisconsin Realtors Association
MN Department of Natural Resources,
Division of Waters
• WI Department of Natural Resources
• Minnesota State Historic Preservation Office
• Federal Highway Administration
National Park Service,
St. Croix National Scenic Riverway
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CONSULTANT TEAM
The Consultant Team was led by Edwards and Kelcey,
with assistance by CHzM HILL, CNA Consulting En-
gineers, Hess Roise and Co., Illumination Arts, Jones &
Jones, Kevin Hart Architecture, Martin & Pitz, Modjes-
ki & Masters, Savanna Design, T.Y. Lin International,
and Wilkinson Eyre.
DOT REPRESENTATIVES
Representatives from the Minnesota Department of
Transportation and the Wisconsin Department of
Transportation participated through the Visual Quality
Team and the Project Development Team. The mem-
bers representing these teams are:
VISUAL QUALITY TEAM
Visual Quality Team Project Manager (Mn/DOT)
Bridge Planning Engineer (Mn/DOT)
Bridge Architectural Manager (Mn/DOT)
Structures Design Unit Supervisor (WisDOT)
Landscape Development Program Manager
(WisDOT)
PROJECT DEVELOPMENT TEAM
East Area Engineers (Mn/DOT)
Project Engineer (Mn/DOT)
NW Region Planning Projects Engineer (WisDOT)
XI
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
ACKNOWLEDGEMENTS
CONTACTS REGARDING THIS DOCUMENT
The Project Manager for the Development of the Visual
Quality Manual was:
Dave Hall, Architectural Specialist
Mn/DOT, Oakdale, MN
(651) 747-2174
dave.hall@dot.state.mn.us
For more information about this VQM, contact the fol-
lowing DOT representatives:
Adam Josephson, P.E.
Mn/DOT, Roseville, MN 55113
(651) 582-1115
adam.josephson@dot.state.mn.us
Terry C Pederson, P.E.
WisDOT, Eau Claire, WI 54701
(715) 836-2857 or (800) 991-5285
terrypederson@dot.state.wi.us
XII MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
IV. GLOSSARY/ABBREVIATIONS/DEFINITIONS
AASHTO
American Association of State
SB
Southbound
Highway and Transportation Officials
SCLD
Stillwater Cultural Landscape District
ACHP
Advisory Council on Historic
Seep
A low flowing spring
Preservation
ADA
Americans with Disabilities Act
SFEIS
Supplemental Final Environmental
Impact Statement
CSAH
County State Aid Highway (for
SHPOs
State Historic Preservation Offices
Minnesota County Roads)
STH
State Trunk Highway (for Wisconsin
CSD/CSS
Context Sensitive Design/Context
highways)
Sensitive Solutions
CTH
County Trunk Highway (for
Swale
A grassed recess that conveys
Wisconsin County Roads)
stormwater from a roadway to a pond
while benefiting water quality
EB
Eastbound
TH
Trunk Highway (for Minnesota
EIS
Environmental Impact Statement
highways)
Extradosed
VQM
Visual Quality Manual
Bridge
A type of cable supported bridge
VQPP
Visual Quality Planning Process
FHWA
Federal Highway Administration
VQRC
Visual Quality Review Committee
Hardscape
Areas of paving, stone, concrete that is
WB
Westbound
relatively impermeable
LRFD
Load and Resistance Factor Design
WisDOT
Wisconsin Department of
Transportation
MN
Minnesota
Mn/DOT
Minnesota Department of
Transportation
MN MUTCD
Minnesota Manual of Uniform
Traffic Control Devises
MOA
Memorandum of Agreement
MOU
Memorandum of Understanding
NB
Northbound
NCHRP
National Cooperative Highway
Research Program
NPS
National Park Service
MINNESOTA DEPARTMENT OF TRANSPORTATION XIII
WISCONSIN DEPARTMENT OF TRANSPORTATION
CHAPTER 1
INTRODUCTION
1.1 BASIS FOR VISUAL QUALITY MANUAL —
FINAL EIS AND RELATED DOCUMENTS
Between 2004 and 20o6, the Federal Highway Ad-
ministration (FHWA), the Minnesota Department of
Transportation (Mn/DOT), the Wisconsin Department
of Transportation (WisDOT), and Stakeholder Group
developed a Supplemental Final Environmental Impact
Statement (SFEIS) for the St. Croix River Crossing
Project. The SFEIS was prepared in compliance with
the National Environmental Policy Act (NEPA), ap-
plicable state laws, and considered natural, cultural,
social, and economic impacts. The SFEIS formalizes
the development of a Preferred Alternative Package
that establishes the basic elements of the project —the
highway and river crossing location/alignment, high-
way design classification(s), river crossing bridge type,
future use of the existing river crossing (the Stillwater
Lift Bridge), pedestrian/bicycle trails, and other mitiga-
tion and design elements that will offset the adverse
historic and environmental impacts identified for the
project.
Due to the important scenic qualities of the project
area, this Visual Quality Manual (VQM) was developed
earlier than is typical for a standard project, at approxi-
mately the same time as the SFEIS. This introductory
section describes the project, discusses the basis and
timing for the VQM, and introduces other VQM is-
sues.
Figure 1.1 shows the general location of the project.
Figure 1.2 provides an overview of the St. Croix River
Crossing Project, as defined by the Preferred Alterna-
tive Package. The 6.7-mile highway project and major
river crossing includes:
• Highway approaches along the existing alignment
of MN Trunk Highway (TH) 36 and along a new
alignment of WI State Trunk Highway (STH) 64
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
An extradosed bridge for the new St. Croix
River Crossing
Other project elements shown in Figure 1.2 include:
• A new interchange with TH 95 and a Beach Road
overpass of TH 36 (near the Minnesota side of the
river)
• A STH 35 overpass of STH 64 near the Wisconsin
side of the river
• An interchange with STH 35/County Trunk High-
way (CTH) E about 3/ -mile northeast of the new
river bridge
• A 4.8-mile loop trail for pedestrians and bicyclists,
located along the north side of the new river bridge
and across the Stillwater Lift Bridge (the Lift Bridge
will be open for pedestrians and bicyclists only after
the new bridge is opened)
These elements are presented in more detail below and
throughout this manual.
The SFEIS and previous studies established that visual
quality is a critical part of the project. Completion of
the SFEIS, design, and construction requires review
and action from federal, state, and local agencies. Some
of the key federal regulatory requirements linked to the
project areas visual quality and cultural values include
Section 7(a) of the Wild and Scenic Rivers Act, Section
4(f) of the U.S. DOT Act, and Section 1o6 of the Na-
tional Historic Preservation Act. These are addressed
in detail within the SFEIS and are briefly discussed in
the next few paragraphs to provide some context for
the VQM.
1-1
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 1
INTRODUCTION
Section 7(a) of the Wild and Scenic Rivers Act is
intended to preserve the values that led to the designa-
tion of portions of the St. Croix River under the Act.
Congress designated the Lower St. Croix in recognition
of its outstanding scenic, recreational, and geologic
values. Visual impacts are particularly important to
addressing Section 7(a) because the project crosses
the Lower St. Croix National Scenic Riverway. Bridge
design, landscape design features, and other project de-
tails will reduce and/or mitigate adverse visual impacts.
When these and other measures are sufficiently in-
corporated into the project, a finding of no direct and
adverse effect on the Riverway, as required to satisfy
Section 7(a), is possible.
The project area contains resources that are federally
protected under Section 4(f) of the 1966 U.S. Depart-
ment of Transportation Act (now: 49 U.S.C., Section
303). Section 4(f) resources include significant publicly
owned parks, recreation areas, wildlife and waterfowl
refuges, and historic or archaeological sites. Such
resources are protected from use as part of transporta-
tion project development to the extent that: (a) there is
no feasible and prudent alternative to such use; and (b)
the project includes all possible planning to minimize
harm. The SFEIS contains information related to the
project's use of the 4(f) resources.
Compliance with Section 1o6 of the National Historic
Preservation Act is a project requirement under federal
law. Section 1o6 describes avoidance, minimization,
and mitigation techniques where cultural resources are
involved. Therefore, the timing and coordination of
this VQM is also tied to a Section io6 Amended Mem-
orandum of Agreement (MOA), executed among the
following signatories; the FHWA, the U.S. Army Corps
of Engineers, the Advisory Council on Historic Pres-
ervation (ACHP), and the Minnesota and Wisconsin
State Historic Preservation Officers (SHPOs), as well
as other concurring parties. The MOA contains several
stipulations aimed at the protection and preservation
1-2
of cultural resources found throughout the St. Croix
River Crossing Project area (see Chapter 8). MOA
Stipulation II.0 directs Mn/DOT and WisDOT to de-
velop a VQM and to develop the visual design concepts
and recommendations with assistance from design and
cultural resource professionals working in cooperation
with a Visual Quality Review Committee (VQRC). See
Section 1.3 for information about the VQRC. The MOA
requires the development of the VQM consistent with
the following principles:
1. Develop a controlling vision that identifies and
reinforces links between the historic properties and
natural resources.
2. Avoid, minimize, and/or mitigate adverse effects to
historic properties (avoidance is preferable).
3. Minimize the impact of the new bridge on the
Lower St. Croix Scenic Riverway and, in particular,
on vistas from the St. Croix Overlook -South and
from the Stillwater Cultural Landscape District.
4. Minimize the impact of project lighting on the St.
Croix Valley and on historic properties.
5. Minimize the visual impact of signage on the Lower
St. Croix Valley and on historic properties.
6. Incorporate opportunities to provide comprehensive
educational and interpretive information about the
Lower St. Croix National Scenic Riverway's natural
resources and historic properties.
The MOA also stipulates that all design elements in the
VQM must be compatible with the historic qualities of
the affected properties and must conform to FHWA's
Context Sensitive Design principles, the Secretary of
the Interior's Standards and Guidelines for the Treat-
ment of Historic Properties, and the Lower St. Croix
Cooperative Management Plan.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 1
INTRODUCTION
FIGURE 1.1
PROJECT LOCATION
13-County Minneapolis -St. Paul Metropolitan Statistical Area (U.S. Census Bureau)
® 7-County Metropolitan Council Area
MINNESOTA DEPARTMENT OF TRANSPORTATION 1-3
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 1
INTRODUCTION
FIGURE 1.2
SEGMENT LOCATIONS
96 /
M/NNES0 T, i /• WISCONSIN
0 � i
�i
• � ��� 35 64
� N
=�❑❑❑❑0 ► 9-TOWN OF
00❑' HOULTON ► ST. JOSEPH
❑❑❑F
❑❑❑1
0000 ...
O 9 Lift Bridge ► e
TILL TIE 95
/
0��"ems t
23
C i
• 0. Scale: 0 0.5 Miles
3 = _
I
24
cD
S�
95 �9m • cqo,
o OAK PARK 21 y��r}°o
o HEIGHTS o2ooG;
�a BAYPORT
: TH 36, CHAPTER 2
TH 36/TH 95 INTERCHANGE, CHAPTER 3
_ STH 64, CHAPTER 4
1-4
M" RIVER BRIDGE, CHAPTER 5
• GRADE SEPARATION BRIDGES, CHAPTER 6
TRAILS, CHAPTER 7
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
1.2 CONTEXT SENSITIVE DESIGN/SOLUTIONS
Development of the VQM was guided by the decision -
making framework embodied in Context Sensitive
Design/Solutions (CSD/CSS)—a practice where high-
way and bridge designers look not only at engineering
requirements, but also at the context within which the
completed project will exist. Some of the key guidance
in this practice includes: National Cooperative High-
way Research Program (NCHRP) Report 48o, A Guide
to Best Practices for Achieving Context Sensitive Solu-
tions (2002); FHWA's Flexibility in Highway Design
(1997); and from the American Association of State
Highway Transportation Officials (AASHTO), A Guide
for Achieving Flexibility in Highway Design (2004).
The CSD/CSS decision -making process is not simply
adding aesthetic features to highway projects. It is an
integrated approach that seeks to balance the impor-
tance of good highway design with the important
contextual features of the area. CSD/CSS practices
focus on historic and cultural resources, environmental
and other community values, and on making project
investments that fit both community and transporta-
tion objectives.
As a framework for the decision -making behind the
VQM, the DOTS, the Stakeholder Group, and the Con-
sultant Team referred to the following six CSD/CSS
steps shown in NCHRP Report 48o: (1) define process
management and leadership structure; (2) identify the
problems to be solved (and non-negotiable items); (3)
establish the criteria and framework to be used for
making decisions; (4) define alternative concepts; (5)
evaluate and screen alternative concepts; and (6) as-
semble implementation plan (this VQM). With refer-
ence to the next section, these steps guided the project
teanA work with a Visual Quality Review Committee
(VQRC) and with the general public.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 1
INTRODUCTION
The CSD/CSS decision -making process for the St.
Croix River Crossing Project began many years ago
and has evolved to include recent efforts by the 28-
member St. Croix River Crossing Project Stakeholder
Group. The Visual Quality Planning Process that
concluded with this VQM is the most recent exercise
in this process. The CSD/CSS process will continue
through preliminary and final design, and construc-
tion. The DOTs and Stakeholder Group gave the Visual
Quality design team some fixed design features in the
SFEIS's Preferred Alternative Package including:
• The highway and bridge alignment, four -lane capac-
ity, and design speeds.
• The new river crossing bridge type, an extradosed
bridge (see Chapter 5).
• The alignment of the approximately 4.8-mile loop
trail, which includes adapting the historic Stillwater
Lift Bridge for pedestrian and bicycle use only.
1.3 VISUAL QUALITY REVIEW COMMITTEE
(VQRC) AND PUBLIC INVOLVEMENT
The planning process behind this VQM was coordi-
nated with members of the VQRC. The VQRC includ-
ed representatives of the following stakeholders and
organizations:
City of Oak Park Heights, MN
City of Stillwater, MN
Town of St. Joseph, WI
St. Croix County, WI Board of Supervisors
St. Croix County, WI Transportation Committee
Stillwater Heritage Preservation Commission
Minnesota Center for Environmental Advocacy
Friends of the St. Croix
1-5
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 1
INTRODUCTION
Western Wisconsin Realtors Association
MN Department of Natural Resources, Division of
Waters
WI Department of Natural Resources
Minnesota State Historic Preservation Office
Federal Highway Administration
National Park Service, St. Croix National Scenic
Riverway
Mn/DOT and WisDOT provided direction and over-
sight for the Visual Quality Planning Process, working
closely with the VQRC and a Consultant Team. The
DOTS and the Consultant Team included specialists in
highway/bridge engineering design, bridge architec-
ture, landscape architecture, environmental planning,
and decision process facilitation. The Consultant Team
that assisted Mn/DOT and WisDOT met with the
VQRC and with the state DOT representatives regu-
larly during development of the visual quality concepts
and recommendations. The VQRC meetings were held
on: May 25; June 15; August 2; August 23; September 14;
October 5; October 26; and November 29, 2005.
On September 14 and 15, 2005, public open house
meetings were held in Stillwater, MN and the Town of
St. Joseph, WI, respectively. Like the VQRC meetings,
the public meetings with the general public were held
to share ideas and obtain input. In addition, the project
web site was used to share information about the
Visual Quality Planning Process and the development
of the VQM; it was also used to encourage and gather
additional public comments. The facilitated committee
and public input process strongly influenced the design
guidance in the VQM. The VQM, like the SFEIS and
related documents, reflects a collaborative process that
has guided the project and will continue to guide it into
final design and construction.
1-6
1.4 VISUAL QUALITY MANUAL (VQM)
ORGANIZATION
The VQM is organized around design concepts for
logical project segments, guidance for historical/cul-
tural resources, and with reference to specific design el-
ements. These topics illustrate the visual quality intent
for the project and will guide designers to implement
the context sensitive recommendations outlined in the
VQM for the St. Croix River Crossing Project.
1.4.1 CHAPTERS 2-4: HIGHWAY SEGMENT
LANDSCAPES AND TRANSITIONS
Chapters 2-4 address the large-scale highway features
and landscapes that are parts of the St. Croix River
Crossing Project, along Minnesota TH 36 and Wis-
consin STH 64. These areas include a great diversity of
environments, landforms, landscapes, and character of
segments of the project. The work plan for the pub-
licly facilitated visual quality planning process and the
organization of the VQM address this diversity. The
project area is rich with context, with everything from
an urban commercial/retail area to the scenic Lower St.
Croix River Valley, from rural Wisconsin farmland to
the historic City of Stillwater, Minnesota.
The context and character of neighborhoods and com-
munities in the general project area were also consid-
ered and help to provide context for the visual quality
recommendations in this VQM. Finally, the approaches
to the project in Minnesota and Wisconsin, were con-
sidered in the treatment of the transitions that travel-
ers will experience. Transitions will occur as travelers
move within the project area, from one area to another.
Therefore, transitions are addressed in Chapters 2-4, as
well as in other chapters.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
The following VQM chapters provide detail on land-
scape design concepts:
CHAPTER 2 - MINNESOTA TH 36, the urban section
through Oak Park Heights and Stillwater.
CHAPTER 3 - MINNESOTA TH 36/TH 95 INTER-
CHANGE, located at the west gateway to the St. Croix
River Valley. (This interchange will be the driver's deci-
sion point and is a multiple gateway location serving as
an entry to: Minnesota or the new river crossing along
TH 36; and to Stillwater or Bayport, MN along TH 95•)
CHAPTER 4 - WISCONSIN STH 64, the entry corri-
dor into Wisconsin or to the new river crossing from
Wisconsin.
1.4.2 CHAPTERS 5-6: NEW RIVER CROSSING AND
GRADE SEPARATION BRIDGES
These VQM chapters address bridges:
CHAPTER 5 - NEW RIVER CROSSING, about 4,900 feet
long, including a span over TH 95, other box girder
approach spans over lowlands and wetlands in Min-
nesota, and the extradosed bridge spans over the river
and Wisconsin shoreline.
CHAPTER 6 - GRADE SEPARATION BRIDGES, bridge
design concepts for spans that cross over the Minne-
sota TH 36 and Wisconsin STH 64 mainlines at three
locations —one in Minnesota, and two in Wisconsin;
a fourth grade separation bridge carries the treatment
plant access road over the Union Pacific Railroad adja-
cent to Minnesota TH 95•
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 1
INTRODUCTION
1.4.3 CHAPTERS 7-8: TRAILS AND
CULTURAL RESOURCES
These chapters emphasize features that are most readily
experienced and appreciated by the non -driving user:
CHAPTER ] - LOOP TRAIL AND OTHER TRAILS,
addresses the 4.8-mile pedestrian/bicycle route that
includes segments on the existing river crossing at the
historic Stillwater Lift Bridge, on the new river bridge,
and in Minnesota and Wisconsin.
CHAPTER 8 - HISTORICAL/CULTURAL RESOURCES,
provides a detailed discussion of preservation, protec-
tion, enhancement, or mitigation measures related
to Section 1o6 compliance; the chapter discusses the
historic context and addresses design intentions and
guidance for several specific resources on, or eligible
for listing on, the National Register of Historic Places.
1.4.4 CHAPTERS 9-10: DESIGN ELEMENTS
AND IMPLEMENTATION
The last two chapters provide guidance on roadway
design elements and outline the project implementa-
tion plan:
CHAPTER 9 - DESIGN ELEMENTS, addresses many
details necessary to develop the detailed project design,
including grading, signing, lighting, landscape, traffic
barriers, bicycle/pedestrian railings, fencing, storm -
water ponds, community gateway areas, and retaining
walls. The chapter also identifies design documentation
based on Mn/DOT and WisDOT standards or other
relevant design guidance.
CHAPTER 10 - NEXT STEPS/IMPLEMENTATION, Out-
lines the planned next steps for the visual quality ele-
ments of the project as it advances into the approvals,
permits, engineering design, and construction phases.
1-7
CHAPTER 2
MINNESOTA TH 36
2.1 WESTERN PROJECT LIMITS TO
OSGOOD AVENUE
2.1.1 CONTEXT — EXISTING TH 36 ENVIRONMENT
TH 36 is a four -lane divided highway that serves about
30,000 vehicles per day and is projected to serve ap-
proximately 55,000 vehicles per day in the year 2030.
TH 36 is lined by retail/commercial activity that can
be generally described as low-rise, low -density strip
development comprised of small businesses on out lots
fronting the highway and large "big box" developments
set farther back from the road. Visually, this develop-
ment appears as a collection of disassociated buildings,
signs, and parking areas. The open views across mul-
tiple lanes of pavement along TH 36 does little to help
the visual character of the highway corridor (Figure
2.1).
FIGURE 2.1
VIEW OF EXISTING TH 36 LOOKING WEST
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
VQRC members generally emphasized the unat-
tractiveness of the corridor's retail/commercial strip
development, vast parking areas, and frontage roads.
The area is perceived as being unfriendly for pedestri-
ans and bicyclists. The St. Croix River Crossing project
is seen as an opportunity to enhance the appearance of
this section of highway.
Behind the retail/commercial development lining
TH 36 are residential areas of Stillwater and Oak Park
Heights. These residential areas are made up mostly
of single-family homes on medium sized lots. Streets
are lined with trees, and yards are well vegetated with
shade trees, shrubs, and ornamental plants (Figure 2.2).
The name Oak Park Heights implies that land now oc-
cupied by houses and streets was once occupied by oak
savanna, a landscape of large oak trees and understory
prairie grasses.
FIGURE 2.2
OAK PARK HEIGHTS RESIDENTIAL NEIGHBORHOOD
2-1
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
Access to residential neighborhoods from TH 36 is
provided at the intersection of local streets with the
highway. The Oakgreen/Greeley Avenue intersection
is near the westerly project limits. The Osgood Avenue
intersection occurs about three quarters of a mile
further east. Both intersections will be reconstructed as
part of the project.
It is important to note that although the retail/com-
mercial strip development may define the visual
character of the TH 36 corridor, trees are also visually
prominent elements in the adjacent landscape. Trees
are visible from TH 36 in the neighborhoods behind
the retail/commercial development. Dense stands of
trees occur on a few undeveloped parcels along the
highway, and trees have been planted throughout the
retail/commercial areas fronting the highway in park-
ing lots and around buildings. TH 36 and its front-
age roads disrupt the continuum of tree foliage in the
corridor viewshed (Figure 2.3). This contributes to the
perception of the highway as a disruptive and unat-
tractive element, disassociated from its larger context
or setting.
2.1.2 EVALUATION CRITERIA AND GUIDANCE
The VQRC helped develop the following evaluation
criteria and goals for TH 36:
Reduce the openness of the corridor.
• When proceeding eastbound, increasingly define
the entrance to the riverway environment.
Improve pedestrian safety and function.
• Create Oak Park Heights and Stillwater
entry statements.
• Manage traffic speed
(TH 36 is currently posted at 50 mph).
2-2
FIGURE 2.3
VIEW OF EXISTING TH36
2.1.3 RECOMMENDATIONS
To improve the visual quality for the proposed recon-
structed TH 36, plant the median areas and roadsides
with vegetation to reduce the visual harshness and
openness of the highway. Vegetation shall consist of
hedges of native shrubs in combination with native
grasses. Intermittent groves or clumps of small, slow
growing trees (less than 4-inch trunk diameter) should
be planted at strategic locations in the median and
roadsides to add variety and create some continuity
with tree canopies seen in the adjacent landscape (Fig-
ures 2.4, 2.5, and 2.6).
To be visually effective, hedges should consist of linear
mass plantings of single shrub species over sufficient
distances. Hedges of one species should be alternated
with hedges of another species and with native grasses
to create a rhythmic pattern or flow of mass, color, and
texture along highway median and roadsides. Suggest-
ed salt tolerant native shrubs, grasses, and small trees
are listed in Table 2.1. Figure 2.7 shows the locations of
the visualizations on TH 36.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
hv�
I
o
oo ° 0 r �o
Shrub "hedge" & native grasses in median & — ...... o°- -
FRONTAGE along roadsides (throughout corridor)10
N _-------------
" �j °° °
0 0 L 'f� °
N. FRONTAGE F- _t .,,I:I Trees along north yside of
Frontage=ROad j --
1BLV hi6 �SJ '
..,yam..
•t _u .1�fi/' �' ei g.FRONTAGE R .. _-- ---
a it
y •.
�
— -
- - _ - -
MINNES. TA Z'H 36 --- -- - -- --- - — _ _-
I
xo o� !t •y -ElIiII�t. rOLENE� AVE,INI
0`,I _ Pull trail away from road & provide'. Avg ' Groves of small trees in median
a
j rI •• planted buffer strip ° %00 & along roadsides
''� ✓ •� at selected locations
(both sides Oakgreen Ave.) � m ° ti ( )
! rR Preserve existing trees & shrubs 0.
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
F. OREN`ktlE. A. MID )
• wI o o FIGURE 2.4
t0 extent possible ° i TH 36 CONCEPT PLAN — HEDGES AND GROVES OF
f S. FRONTAL G -Jig o °° ro f SMALL TREES
° ° ° I 100 0 200 400
! ° °oO
o
" o ° o - I - SCALE IN FEET
O -• o r r*o o o oy -
Road
Deciduous trees
along outside of
Frontage Road
FIGURE 2.5
TH 36 SECTION - SHRUB HEDGES IN MEDIAN AND ROADSIDES
Westbound Lanes
with 8'-10' mow/
snow storage strips
along edges
— t
Q ti
,rM Itr
sag' ��'_. � _ •+ ,
s ST
FIGURE 2.6
TH 36 SECTION - GROVES OF SMALL TREES AND UNDERSTORY GRASSES
Eastbound Lanes
with mow/snow Frontage Road ` Sidewalk/Trail Frontage Road Westbound Lanes
storage strips with 5'-6'mow/
snow storage strips Groves of small trees between &
- Shrub edges between roads along roads, grass understory -
I00 0 Ioo
SCALE IN FEET
lKn !�l6il�1�3 -
i*-3tt.,
_ WA
0 N.B. 0
B 0 G000 _I N�^.. vj -
u O �.
Eastbound Lanes I Frontage Road L-Sidewalk/Trail
MINNESOTA DEPARTMENT OF TRANSPORTATION 2-3
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.4
TH36 CONCEPT PLAN - HEDGES AND
GROVES OF SMALL TREES
FIGURE 2.5
TH36 SECTION - SHRUB HEDGES IN MEDIAN AND
ROADSIDES
FIGURE 2.6
TH36 SECTION - GROVES OF SMALL TREES AND
UNDERSTORY GRASSES
2-3
TABLE 2.1
TH 36 MEDIAN AND ROADSIDES - SMALL TREES,
SHRUB HEDGES, AND NATIVE GRASSES
COMMON NAME BOTANICAL NAME
SMALL TREES
Quaking Aspen
Black Cherry
Alder
Paper Birch
SHRUBS
American
Hazelnut
Chokecherry
Gray Dogwood
Staghorn Sumac
Juneberry/
Downy Serviceberry
Arrowwood
Viburnum
Nannyberry
Viburnum
Northern
Bush Honeysuckle
GRASSES
Little Bluestem
Big Bluestem
Indiangrass
Canada
Bluejoint Grass
Sedge
Populous tremuloides
Prunus serotina
Alnus incana
Betula papyrifera
Corylus americana
Prunus virginiana
Cornus racemosa
Rhus typhinia
Amelanchier arborea
Viburnum dentatum
Viburnum lentago
Diervilla lonicera
Andropogon gerardii
Sorghastrum nutans
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
Shrubs and small trees should be kept approximately 10
feet away from highway shoulders in accordance with
Mn/DOT requirements for snow storage and mowing.
Plants will also need to be located so they do not in-
terfere with signage and sight lines at intersections and
driveways. The groves of small trees will have a stron-
ger visual effect if they are located at high points along
the highway (Figure 2.8). At high points, the ditches
on each side of the highway can be modified to reduce
their depth. This will raise the elevations of the plants
and reduce the potential for wet or saturated soils.
The intersection of Oakgreen/Greeley Avenues and TH
36 will create fairly large open areas encompassed by
the connections of the local streets and frontage roads.
Stormwater ponds will occupy portions of the area
defined by the frontage roads. The visual quality treat-
ment for these open areas should reflect the character
of the adjacent residential neighborhoods, which are
accessed by Oakgreen and Greeley Avenues. These
neighborhoods are medium to low density and well
vegetated, and the intersection areas should also be
well vegetated. Drawing upon the indigenous oak sa-
vanna landscape, open space at the intersection should
be planted with an informal layout of large growing
trees (primarily oaks) and a grass understory (Figure
2.9). For continuity with the character of neighborhood
streets, Oakgreen and Greeley Avenues approach-
ing the intersection should be lined with uniformly
spaced shade trees. Stormwater treatment ponds in
the intersection areas should be designed to have the
visual character of naturally occurring kettle ponds as
described in Chapter 9. Also in Chapter 9, is further
discussion on the development of community gate-
ways, which would be appropriate on both Oakgreen
and Greeley Avenues. Driving east, the Oakgreen/
Greeley intersection will not only serve as an entry
point to Stillwater and Oak Park Heights; it will be an
opportunity to mark the first transition leading to the
Lower St. Croix River Valley. The use of large trees in
the intersection area defines this marker (Figure 2.10).
MINNESOTA DEPARTMENT OF TRANSPORTATION 2-5
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.7
LOCATION MAP OF VISUALIZATIONS
2.2 OSGOOD AVENUE TO BEACH ROAD
2.2.1 CONTEXT - EXISTING TH 36 ENVIRONMENT
East of the Osgood Avenue intersection, TH 36 begins
to descend into the St. Croix riverway, retail/commer-
cial development lining the highway diminishes, and
2-6
the corridor opens up with additional types of devel-
opment, set farther back from the road. The develop-
ment types that occur along this segment include,
institutional, single-family residential, multi -family
residential, a landfill/proposed park site, and industrial.
Traveling east on TH 36, views extend outward over
the low lying land along the river and there is a sense
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.8
TH36 VISUALIZATION TYPICAL SECTION - TREES
MINNESOTA DEPARTMENT OF TRANSPORTATION 2_7
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.8
TH36 VISUALIZATION TYPICAL SECTION - TREES
2-7
�sW-GREEU Y tIVE:-
K
Stormwater pond with —
appearance of "Kettle Pond" .� • _ _ - r' .V. $ FRONTAGE - D.
Ile I
=' l T II - -•---
47- .............- - -
--------------
.u+G. + � �. _ �- •.—� .r _„ MINNESOTA TH 36 - w �,»�M -- • ,.... - „
Groves of small trees in Stormwater pond I?
median &roadsides as "Kettle Pond" Pull trail away from road & provide
planted buffer strip
Oak savanna landscape , � (both sides Oak green Ave.)
�j
(deciduous trees with grass understory)
Preserve existing trees & shrubs
to extent possible
- -- - -- a
f 0 GREEM_AVE- °-o _
1 1 1 BD ° - - -__-____� O�
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST-CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.9
CONCEPT PLAN FOR THE INTERSECTION OF TH 36
AND OAKGREENIGREELEY AVENUES
Ioo 0 200 400
SCALE IN FEET z
2-9
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.9
CONCEPT PLAN FOR THE INTERSECTION OF TH 36
AND OAKGREENIGREELEY AVENUES
2-9
---'p
121
/ � I '
A
Y
- - ---- iI..........
qft
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.10
OAKGREENIGREELEY VISUALIZATION
2-11
TABLE 2.2
SAVANNA CONCEPT IN RIGHT-OF-WAY
COMMON NAME BOTANICAL NAME
SHADE TREES
Burr Oak
Northern Pin Oak
Quercus macrocarpa
Quercus ellipsoidalis
SMALL TREES
Hawthorn
Crataegus crusgalli
SHRUBS M&
American Hazelnut
Chokecherry
Gray Dogwood
Corylus americana
Prunus virginiana
Cornus racemosa
Juneberry/Serviceberry Amelanchier canandensis
Nannyberry Viburnum Viburnum lentago
GRASSES AND FORBS
Little Bluestem
Big Bluestem
Prairie Dropseed
Haiiry Grama
Porcupine Grass
Gray Goldenrod
Purple Prairie Clover
Rough Blazingstar
Rigid Sunflower
Tall Cinquefoil
Sky -Blue Aster
Silky Aster
Dotted Blazingstar
Wild Lupine
Butterfly Weed
Schizachyrium scoparium
Andropogon gerardii
Sporobulus heterolepis
Solidago nemoralis
Petalostemon purpureum
Helianthus rigidus
Potentilla arguta
Aster oolentangiensis
Lupinus perennis
Asclepias tuberosa
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
that the geography has dramatically changed as the
riverway comes into view. This section of highway in-
cludes a key community feature and cultural resource,
the Log Cabin Restaurant, which is also known as Club
Tara and Phil's Hideaway. (See Chapter 8 for additional
information.)
2.2.2 EVALUATION CRITERIA AND GUIDANCE
The VQRC helped develop the following evaluation
criteria and goals for this segment of TH 36:
Reduce the openness of the corridor.
• When proceeding eastbound, increasingly define
the entrance to the riverway environment.
2.2.3 RECOMMENDATIONS
Reinforce the transition of TH 36 into the riverway
with landscape treatments along the reconstructed
highway. Between Osgood Avenue and Beach Road,
plant the roadsides with groups of large -growing
deciduous trees with an understory of native grasses
and a few shrubs (Figure 2.11). These plants should
reflect the oak savanna landscape that once character-
ized the uplands and upper river terraces along the St.
Croix (Table 2.2). The savanna landscape also will act
as a transition between the more open, lightly treed
corridor west of Osgood and the wooded landscape
that occurs along the river. (See Chapter 3 for a discus-
sion of landscape visual quality for the TH 36/TH 95
interchange.)
Entering the river valley, the TH 36 right-of-way
widens considerably east of Osgood to accommodate
the south access/frontage road, an overpass bridge
for Beach Road, and the TH 95 interchange. The wide
right-of-way allows the roadsides to be well planted
with clumps and groups of trees to convey the savanna
MINNESOTA DEPARTMENT OF TRANSPORTATION 2-13
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
character. Since the frontage road pulls south away
from the highway, the widened strip of land between
the two roads will permit trees to be planted along the
south side of the highway outside of the clear zone.
Trees can also be planted along the south side of the
frontage road where right-of-way is available, or where
agreement can be reached with abutting property own-
ers. A gap or opening in the tree planting should be
provided in front of the historic Log Cabin Restaurant
to maintain its visual exposure from the highway. The
spur trail along the south frontage road in front of the
Log Cabin Restaurant should be less meandering to
avoid any additional impacts to the historic property
and the capped landfill. The north side of the highway
should also be planted with clumps of trees outside the
clear zone and in the right-of-way limits.
2-14 MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
o• o
^ r-.
���------{{{ - aw
o 0 O AYE. N.
Oak savanna on —
roadside ,;
t� .. slopes
i, Ira � n
(north & south sides of highway)'
I 1 _
CITY WATE _ " Y
-- ;: - - MINNESOTA TH 36 - - --- - - --
FRONT p. �� .-0•
a i..� r I ." � -�• yam'', ,� rWNT
GL Ru.- -
9 - Log Cabin Restaurant _
- --- - I (do not screen from TH 36)
11 _
�� J�4 •• 'a�- I� t KING PLANT LANDPi'LL .i. PLANT, ANDFI:� !• I-.
Where R.O.W. allows,
,. t
d pull trail away from roadAt &
y
N.B. OSGOOD AVE. N. p J_-
,-` ° ; " Z ' provide planted buffer strip
LL°S _fr I__ O � 0 I 11 i- -_=ice -.'• ,`\ _It
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST-CROIX RIVER CROSSING PROTECT - VISUAL QUALITY MANUAL
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.11
CONCEPT PLAN FOR TH 36 BETWEEN
OSGOOD AVENUE AND BEACH ROAD
Ioo 0 200 400
s
SCALE IN FEET z
2-15
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 2
MINNESOTA TH 36
FIGURE 2.11
- VISUAL QUALITY MANUAL
CONCEPT PLAN FOR TH 36 BETWEEN
OSGOOD AVENUE AND BEACH ROAD
2-15
CHAPTER 3
MINNESOTA TH 36/TH 95
INTERCHANGE
3.1 CONTEXT — EXISTING TH 36/TH 95
ENVIRONMENT
The proposed TH 36/TH 95 interchange will occupy
a large area of land a few hundred feet west of the St.
Croix River and 1.5 miles south of downtown Stillwater.
TH 36 will pass over TH 95 at this new interchange,
which will be located at the west end of the new river
bridge. Trunk Highway 36 on the west side of TH 95
will be on fill, while TH 36 and ramps on the east side
of TH 95 will be elevated on structure. Portions of the
on ramp and off ramp west of TH 95 will be in cut
sections. TH 95 accesses Stillwater to the north of the
interchange and the cities of Bayport and Oak Park
Heights to the south. A series of stormwater treatment
ponds will be located at the interchange to receive run-
off from the roadways.
Various types of development occur in the vicinity
of the TH 36/TH 95 interchange. The area directly
northeast of the interchange is occupied by a sewage
treatment plant and a marina/condominium complex.
Southeast of the interchange, an Xcel Energy coal-fired
generating plant occupies a large tract of land along
the river (Figure 3.1). A residential neighborhood
overlooks the interchange site from high ground to the
northwest, and another residential area occupies high
ground to the southwest. The interchange will be in
the visual panorama of the historic St. Croix Overlook,
which is situated about one third of a mile north of the
interchange (Figure 3.2). As a result of the interchange
location, motorists traveling TH 36 and TH 95 will
have views of the sewage treatment plant and the gen-
erating plant, and residents in areas to the northwest
and southwest will overlook the new roads and ramps.
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
FIGURE 3.1
XCEL ENERGY'S KING GENERATING PLANT
FIGURE 3.2
East of Osgood Avenue on TH 36 approaching the ST. CROIX OVERLOOK
location of the planned TH 36/TH 95 interchange,
the landscape character of the river valley begins to
emerge. The existing TH 36 curves into TH 95, which
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 3-1
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
continues north to the Stillwater Historic District and
the Lift Bridge. The curve clearly marks the transi-
tion from the TH 36 commercial area to the scenic St.
Croix River Valley. The VQRC emphasized the natu-
ral features of this transitional area, including stone
outcroppings and wooded areas. Some of the industrial
development south of TH 36 and east of TH 95 was
considered a negative aesthetic influence (these fea-
tures include the regional wastewater treatment plant,
the generating plant, and a State Prison). However,
except for the generating plant chimney, these elements
are fairly well screened by trees and so are not easily
seen. Proceeding north along TH 95 into Stillwater,
there is no clear entry statement into the city, but the
Historic District soon becomes evident, beginning with
the "caves" business area where building architecture
is integrated with natural sandstone outcroppings. The
balance of the downtown business district appears one
or two blocks further north.
The interchange will be developed on terrain made up
of a series of slopes and terraces stepping up from the
river. From a review of plant guides and by observing
existing terrain features, the river terraces along the St.
Croix were once characterized by diverse plant com-
munities tied to a varied geology. Low-lying benches
and bottomlands in the floodplain contained emergent
marshes, bogs, "prairie bottom" or "wet prairie;' flood -
plain forest, and hardwood swamps. Intermediate and
upper level terraces further from the river consisted
of flat and gradually sloping ground, steep slopes and
rocky bluffs between terraces, as well as ravines, seeps,
and depressions. The larger flatter terraces may have
been vegetated by prairie or oak savanna, but the steep
slopes, ravines, seeps, and many terraces would likely
have been covered by deciduous forest. Especially east
facing slopes, which tend to stay shaded and moist,
would have been dominated by forest.
Human activity and development have eliminated
much of the pre -settlement forest vegetation on the
3-2
river terrace area where the proposed TH 36/TH 95
interchange will be constructed. Dense tree and shrub
vegetation, however, still occupies the steep slopes, the
base and the top of rock bluffs, and the margins of land
between roads, railroads, and developed areas. Both
sides of existing TH 95 are lined by deciduous trees and
shrubs, which screen views of the sewage treatment
plant, Sunnyside Marina, and generating plant (Figure
3.3)• Roadsides along TH 95 have been described as
"leafy and green" and lightly wooded, making for an
attractive approach to the City of Stillwater. Bottom -
land trees and shrubs are common on the riverbank
and lower terrace over which the new bridge approach
will pass. On the west side of TH 95, a residential area
that was cleared of homes in 1995 for construction is
well shaded by upper story deciduous trees. Although
the tree and shrub cover is fragmented over this river
terrace landscape, the visual effect approximates that of
a wooded terrain.
FIGURE 3.3
VEGETATION SCREENS VIEWS ALONG TH 95
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
Views to the river from the St. Croix Overlook are
across treetops and foliage which largely obstruct the
visual clutter of roads and development between the
overlook and the river (Figure 3.4). A more thorough
description of the overlook and its reconstruction is
included in Chapter 8, Historical/Cultural Resources.
Similarly, views from the river of the area that will be
occupied by the interchange are of mostly trees. Views
from residential areas above the proposed interchange
are of what appears to be a tree covered landscape.
Preservation of viewshed and visual quality from the
overlook, river, and residential neighborhoods on the
bluffs above the proposed interchange are an important
consideration in the design of the interchange. The Na-
tional Park Service and Minnesota State Historic Pres-
ervation Office have indicated that adverse impacts to
views from the overlook and river are to be avoided to
the greatest extent possible and, where adverse impacts
are unavoidable, they be minimized and mitigated.
FIGURE 3.4
VIEW EAST TO RIVER FROM ST. CROIX OVERLOOK
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
A considerable amount of vegetation will be removed
for construction of the TH 36/TH 95 interchange, its
stormwater ponds, and structures. This vegetation
currently screens a variety of man-made elements, and
contributes to the semblance of a leafy and green land-
scape from various vantage points. Removal of these
pockets and curtains of foliage will make the existing
man-made elements and the new construction more
visible. The character and quality of views from several
locations, including from TH 36 and TH 95, will be sig-
nificantly altered by construction of the new highway
interchange. It is therefore important to reestablish the
pockets and curtains of foliage to screen and attenuate
the views in this area.
3.2 EVALUATION CRITERIA AND GUIDANCE
Input from the VQRC shaped the following evaluation
criteria and goals for the TH 36/TH 95 interchange
area:
Maintain the sense of forested or wooded landscape
• Create a clear entry statement for Stillwater, extend-
ing north from the interchange along TH 95
• Screen the negative visual features (nearby indus-
trial development)
• Narrow the visual field and manage traffic/speed
(the interchange will include two intersections along
TH 95 for the ramps connecting to TH 36 and the
new river bridge)
3-3
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
3.3 RECOMMENDATIONS
To maintain the wooded visual character of the TH
36/TH 95 interchange area landscape, open ground
areas associated with the interchange should be densely
planted with native trees and shrubs between and along
roads and ramps (Figures 3.5, 3.6, and 3.7). Over time,
this vegetation will attain sufficient height and density
to visually screen many of the interchange features
from the St. Croix Overlook, the river, and adjacent
neighborhoods. Moreover, this restored vegetation will
return a wooded character to the TH 95 corridor and
will reduce the openness and scale of the interchange
(Figures 3.8 and 3.9). In Figure 3.9, note the extent to
which a bridge is screened by trees. The approaches to
the new river bridge are similar in height to the bridge
in this image. Figure 3.10 is a location map of the
computer visualization of TH 95 shown in Figure 3.11.
Outward views for motorists will be primarily of forest
plants indigenous to the St. Croix river terraces. A list
of trees and shrubs for the interchange area is provided
in Table 3.1.
Native trees and shrubs should be planted, outside of
the clear zones, between the various roadways, and also
beneath the main bridge approach structure and the el-
evated ramp structures east of TH 95. Several species of
deciduous trees and shrubs are suitable for the partial
shade that will be cast by the high overhead roadway
structures. Moving from west to east, vertical clearanc-
es under the elevated roadways will increase to the ex-
tent that tall growing trees can be planted beneath the
bridge approaches. The elevated structures may slightly
limit the amount of rainfall reaching the ground for
plants; however, this reduction in precipitation will be
slight due to windblown rain, surface runoff, and suf-
ficient groundwater. Under the west (abutment) ends
of the elevated structures, where vertical clearances
are reduced, it will be appropriate to use mostly shade
tolerant and drought resistant plants to vegetate these
TABLE 3.1
SUGGESTED TREE AND SHRUB LIST
COMMON NAME BOTANICAL NAME
LOWER BENCH —EAST OF TH 95
TREES
Green Ash
Fraxinus pennsylvanica
Basswood
Tilia americana
Black Ash
Fraxinus nigra
Red Oak
Quercus rubra
Red Maple
Acer rubrum
Silver Maple
Acer saccharinum
Cottonwood
Populus deltoides
SHRUBS
American Hazelnut
Corylus americana
Gray Dogwood
Cornus racemosa
Pagoda Dogwood
Cornus alternifolia
Speckled Alder
Alnus incana
Winterberry
Ilex verticillata
UPPER BENCH —WEST OF TH 95
TREES
Red Oak
Quercus rubra
Basswood
Tilia americana
White Oak
Quercus alba
Red Maple
Acer rubrum
Sugar Maple
Acer saccharum
Paper Birch
Betula papyrifera
Green Ash
Fraxinus pennsylvanica
SHRUBS
Prickly Gooseberry
Pagoda Dogwood
Nannyberry Viburnum
Red Elderberry
Ribes cynosbati
Cornus alternifolia
Viburnum lentago
Sambucus pubens
MINNESOTA DEPARTMENT OF TRANSPORTATION
3-4 WISCONSIN DEPARTMENT OF TRANSPORTATION
TO STILLWATER �, �` " �•`���
J ems. ! I � ^ � � � '_- _-__ � �•
z�4 IV
a W � � I17�� � �- l•
' Stormwater pond with; `{fl r Loo, Trail ;i 4
•
E.11. T.M. " �fL
14
e, XA�
y, •
pond as "Natural Wetland"
or marsh
jot
rip
13
MOM
1 0 ( • \� ��
,y,) I��lilstlN ;1
TECH
%Z
ST-CROIX RIVER CROSSING PROTECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TII 36/TH 95 INTERCHANGE
FIGURE 3.5
PLAN VIEW OF "RIVER TERRACE FOREST" LANDSCAPE
CONCEPT FOR THE TH 361TH 95 INTERCHANGE
Ioo- o aoo 400
0
SCALE IN FEET Z
MINNESOTA DEPARTMENT OF TRANSPORTATION 3-5
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
MANUAL
FIGURE 3.5
VQMPLAN VIEW OF "RIVER TERRACE FOREST" LANDSCAPE
CONCEPT FOR THE TH 3 61TH 95 INTERCHANGE
MINNESOTA DEPARTMENT OF TRANSPORTATION 3-5
WISCONSIN DEPARTMENT OF TRANSPORTATION
Westbound Entrance
Ramp from TH 95
Stormwater Pond with
Naturalized Edges
Stormwater Pond with
Naturalized Edges
TH 36 Eastbound &
Westbound Lanes
Deciduous Trees & Shrubs Native to
St. Croix River Valley
100 0 100
SCALE IN FEET
Southbound Thru
& Turn Lanes
Northbound Thru Loop Trail
& Turn Lanes
— Deciduous Trees & Shrubs Native to St. Croix River Terraces —
Eastbound Exit
Ramp to TH 95
ST•CROIx RIVER CROSSING PROJECT - VISUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
FIGURE 3.6
CROSS-SECTION ILLUSTRATION OF
LANDSCAPE CONCEPT FOR TH36IN THE
TH 361TH 95 INTERCHANGE
FIGURE 3.7
CROSS-SECTION ILLUSTRATION OF
LANDSCAPE CONCEPT FOR TH 95 IN THE
TH 361TH 95 INTERCHANGE
MINNESOTA DEPARTMENT OF TRANSPORTATION 3_7
WISCONSIN DEPARTMENT OF TRANSPORTATION
MANUAL
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
FIGURE 3.6
CROSS-SECTION ILLUSTRATION OF
LANDSCAPE CONCEPT FOR TH36IN THE
TH 361TH 95 INTERCHANGE
FIGURE 3.7
CROSS-SECTION ILLUSTRATION OF
LANDSCAPE CONCEPT FOR TH 95 IN THE
TH 361TH 95 INTERCHANGE
3-7
MANUAL
FIGURE 3.8
HIGHWAY WITH WOODED ROADSIDE - NOTE
CLEAR ZONES ALONG ROADWAY
FIGURE 3.9
HIGHWAY BRIDGE STRUCTURE IN
WOODED OR FORESTED LANDSCAPE
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
areas. Near the abutments, a lack of precipitation to
support plant growth may require ground areas to be
stabilized with crushed rock, concrete, or rip rap.
In developing planting plans for the interchange,
highway safety and maintenance concerns must be
addressed. Plants will need to be positioned so they
do not obstruct sight lines or impinge on clear zone
setbacks and snow storage areas. While adhering to
highway operational and safety requirements, the lay-
out of plants near and along roadsides should be done
in a way that creates an irregular or meandering edge,
not a uniform edge that parallels the roadway. Also,
along the roadsides, shrubs and lower story small trees
should create a visual transition to larger, taller vegeta-
tion. Shrubs can potentially be planted in clear zones to
create this irregular edge and vertical transition. It will
be necessary to provide a mow strip between shrubs
and roadway shoulder (Figure 3.12).
Stormwater treatment ponds in and near the inter-
change should have the appearance of natural ponds,
similar in character to the kettle ponds that occur
nearby. Further discussion on the visual character of
stormwater ponds and other drainage features is pro-
vided in Chapter 9, Design Elements.
The new river bridge will include an anti -icing system.
A building housing anti -icing equipment and materi-
als for the river bridge will be located on the treatment
plant access road under the river bridge. This location
is well screened from the river and the roadways due to
the lower elevation and mature vegetation.
South of the interchange, toward Bayport, a retaining
wall is required to support a trail west of the Pickett
stormwater ponds. The length and location of the wall
creates a strong visual image, see Figure 3.13. Chapter
7, Loop Trail and Other Trails, Section 7.5.1, Minnesota
TH 95 South, provides additional description of the
treatment of the trail and wall.
3-9
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
FIGURE 3.10
LOCATION MAP OF VISUALIZATIONS
TH 95 will serve as an entrance or "gateway' to the
cities of Stillwater, Oak Park Heights, and Bayport.
Chapter 9, Design Elements, Section 9.9, Community
Gateway Areas, discusses the purpose and examples of
community gateways with recommendations for local
3-10
gateway themes and elements. Further local involve-
ment will be required to develop community gateway
themes if the treatment is desired on these roadway
segments.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
FIGURE 3.11
TH95 VISUALIZATION
MINNESOTA DEPARTMENT OF TRANSPORTATION 3-11
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
FIGURE 3.11
TH95 VISUALIZATION
3-11
MANUAL
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
Roadway
Low to medium shrubs
Large shrubs and small trees
Large trees
FIGURE 3.12
CROSS-SECTION ILLUSTRATION OF TYPICAL PLANT-
ING CONDITIONS ALONG HIGHWAYS AND RAMPS
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 3 13
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
FIGURE 3.13
BAYPORT RETAINING WALL VISUALIZATION
MINNESOTA DEPARTMENT OF TRANSPORTATION 3_15
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL
CHAPTER 3
MINNESOTA TH 36/TH 95 INTERCHANGE
FIGURE 3.13
BAYPORT RETAINING WALL VISUALIZATION
3-15
MANUAL
CHAPTER 4
WISCONSIN STH 64
4.1 STH 64
4.1.1 CONTEXT - EXISTING STH 64 ENVIRONMENT
The proposed segment of STH 64 between STH 35
and 15oth Avenue travels through a predominately
rural landscape that is dotted with a few small housing
subdivisions. The gently rolling terrain is occupied by
croplands transected by fences, drainageways, roads,
and hedgerows. Farm houses and outbuildings are
clustered on slight rises and hills. The scenic quality
of this landscape is high with expansive views across a
patchwork of fields and pastures (Figure 4.1).
The pre -settlement landscape of this area was charac-
terized by an oak savanna plant community made up
of widely spaced upper -story deciduous trees (predom-
inantly oaks) and an understory of prairie grasses and
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
herbaceous plants (Figure 4.2). The spread of woody
understory shrubs and small trees and eventual forest
succession was suppressed by periodic fires that swept
over the region and destroyed all but the most fire-
resistant oaks and grasses. The oak savanna heritage
is still represented by the predominance of oaks in
farm woodlots, hedgerows, and abandoned pastures.
Although the indigenous oak savanna has been nearly
eradicated from the area, this quality still elicits a
favorable response from local residents who express
an affinity with the oak savanna landscape through
symbolic gestures (oak silhouettes on signs, names
for subdivisions, etc.) and scattered state and private
savanna and native prairie preservation and restoration
efforts.
The St. Croix River bluff immediately west of STH 35
is a steep, heavily wooded slope that abruptly rises zoo
FIGURE 4.1
PATCHWORK OF FIELDS AND PASTURES - ST. CROIX COUNTY, WISCONSIN
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 4-1
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
feet above the river's narrow shoreline. Large upper -
story trees and dense under -story shrubs on the bluff
shield views of residences along the top of the bluff
from the river below. The dense continuous vegetation
cover on the bluff is a critical component of the river-
way's scenic quality and visual character.
Although much of the Wisconsin landscape along the
proposed STH 64 segment is cropland, hedgerows are
common visual features of this rural landscape (Fig-
ure 4.3). The hedgerows are linear bands of trees and
shrubs that mark fencelines, roads, drives, drainage -
ways, and remnants of land where plows and grazing
have not reached. Some hedgerows may have originally
been planted as windbreaks or snow fences, but they
have for the most part grown in from seeds spread by
wind and animals. Hedgerow plants are mostly hardy,
deciduous "pioneer" species indigenous to the region.
Visually prominent, the hedgerows are like linear
curtains or vertical "seams" in the landscape marking
boundaries, pasture edges, fence lines, and roads.
Toward the eastern project terminus, the highway cor-
ridor contains larger wooded areas with limited views
across fields and pastures.
4.1.2 EVALUATION CRITERIA AND GUIDANCE
The VQRC emphasized the following evaluation crite-
ria and goals for STH 64:
• Maintain the flow of the existing landscape; set
grades to blend the highway with the gently rolling
terrain
• Provide some vistas from the highway for motorists
while also selectively screening views of the highway
from existing homes
4-2
FIGURE 4.2
OAK SAVANNA LANDSCAPE
FIGURE 4.3
HEDGEROW - A COMMON VISUAL FEATURE OF
ST. CROIX COUNTY'S RURAL LANDSCAPE
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
Incorporate rural landscape features (e.g., native
plants, vegetation/hedgerow patterns, native stone)
• Transition the east project terminus to blend with
the newly constructed 15oth Avenue overpass and
the proposed STH 64/STH 35-CTH E interchange
• Manage traffic/speed (STH 64 is a high-speed por-
tion of the project, with an anticipated posted 65
mph speed limit); speeds should generally increase
proceeding east -bound and decrease somewhat
proceeding west -bound crossing the river
4.1.3 RECOMMENDATIONS
The STH 35 overpass of STH 64 defines the west end of
the STH 64 landscape segment and an important visual
and geographic transition. For westbound travelers
on STH 64, the STH 35 Bridge and the steep bluff just
west of the bridge will mark a dramatic entry to the
Lower St. Croix River Valley. The STH 35 overpass will
also serve to narrow the westbound view on STH 64,
encouraging a reduction in speed for motorists before
the approach to the new river crossing bridge. (See
Chapter 6 for additional information about the STH
35 Bridge.) A stormwater treatment pond will also be
located in the southeast quadrant of the STH 64 and
STH 35 crossing. The treatment of this pond should be
similar to the treatment described for the ponds at the
STH 64/STH 35-CTH E interchange (see Section 4.2.3).
The STH 35 right-of-way near the proposed STH 64
crossing is known to contain scattered populations of
dotted blazing star (Liatris punctata var. nebraskiana),
a Wisconsin State endangered plant. Topsoil in this
area should be stockpiled and used in finish grading
to preserve native seed for regeneration of this endan-
gered plant. Topsoil stockpiling and spreading should
be in accordance with requirements of the Wisconsin
Department of Natural Resources. See Chapter 9,
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
Design Elements, Section 9.1, Grading, for additional
guidance on protecting notable plant colonies, and des-
ignating locations for stockpiles and other construction
uses.
The bluff west of STH 35 should be replanted with na-
tive deciduous trees and shrubs to restore the exist-
ing woodland that now covers the steep slope. To the
extent possible, the bluff should be restored to pre -con-
struction conditions to preserve the visual character of
the Lower St. Croix River Valley. However, areas of the
slope immediately below the east end of the new river
crossing bridge may need to be stabilized with rock due
to impeded vegetation growth caused by the bridge's
rain shadow.
On the west side of STH 64, a barrier will separate
the Loop Trail from the highway. (See Chapter 7 for
additional information on the Loop Trail and Chap-
ter 9 for information on the barrier.) This barrier will
reduce clear zone requirements and make it possible
to plant large growing trees closer to the roadway to
reduce long-term vegetation clearing and visual impact
to the bluff. On the south side of the roadway, a bar-
rier should be provided from the wingwall of the river
bridge to just east of the STH 35 Bridge. Large trees and
under -story shrubs should be planted behind the bar-
rier. A drainage pipe that extends down the bluff from
the stormwater treatment ponds east of STH 35 should
be buried behind the line of trees and shrubs next to
the roadway. Measures should be taken to reduce the
impact of the highway and cut section on the bluff and
to allow re-establishment of vegetation on the slope.
Construction of the proposed STH 64 segment will
introduce an additional linear element into the rural
landscape between the river bluffs and the project
terminus. Consequently, the proposed highway should
be treated like other linear elements and planted with
hedgerows along the outside edges of the highway
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ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
right-of-way (Figures 4.4 and 4.5). Hedgerows along
the proposed highway corridor will create visual unity
and integration of the road with the rural landscape
setting and will help to diminish the contrasting scale
and rigid form of the highway with other landscape
features. A list of suggested trees and shrubs for high-
way hedgerows is provided in Table 4.1.
Highway hedgerows will also provide an important
view buffering and screening function in a landscape
that is transitioning from rural agricultural to rural
residential. New residential areas are currently being
developed in the Town of St. Joseph. Hedgerows along
the highway will screen views of the development from
the highway as well as buffer views of the highway
TABLE 4.1
HEDGEGROW SUGGESTED TREE AND SHRUB LIST
COMMON NAME BOTANICAL NAME
TREES
White Oak
Quercus alba
Northern Pin Oak
Quercus ellipsoides
Burr Oak
Quercus macrocarpa
Red Oak
Quercus rubra
Black Cherry
Prunus serotina
Quaking Aspen
Populus tremuloides
SHRUBS
American Hazelnut
Corylus americana
Chokecherry
Prunus virginiana
Gray Dogwood
Cornus racemosa
Juneberry
Amelanchier arborea
Nannyberry Viburnum
Viburnum lentago
from developed areas. The hedgerows will provide view
buffering of the highway from existing residences and
the historic Kriesel and Thelen Farmsteads.
On STH 64 near the Kriesel Farmstead, locate the
road profile as near to the existing grade as roadway
design requirements permit. Provide low berms to
buffer views of the highway from this property. Excess
excavated material from roadway grading is expected
on this segment. This material can be spread on the
fields to raise the grade and create berms that are till-
able. Other berms that are used to screen the roadway
should have a top of berm elevation approximately 4'
above the road elevation with gradual side slopes of 4:1
or less.
Openings or gaps in the hedgerows should be provided
to frame views and permit outward views at selected
locations of the rural landscape from the highway. As
development replaces the pastures and fields, the gaps
can be allowed to grow in with trees and shrubs to
buffer views of the commercial and residential areas. If
farmland along the new segment of STH 64 does not
transition into residential and commercial uses, then
the hedgerow could be removed or opened up in places
to allow views over fields and pastures. Removal might
consist of wholesale clearing of trees and shrubs over
certain stretches of highway, or clearings could be more
discrete and limited to a thinning of understory shrubs
and branches to allow views between and under trees.
The hedgerow concept essentially is intended to fit cur-
rent and anticipated land uses and conditions along the
proposed STH 64 corridor.
The hedgerow may also function as a living snow
fence. Consider the location of snow drifts caused by
the windbreak during final design, and avoid creating
snow drifts that impact traffic and maintenance.
MINNESOTA DEPARTMENT OF TRANSPORTATION
4-4 WISCONSIN DEPARTMENT OF TRANSPORTATION
Loop Trail
Native Prairie Grassess in
Median & along Roadsides
I/ � � �a� �...-•' R/L E.B. 5 T.N. 64 II
Pond Pasture Hedgerow along
Highway Edges
Edge of Corridor along Edge of Highway Corridor
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST-CROIX RIVER CROSSING
CHAPTER 4
WISCONSIN STH 64
- VISUAL QUALITY MANUAL
FIGURE 4.4
HEDGEROW PLAN VIEW CONCEPT
0 100 zoo 400
SCALE IN FEET
FIGURE 4.5
HEDGEROW SECTION
0 50 100
SCALE IN FEET
4-5
VQM
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ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.4
HEDGEROW PLAN VIEW CONCEPT
FIGURE 4.5
HEDGEROW SECTION
4-5
Native prairie grasses and herbaceous plants shall be
used as ground cover for the median and roadsides
(from shoulders to hedgerow) for the new segment of
STH 64. Prairie grasses provide a hardy, low mainte-
nance cover and are part of the original pre -settlement
landscape of the region (Figure 4.6). Moreover, prai-
rie planted in the median and roadsides would be in
accordance with guidelines established in WisDOT's
Apple River Mitigation and Prairie Program. The
program's list of recommended upland prairie plants
is provided in Table 4.2 for reference. (This seed mix is
similar to WisDOT Seed Mix 75.)
Figure 4.7 shows the location of the photo visualization
that depicts the hedgerow concept along Wisconsin
STH 64 shown in Figure 4.8.
FIGURE 4.6
NATIVE PRAIRIE GRASSES AND HERBACEOUS
PLANTS — RECOMMENDED FOR THE MEDIAN
AND ROADSIDES
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
Fencing along the west side of STH 64, from relocated
STH 35 west to the vicinity of STH 35 near the river
bluff, will be required between the Loop Trail and the
highway to prevent trail users from straying onto the
highway. Fencing should be routed through the hedge-
row vegetation so it is concealed from trail users and
motorists. Near the Anderson farm (northeast quad-
rant of STH 35 and STH 64) chain link fencing should
be considered near the right-of-way boundary (be-
tween the Loop Trail and private property) to discour-
age trail users from trespassing on private property. On
the west side of STH 35, fencing beginning at the end
of the bridge wingwall, extending to the right-of-way
line, then down the bluff and connecting to the river
bridge abutment is required to discourage trespassing
on private property or accessing the bluff and river
from either STH 64, STH 35, or the Loop Trail. Fencing
TABLE 4.2
SUGGESTED UPLAND PRAIRIE PLANTS
COMMON NAME I BOTANICAL NAME
Little Bluestem
Schizachyrium scoparium
Sideoats Grama
Bouteloua curtipendula
Canada Wildrye
Elymus canadensis
Indiangrass
Sorghastrum nutans
Big Bluestem
Andropogon gerardii
Blackeyed Susan
Rudbeckia hirta
Wild Bergamot
Monarda fistulosa
New England Aster
Symphyotrichum
novae-angliae
Source: WisDOT STH 351STH 64 Project; Apple River Mitigation Site
and Native Prairie Planting, St. Croix County, Wisconsin.
4-7
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.7
LOCATION MAP OF VISUALIZATIONS
will also be required along the right-of-way on the east
side of the highway, around the STH 35/CTH E inter-
change area, and on the west side of the highway north
of the interchange. For approximately 1,000 feet from
the north side of STH 35, past the Houlton Elementary
School, use chain link fence. Much of this fencing will
be concealed from highway motorists by proposed
hedgerow and oak savanna plants.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.8
j'irISCONSIN STH 64 VISUALIZATION
MINNESOTA DEPARTMENT OF TRANSPORTATION 4-9
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.8
j'iTISCONSIN STH 64 VISUALIZATION
4-9
4.2 STH 64 AND STH 35/CTH E
INTERCHANGE
4.2.1 CONTEXT — EXISTING STH 64/STH 35-CTH E
ENVIRONMENT
The area to be occupied by the interchange is part of
the pasture, farm field, and hedgerow landscape de-
scribed for the Wisconsin STH 64 corridor. It is treated
separately because the recommendations are different
for this area, which is less linear than the rest of the
corridor.
The proposed diamond interchange for STH 64 and
STH 35/CTH E will occupy approximately 4o acres for
the STH 35/CTH E overpass and for exit and entrance
ramps for STH 64. County Trunk Highway E provides
access to St. Joseph and STH 35 provides access to the
west and south. The northwest and southwest quad-
rants of the interchange will contain stormwater treat-
ment ponds that receive runoff from the highway and
interchange. The Loop Trail will pass under STH 35 just
west of the interchange ramps. (See Chapter 6 for more
information about the STH 35/CTH E Bridge.)
4.2.2 EVALUATION CRITERIA AND GUIDANCE
The VQRC expressed an affinity for the pre -settlement
oak savanna that once covered much of the St. Croix
uplands landscape.
Concerns about the potential commercial development
around the interchange were also mentioned frequent-
ly, with a desire expressed to limit the views from the
highway to the potential future development. Com-
mittee members want to avoid views similar to those
occurring along TH 36.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
Although this area has few natural ponds, VQRC
members expressed a desire for the lush vegetation as-
sociated with natural ponds and wetlands.
4.2.3 RECOMMENDATIONS
The STH 64/STH 35-CTH E interchange offers an op-
portunity to create an oak savanna landscape in the
areas between the main highway and the entrance and
exit ramps (Figures 4.9 and 4.10). Oak savanna is one
of the local indigenous plant communities of this area,
and it is strongly associated with the regional landscape
context. The savanna in the interchange would be made
up of prairie understory and scattered large growing
deciduous trees, primarily oaks (Figure 4.2). Plant-
ing of the highway right-of-way with native prairie is
consistent with WisDOT's Apple River Mitigation and
Prairie Program. Scattered large trees, which character-
ize the savanna, will attenuate the scale and openness
of the interchange as well as contribute to visual inter-
est and seasonal variation. The prairie understory can
be maintained by mowing once every three years, or by
periodic controlled burns. Figure 4.11 is a visualization
showing the interchange area.
The stormwater treatment ponds' engineering design
requirements are contained in the SFEIS. Stormwater
treatment ponds in the interchange should be designed
to look like natural ponds (Figure 4.12) or dry sinks to
the extent possible, without limiting the water qual-
ity or quantity engineering design requirements. The
shape of the ponds should be irregular or amorphous,
not geometric or rigid. Pond edges should be gradu-
ally sloped and planted with native riparian shrubs and
emergent plants that tolerate fluctuations in water level
(see Table 4.3). Native riparian and emergent plants
that colonize the pond edges should be allowed to
grow. Periodic pond maintenance and dredging will re-
4-11
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.12
NATURALIZED POND FOR STORMWATER RETENTION
sult in the removal of some plants, but the pond edges
will revegetate fairly quickly. Due to the granular soils
in the area, it is possible that stormwater ponds will
act as infiltration ponds in that they would not contain
water year round due to soil infiltration. Although
some infiltration is desirable from a water quality
perspective, the construction of stormwater treatment
ponds on this project segment may need to include the
placement of a clay layer on a portion of the pond bot-
tom to reduce infiltration and maintain a lush wetland
or pond condition. (See Chapter 9, Design Elements,
Section 9.8, Stormwater Treatment Facilities, for ad-
ditional information.)
4-12
TABLE 4.3
SUGGESTED RIPARIAN/STORMWATER POND
PLANT LIST
COMMON NAME
BOTANICAL NAME
WETLAND PLANTS
Canada Bluejoint Grass
Calamagrostis canadensis
Joe-pye Weed
Eupatorium maculatum
Big Bluestem
Andropogon gerardii
Prairie Cordgrass
Spartina pectinata
Sawtooth Sunflower
Helianthus grosseserratus
Gay Feather
Liatris pycnostachya
Culver's Root
Veronicastrum virginicum
WOODY PLANTS
Red Twig Dogwood
Cornus sericea
Silky Willow
Salix sericea
Speckled Adler
Alnus rugosa
American Hazelnut
Corylus americana
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.9
SAVANNA PLAN VIEW CONCEPT
(STH 64 AND STH 35ICTH E INTERCHANGE)
0 IOO 200 400
SCALE IN FEET
SAVANNA SECTION CONCEPT
(STH 64 AND STH 35ICTH E INTERCHANGE)
0 50 100
Native Trees, Shrubs, &
Grasses along Roadsides
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.9
SAVANNA PLAN VIEW CONCEPT
(STH 64 AND STH 35ICTH E INTERCHANGE)
FIGURE 4.10
SAVANNA SECTION CONCEPT
(STH 64 AND STH 35ICTH E INTERCHANGE)
4-13
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.11
STH 64 AND STH 35ICTH E INTERCHANGE
VISUALIZATION
MINNESOTA DEPARTMENT OF TRANSPORTATION 4.15
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 4
WISCONSIN STH 64
FIGURE 4.11
STH 64 AND STH 35ICTH E INTERCHANGE
VISUALIZATION
4-15
CHAPTER 5
NEW RIVER CROSSING
5.1 EXISTING CONDITIONS AND CONTEXT -
NEW RIVER CROSSING AND THE
EXTRADOSED BRIDGE
The alignment for the proposed river crossing runs
southwest -northeast, approximately perpendicular to
the river, about one mile south of the Stillwater Lift
Bridge in the City of Oak Park Heights. On the west
side of the river the Minnesota terrain slopes gradually
down from west to east, terminating in a high qual-
ity wooded wetland adjacent to the river, and a lower
quality wetland west of the high quality wetland. Land
uses include the Sunnyside Marina and Condomini-
ums (to the north) and the Xcel Energy coal-fired King
Power Plant (to the south). At the top of the bluff, there
is a mixture of residential, institutional and commercial
development which opens to a broad vista of the river
valley. Minnesota TH 36 curves vertically and horizon-
tally as it approaches the river from the west. Along the
proposed alignment of TH 36 and its approach ramps,
there are local roads that run north into Stillwater and
south into Oak Park Heights, a rail line, a water treat-
ment plant, storage yards for the King plant, and TH 95
(Figure 5.1).
On the east side of the river, the Wisconsin bluff slopes
steeply down from east to west, from Wisconsin STH
35 at the top of the bluff, to a sandy shore at the east
edge of the river. The slope is heavily wooded with a
row of houses west of STH 35 at the top of the bluff.
The St. Croix River is about 2850 feet wide at the align-
ment of the proposed crossing, and maintains this
width for about a mile downstream (south); the river
narrows gradually to the north. The banks on both
sides are forested but punctuated by the Lift Bridge,
the City of Stillwater, Sunnyside Marina, houses on the
Wisconsin bluff, and the tower of the King plant.
The St. Croix River Crossing Project SFEIS reviews
the bridge types that were considered during the
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
Stakeholder Group and environmental review pro-
cess —cable stayed, extradosed, and haunched concrete
box girders were among the universe of bridge types
considered. The extradosed bridge was identified as the
preferred structure type within the Preferred Alter-
native Package, because the extradosed bridge best
balances the different features and requirements on the
preferred alignment within the project's environment.
Concerns in that selection process included visual
dominance (preferred to be low), tower heights for
the cable -supported bridge types (also preferred low),
and the number of piers in the water (preferred to be
limited to 4 to 6 within the river). The SFEIS contains a
complete description of this process.
5.2 EVALUATION CRITERIA AND GUIDANCE
FOR DESIGN OF THE RIVER CROSSING
At the most basic level, aesthetic treatment guidance
for the new river crossing bridge must be consistent
with the EIS decision -making process; that is, an
extradosed bridge with 4 to 6 piers in the water. In the
process of developing architectural concepts with the
VQRC, the following visual and functional criteria
emerged:
Visual Criteria for the New Bridge - The bridge
should be friendly and inviting; a local asset and
amenity; interesting and expressive; quietly elegant
and graceful; slim and light; and capable of provid-
ing stimulating or positive user experiences for driv-
ers, pedestrians, bicyclists, boaters, and viewers.
Functional and Engineering Criteria for the New
Bridge - The construction cost should be within
budget, cost/bid risk should be minimized, and fac-
tors that could adversely impact the project objec-
tives should be identified and managed; construc-
tion means and methods should be practical and
5-1
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
conventional; implementation cost/bid risk should
be minimized; maintenance should follow estab-
lished practices; and the architectural form should
be suitable for pedestrian and bicycle use.
Information on how these criteria were addressed is
provided in the sections below.
5.2.1 RIVER BRIDGE FUNCTIONAL REQUIREMENTS
AND CONSTRAINTS
ENVIRONMENTAL
For a listing of the site constraints and mitigation pack-
age items please refer to the SFEIS. The following are
the constraints identified in the EIS process and within
the conceptual bridge design process for critical areas:
• Bluff Impacts - Because the bluffs are protected as
a Wild and Scenic River and are a visual amenity,
minimize any impacts on the bluffs.
Mussel Beds - Minimize impact on the potential
mussel beds located in the riverbed near the Wis-
consin shoreline.
• High Quality Wooded Wetland - Minimize impact
on the high quality wetland bordering the river
along the Minnesota shore.
STRUCTURAL
Functional requirements have impacts on the visual
qualities of the structural elements. A change to the
requirements and assumptions used to develop vi-
sual treatments included later in this chapter could
have unanticipated effects and adverse impacts on the
architectural concept. Some background on significant
functional requirements is needed to understand their
importance.
5-2
• Bearings and Joints - Expansion joints in the road
surface are a high maintenance element on a bridge.
Failure of the joints to maintain a waterproof seal
can lead to the structural deterioration of other ele-
ments located below the deck. Bearings supporting
the bridge superstructure are also a maintenance
prone element. As far as possible, minimize these
elements. Where joints are required, locate them
above piers.
Foundation Conditions - The bridge foundation will
be supported on bedrock. The bedrock layer slopes
steeply away from the Minnesota shoreline, then
levels out toward the Wisconsin shore. A thick layer
of organic material overlays the bedrock beneath the
river.
Constructability - The means and methods used to
construct major bridges have an important effect on
the cost, cost/bid risk, and schedule for bridge con-
struction. Preliminary and final structural design
is beyond the scope of the visual quality planning
process and this VQM, however due to the impli-
cations on the project objectives these issues were
reviewed and are documented in a technical memo-
randum, titled St. Croix River Crossing Constructa-
bility Memo, dated October 17, 2005, which is in the
project file in the Mn/DOT Office of Bridges and
Structures. At the planning level, one of the goals is
to allow viable options to be developed further, and
not to limit potentially effective designs and tech-
nologies prematurely. One of the most significant
such decisions on the St. Croix River Bridge is the
choice between using precast segmental construc-
tion technology and using cast -in -place segmental
construction. The preferred aesthetic treatments
have been developed to accommodate both types of
construction. (For example, the choice of twin box
structures for the superstructure allows weight and
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
FIGURE 5.1
LOCATION MAP OF VISUALIZATIONS
dimensions of the individual segments to be suitable
for precast segmental construction.) If further de-
sign development determines that one construction
method is preferable to the other, additional design
decisions will be required to achieve more optimal
results.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
The purpose of this chapter is to provide guidance
to future designers regarding the visual intent so
that the visual intent can be carried through project
development. The bridge plans and visualizations
are not intended to provide definitive structural
guidance or firmly establish abutment, pier or joint
locations.
5-3
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NEW RIVER CROSSING
While much of the river crossing bridge can be built
using the balanced cantilever method of construc-
tion, several areas have complex geometry unsuited
to this construction method, for example, the
area where the width of the superstructure transi-
tions to accommodate the on and off ramps for the
interchange with TH 95, and will likely be built on
falsework. The recommended visual treatments al-
low for repetition of dimensions and forming to the
greatest extent practical. Because of their low height
above the ground and the economics of segmental
construction, the western approach spans, and the
spans across TH 95, will also most likely be con-
structed on falsework.
5.2.2 PREFERRED VISUAL TREATMENT
PREFERRED AESTHETIC CONCEPT FOR NEW RIVER
CROSSING
A preferred architectural treatment was selected
through this VQM public process including VQRC
and general public involvement from several alterna-
tive concepts which were derived from or inspired by
the characteristics of the place. The resulting selected
concept is called "Organic" and was inspired by the
natural forms of the setting. This concept was selected
and refined by balancing several criteria, within an
extended and deliberate decision -making process.
After a public open house, the DOTS and the VQRC
formally weighed and measured values within three
main categories of criteria: (I) visual quality, (2) func-
tional and engineering effectiveness, and (3) public
preference. The Organic architectural concept was
preferred overall, as well as within each of the three
categories of criteria. This aesthetic approach is to be
used for the river spans and the approach structures for
the river crossing bridge. For design guidance for the
grade separation bridges at Beach Road and STH 35 see
Chapter 6.
5-4
The Organic concept is characterized by curved planes,
tapered forms, smooth surfaces, and expressed joints
between parts. The parts are to look as if they were
found in nature, or shaped by natural forces. The verti-
cal pier forms are reed -like; the girders are rounded
and tapered like bones or tree branches; and walls,
barriers and railings are curved and blended into the
larger forms. Transitions are gradual and smooth;
edges are soft and curved; and colors are unified and
natural expressions of their materials.
From west to east, the visual form of the bridge has
three distinct treatments, the west abutment and the
span over TH 953 the Minnesota approach spans - in-
cluding the on ramp and off ramp - over river terrace
forest and wetlands, and the extradosed spans crossing
the river.
SPAN ACROSS TH 95
The proposed structure for the TH 36 main line cross-
ing of TH 95 is twin box girders with a structure depth
of about io feet (Figure 5.2). At a point above the east-
ern gutterline of the TH 95 roadway, the depth of the
girders tapers gradually to 20 feet in depth at the sec-
ond pier east of TH 95 (Figure 5.3). The Organic visual
treatment for the overpass is a continuation of that of
the approach structure and river spans. The box girders
have smooth, curved sides and soffits, and integrated
traffic barriers.
The west abutment is tall with a battered front face, and
a stone masonry treatment. The wingwalls curve from
parallel to TH 95 to becoming almost perpendicular
to TH 95 as they taper into the roadway embank-
ment. The abutment and wingwalls are curved in plan
view and appear as the top of a cylinder that has been
tipped, like a geologic fault, so the front face of the
walls are sloped away from the roadway and the top
of the wall slants into the approach embankment. The
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
10'-0" CONSTANT DEPTH VARIABLE DEPTH TO PIER 2
EXP. JOINT
800 800
790 790
780 780
770 1:10 _ .02 % .02/. .02 % .02 % _ 770
B624 C&G PROFILE PROFILE TRAIL
760 (TYP.) GRADE GRADE PROPOSED 760
GROUNDLINE
WEST ABUTMENT S.B. T.H.95 95
(SB95—B)(NB95—B )
10'-o" 6'-0" 24'-0" 24'-0" 10'-o" 24'-0" 24'-0" 6'-0" PIER 1
H SHLD
ELEVATION
20'
Rol
SCALE
FIGURE 5.2
TH 95 ELEVATION VIEW
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-5
WISCONSIN DEPARTMENT OF TRANSPORTATION
In
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 5
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FIGURE 5.2
TH 95 ELEVATION VIEW
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FIGURE 5.3
TH95 VISUALIZATION
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-7
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 5
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FIGURE 5.3
TH95 VISUALIZATION
5-7
- VISUAL QUALITY MANUAL
stone may be a natural limestone veneer, or a simulated
limestone masonry and color system. The proposed
appearance of the masonry matches the retaining wall
on the TH 95 approach to Stillwater that is located
approximately one half mile north of the abutment
location (Figure 5.4)•
The piers directly adjacent to TH 95 are rectangular
columns with battered faces, and support bearings to
accommodate longitudinal movement. The concrete
texture is a formliner treatment that provides a hori-
zontal wood board texture.
APPROACH SPANS OF NEw RIVER CROSSING
The proposed structure for the approach spans is box
girders with span lengths varying from about 18o-300
feet (Figure 5.5). The girders supporting the roadway
FIGURE 5.4
STILLWATER RETAINING WALL
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
are the same shape as those of the main river spans, but
are not tied together (Figures 5.6 and 5.7). The 20400t
depth of the box girders starts at pier 2 as described
above. The on and off ramp structures are box girders
that are narrower than the main line but also 20 feet
deep.
The vertical supports for the approach structures are
doubled, curved, tapered piers located under the center
of each box girder. The piers of the main line bridge
and the ramps will be approximately in a radial line at
each pier line, so that the columns present a coherent
appearance, and do not appear to be randomly placed
on the ground below the bridge.
The Organic visual treatment for the approach struc-
tures and on and off ramps is shown in the curved,
smooth, and tapered forms of the other structural
elements. The sides and soffits of the box girders are
curved, and the sides are unified with the barriers in a
smooth curve. The piers are curved in plan and tapered
in elevation. The box girder transitions between wider
and narrower sections are gradual and smooth. The on
and off ramps are smoothly integrated into the main
structure. Trees and vegetation will screen portions of
the approach spans and piers as described in Chapter 3
(Figure 5.8).
The abutments for the ramps are conventional abut-
ments, with parallel wingwalls. The surface texture is
areas of simulated limestone masonry described in
Chapter 6 intended to replicate natural stone masonry.
The abutment heights should be as short as possible,
given the topography and the span arrangements that
are possible.
5-9
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NEW RIVER CROSSING
RIVER SPANS
The development of the plans and visualizations for the
Organic bridge architectural concept are based on six
"wet" piers in the river, and span lengths for the river
spans of approximately 48o feet (Figure 5.9). The first
pier of the river spans is set adjacent to the wetland
along the Minnesota shore. Five piers are spaced uni-
formly across the St. Croix River. The final pier for the
river spans is placed on the Wisconsin shore so that the
back span can reach the east abutment without requir-
ing an additional pier. The east abutment location is set
to minimize the height and visual impacts of the abut-
ment. Each pier footing will be either below ground or
underwater (not visible) and will support the visible
vertical columns that are part of the Organic architec-
tural form. The depth of the box structure for the river
spans will be about 20 feet and will be held constant.
A variable depth (haunched) girder structure was not
acceptable to the VQRC.
Each pier location is a collection of three legs or
columns below the deck and two towers above, with a
cross beam tying the three columns together below the
deck (Figure 5.1o). The towers above the deck each sup-
port a plane of cables that attach to the edge of the deck
in a semi -fan arrangement. Cables are anchored at the
deck and saddle -mounted at the towers. The deck is
formed from two equal parallel box -segments, linked
at deck level. Floor beams tie the deck boxes together at
each cable anchorage (Figure 5.11).
The Organic visual treatment for the river spans is
manifested in the smooth, tapered, curved forms of
the towers, legs, deck structure, and bicycle/pedestrian
path. The towers are integrated with the outer legs of
the piers into single forms that taper from the river to
the top of the tower. Each tower and center leg is split
laterally to provide structural flexibility. The split open-
ing tapers from narrow at the bottom to wider at the
deck (see Figure 5.10).
5-10
The box girders are curved on their sides and sof-
fits, and the outside face of the traffic barriers form a
smooth curve tangent to the sides of the box girders.
Cable anchorages are integrated with the box girders
by means of curved projections below the deck (Figure
5.12).
Figures 5.13 through 5.20 show computer visualizations
of the river spans from vantage points shown in Figure
5.1.
The Wisconsin abutment is located to be as short and
unimposing as practical. The abutment and wingwalls
will be screened with dense vegetation as described in
Chapter 4. The surface finish will be areas of simulated
limestone masonry and single coat color system similar
to that described in Chapter 6.
DETAILS
The details of the components are designed to reinforce
the "Organic" character of the design. Traffic barriers
are integrated with the box girder fascias, curved and
smooth. Bicycle/pedestrian railings are curved vertical
pickets, designed to extend the profile of the parapets
from which they grow out of (Figure 5.21). Bicycle/pe-
destrian overlooks, located at each of the river piers,
are smoothly integrated extensions of the pathway, and
their railings are derived from the bicycle/pedestrian
railings.
SURFACE TREATMENTS/FINISHES AND COLORS
The Organic visual treatment will be complemented
by colors and finishes that are authentic, direct, and
natural expressions of the materials used: smooth,
metal -formed concrete; either genuine stone or formed
concrete, as appropriate depending on location and
budget considerations; and for railing and other metal
elements, mill -finish stainless steel or galvanized steel.
Where synthetic materials are required, as with vinyl
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
NB SB 95
PIER NO. 1
FIGURE 5.5
APPROACH SPANS PLAN AND ELEVATION VIEWS
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
PLAN - APPROACH SPANS
ELEVATION - APPROACH SPANS
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-11
WISCONSIN DEPARTMENT OF TRANSPORTATION
HINGE
MATCH LINE A -A
TCH IINF A -A
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER $
NEW RIVER CROSSING
FIGURE 5.5
APPROACH SPANS PLAN AND ELEVATION VIEWS
5-u
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
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NEW RIVER CROSSING
FIGURE 5.6
APPROACH SPANS TRANSVERSE VIEW
@ EB TH 36 STA 459+00 (LOOKING WEST)
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 5-13
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.6
APPROACH SPANS TRANSVERSE VIEW
@ EB TH 36 STA 459+00 (LOOKING WEST)
5-13
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER $
NEW RIVER CROSSING
FIGURE 5.7
APPROACH SPANS TRANSVERSE VIEW
@ EB TH36 STA 466+oo (LOOKING WEST)
MINNESOTA DEPARTMENT OF TRANSPORTATION 5_15
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.7
APPROACH SPANS TRANSVERSE VIEW
@ EB TH 36 STA 466+oo (LOOKING WEST)
5-15
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.8
APPROACH SPANS VISUALIZATION FOR TH 95 NB
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-17
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.8
APPROACH SPANS VISUALIZATION FOR TH 95 NB
5-17
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
MATCH LINE A -A
Q HINGE
I l
I�
I
PLAN
MATCH LINE A -A
I i I i
HINGE—�
—7
APPROX. LOCATION I
F PRIMp ARY WETLPNO
1 �
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I
1 S
290' 6 spons ® 480' 290
ELEVATION
250'
SCALE IN FEET
FIGURE 5.9
RIVER SPANS PLAN AND ELEVATION
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 5 19
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.9
RIVER SPANS PLAN AND ELEVATION
5-19
ST-CROix RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.10
RIVER SPANS - PIER SECTIONS
Tower Tower
106'+1-
Cross Beam
Pier —
20'+1-
5'*1-
typ
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-21
WISCONSIN DEPARTMENT OF TRANSPORTATION �
ST-CROI%RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
106'+/-
0
N
FIGURE 5.11
RIVER SPANS - TRANSVERSE BOX SECTION (LOOKING EAST)
FIGURE 5.12
RIVER SPANS - CABLE ANCHORAGE DETAILS
I
I
11'—See Cable
Anchorage Details
, I— �.,,.,,,,, - —j ,,,rationtyp.
N
Combination T
- ier (T-1)
5_22 MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.13
RIVER SPANS VISUALIZATION FROM
WATER LEVEL LOOKING NORTH
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-�3
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.13
RIVER SPANS VISUALIZATION FROM
WATER LEVEL LOOKING NORTH
5-23
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.14
RIVER SPANS VISUALIZATION
FROM LOWELL PARK
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-�5
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.14
RIVER SPANS VISUALIZATION
FROM LOWELL PARK
5-25
- VISUAL QUALITY MANUAL
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MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.15
RIVER SPANS VISUALIZATION
FROM ST. CROIX OVERLOOK
5-27
- VISUAL QUALITY MANUAL
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.16
RIVER SPANS VISUALIZATION
FROM MINNESOTA BLUFF
5-29
- VISUAL QUALITY MANUAL
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.17
RIVER SPANS VISUALIZATION FROM
DRIVER'S VIEW APPROACHING STH 35
MINNESOTA DEPARTMENT OF TRANSPORTATION 5_31
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.17
RIVER SPANS VISUALIZATION FROM
DRIVER'S VIEW APPROACHING STH 35
5-31
—P iso
�i
T
I
M Io
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 5
NEW RIVER CROSSING
- VISUAL QUALITY MANUAL
FIGURE 5.18
RIVER SPANS VISUALIZATION FROM
DRIVER'S VIEW ON APPROACH SPANS
5-33
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.18
RIVER SPANS VISUALIZATION FROM
DRIVER'S VIEW ON APPROACH SPANS
5-33
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.19
EAST ABUTMENT AND WISCONSIN PIER
VISUALIZATION FROM RIVER
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-35
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.19
EAST ABUTMENT AND WISCONSIN PIER
VISUALIZATION FROM RIVER
5-35
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
FIGURE 5.20
AERIAL VIEW OF EAST ABUTMENT
AND WISCONSIN BLUFF
MINNESOTA DEPARTMENT OF TRANSPORTATION 5-37
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
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NEW RIVER CROSSING
FIGURE 5.20
AERIAL VIEW OF EAST ABUTMENT
AND WISCONSIN BLUFF
5-37
Bike/Ped
igh t 0
ST•CROIx RIVER CROSSING
CHAPTER 5
NEw RIVER CROSSING
Custom LED
Bike/Ped Trail Light
�,-270 pipe
Fence
FIGURE 5.21
RIVER SPANS — BICYCLE/PEDESTRIAN RAILING
cable covers, the colors will complement the natural
materials' colors. Long term maintenance must be
considered in the selection of all materials, surface
treatments, finishes, and colors.
5.2.3 BRIDGE LIGHTING
During the visual quality planning process, lighting of
the St. Croix River Crossing was only briefly reviewed.
Discussion led by the consultant team offered con-
cepts and opportunities to enhance the architectural
attributes of the bridge main spans during nighttime
hours. The National Park Service and others expressed
concern regarding the negative impact that bridge
lighting could have on the scenic river valley.
Lighting to meet required safety levels for roadway,
trail, navigation, and aviation will be designed to
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
Typicol Stainless
Steel Picket
- VISUAL QUALITY MANUAL
like/Ped Barrier Support Connection Box
continuous)
Bike/Ped Barrier
Bearing Pin
minimize "spillover" into the riverway. Architectural
lighting, if it is to be included, must be thoughtfully
designed to enhance the structure without intruding
into the sensitive natural environment.
ROADWAY LIGHTING
Roadway lighting is currently proposed in the median
over the full length of the river crossing including the
approach spans. Single davit poles with double mount-
ing arms and "cobrahead" luminaires will be spaced to
achieve needed uniform roadway lighting levels across
the bridge.
Other considerations regarding roadway lighting were
proposed by the design team. In order to differenti-
ate the river crossing from the roadway approaches, a
metal halide light source is preferred both for the qual-
5-39
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 5
NEW RIVER CROSSING
ity and color of the light. While high pressure sodium
lighting may compromise the aesthetic appearance of
the bridge, metal halide will complement the colors
and textures of the bridge and will not compete with
any possible aesthetic lighting. In addition, the use of
an attractive, contemporary pole mounted luminaires
will add to the aesthetic character of the river crossing.
TRAIL LIGHTING
The design team suggested the use of an innovative
lighting scheme to light the trail along the upstream
side of the river bridge and approach spans. Low level,
low voltage systems are available which would provide
adequate lighting levels for safe passage of trail users
without allowing light to intrude into areas around the
bridge.
NAVIGATION LIGHTING
Because this area of the St. Croix River is a wide body
of water, also called Lake St. Croix, the U.S. Coast
Guard does not require standard navigation channel
lighting. However, illumination of the piers above the
water line will be required as a matter of safety. No
specific lighting system was proposed during the visual
quality planning process, but accent lighting of the
piers was discussed. The appropriate system will pro-
vide the required level of safety. Selecting the proper
luminaires, fixture locations, and light levels may wash
the surface at the ends of the piers with a subtle glow
and may provide the needed illumination for safety.
There may be different methods of meeting the safety
lighting requirements. Further study during prelimi-
nary and final design is needed.
AVIATION OBSTRUCTION LIGHTING
Standard aviation obstruction lighting to meet FAA
regulations will be required at the top of each of the
pier towers.
5-40
ARCHITECTURAL LIGHTING
Enhancement of structural and architectural elements
of the bridge through the use of lighting was briefly
discussed in a presentation by the consultant team's
lighting designer to the VQRC. A number of possibili-
ties were presented but time did not permit further
exploration of these possibilities. Opportunities to
enhance the river crossing through the use of architec-
tural lighting will be addressed during the design phase
of the project. The National Park Service and repre-
sentatives from the surrounding communities will be
involved in these discussions.
Until concurrence on any architectural lighting en-
hancements can be achieved, the lighting design will
meet required safety levels for roadway, trail, naviga-
tion, and aviation, while minimizing "spillover" into
the riverway.
5.3 ADDITIONAL GUIDANCE FOR
PRELIMINARY AND FINAL
BRIDGE DESIGN
5.3.1 THIRD COLUMN
The Organic concept was originally developed with
two -column piers on the river spans. A comparative
investigation of existing extradosed bridges world-wide
indicated a need for an additional structural support at
each of the river span piers. Therefore, this VQM shows
a center third column for the Organic architectural
concept. While the VQM shows the center (third) col-
umn, the VQRC's preferred visual treatment is for the
piers supporting the cables on the river spans to have
two columns. The preliminary bridge design phase
will examine the feasibility of a two -column option. If
structural, constructability, and serviceability concerns
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
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NEw RIVER CROSSING
cannot be satisfactorily addressed with a two -column
option, then the three -column option will be carried
forward to construction. The simple and elegant design
intent for the Organic concept will continue to be of
paramount importance as the project develops.
5.3.2 CABLE ANCHORAGES
Cable anchorage details and methods have been devel-
oped on a conceptual basis. Further refinement of the
anchorages will be determined in the preliminary and
final bridge design phases. Details for the cable end
anchorages (as shown in Figure 5.12) will need to be
assessed based upon engineering constraints, and then
visual quality of the treatment determined.
5.3.3 ROADWAY ALIGNMENT AND GEOMETRY -
MINNESOTA APPROACH
The roadway and bridge geometry developed for the
SFEIS for the eastern on and off ramps of the TH 95
interchange will be reviewed and optimized for the
constraints of the proposed bridge. As the preliminary
structural design for the bridge is being developed, the
ramp alignments, tapers, and shoulder widths will be
re-evaluated and adjusted slightly, if warranted. The
goal is to simplify the structural design and improve
the constructability of the bridge. The areas of greatest
interest are the back span from the tower closest to the
Minnesota shore and the transition span adjacent to
the back span. The acceleration lane taper on the exist-
ing geometry extends past the first river pier near the
Minnesota shore.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 5 41
CHAPTER 6
GRADE SEPARATION BRIDGES
6.1 INTRODUCTION
There are four individual grade separation bridges
included in the project, in addition to the new river
crossing. Two of the bridges are located in Minnesota,
and two are located in Wisconsin. The bridges are:
• Trunk Highway 36 under Beach Road (Beach Road
Bridge)
Water Treatment Plant Access Road over the Union
Pacific Railroad tracks (Treatment Plant Access
Road Bridge)
• State Trunk Highway 64 under State Trunk Highway
35 (STH 35 Bridge)
• State Trunk Highway 64 under State Trunk Highway
35 and County Trunk Highway E (STH 35/CTH E
Bridge)
See Figure 6.1 for locations.
Three of the bridges pass over the main TH 36/STH
64 corridor and will be visible to a large number of
motorists. Two of the bridges —Beach Road and STH
35—form gateways to the St. Croix River Valley and
to the new river crossing. The visual quality planning
process determined that these two structures were very
important visually as gateways to the scenic valley.
6.2 BEACH ROAD BRIDGE
6.2.1 CONTEXT AND EXISTING CONDITIONS
The existing Beach Road Bridge will be replaced with
a new bridge just west of the existing crossing over TH
36. The current Beach Road Bridge marks the transi-
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
tion from the developed areas in Oak Park Heights and
Stillwater above the river bluff into the scenic St. Croix
River Valley. Approximately one half of the length of
the proposed bridge is a curved section, so the prob-
able structure type is a curved steel plate girder bridge.
The structure depth will be approximately seven feet.
6.2.2 EVALUATION CRITERIA AND GUIDANCE
VQRC guidance provided strong direction that Beach
Road was an important portal to the river valley.
Traveling east, it helps to define the transition from
the urban area of the Oak Park Heights and Stillwa-
ter commercial area to the St. Croix River Valley. The
Beach Road Bridge also creates an entry onto the new
extradosed river bridge. The VQRC expressed the de-
sire to tie this over crossing structure to the context of
the river valley, which includes historical, cultural, and
geological resources. Examples of these resources are
expressed by the rock outcroppings prevalent along TH
95 and stone retaining walls prominent along roadways
in the area. The desire to reflect the existing context,
together with the bridge's function as an approach por-
tal to the new river crossing with its modern construc-
tion form, provides an interesting dichotomy for form,
structure, and visual quality.
6.2.3 RECOMMENDATIONS
It is recommended that the Beach Road Bridge be
constructed with a two span arrangement with the one
pier located between westbound TH 36 and the TH 95
on -ramp. The exact geometry and horizontal clear-
ances will be developed during the preliminary bridge
design phase with the intent to create a clean, open,
balanced appearance.
The visual preference established through the visual
quality planning process considered the Beach Road
Bridge and the STH 35 Bridge in Wisconsin as portals
6-1
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.1
LOCATION MAP OF VISUALIZATIONS
or gateways to the scenic St. Croix River Valley. As
drivers approach Beach Road from the west, their field
of view will be narrowed and focused by the bridge,
easterly towards the river bridge and the Wisconsin
bluff. Likewise the STH 35 Bridge on the Wisconsin
bluff provides a similar experience when approaching
the river from the east. The VQRC recommended that
these two bridges have similar design features.
6-a
The visual concept that was developed for the Beach
Road Bridge played off the relationship between the
river crossing bridge, the approaches to the river cross-
ing and the gateway characteristics of the over cross-
ing structures on either side of the river. The curved
elements, materials, and finishes from the river bridge
were incorporated into the Beach Road Bridge through
the use of precast concrete fascia panels, smooth
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
curved barriers/parapets, and curved metal railings.
The piers were tapered in both the longitudinal and
transverse direction, wider at the ground line and
narrow below the pier cap. The abutments were bat-
tered toward the ends of the bridge with flared wing -
walls. Natural limestone or simulated limestone was
preferred as the surface finish for the abutments and
wingwalls.
After reviewing the bridge concept in the draft Vi-
sual Quality Manual, representatives from Oak Park
Heights commented that the concept for the Beach
Road Bridge was not appropriate for the city. A re-
vised design that uses more traditional bridge ele-
ments including limestone or simulated limestone was
developed. The revised concept is a two span steel plate
girder structure; the girders would be painted brown or
dark brown. The multi -columned piers are faced with
a simulated limestone finished with a multi -colored
stain. Abutments are vertical and wingwalls are parallel
with the bridge alignment, and the surfaces are treated
with a coursed limestone pattern similar to the piers.
Concrete barriers/parapets are also faced with simu-
lated stone, and tall end posts are incorporated at the
ends of the bridge to terminate the ornamental metal
railing. The ornamental railing would be a traditional
picket design and painted to match the steel girders.
This revised concept is shown graphically in Figures 6.2
and 6.3. Figure 6.4 is the visualization showing the view
travellers entering the river valley will see.
The Beach Road Bridge will be further refined in the
preliminary and final bridge design phases and will
consider the natural, historical, and cultural aspects of
its location, and also its sense of continuity and com-
patibility with other structures and project elements in
the corridor.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
6.3 STH 35 BRIDGE
6.3.1 CONTEXT AND EXISTING CONDITIONS
State Trunk Highway 64 will be on new alignment
in this area. STH 35 is located a short distance back
from the bluff line of the St. Croix River Valley at the
location of the proposed STH 35 Bridge. The highway
forms the edge of the agricultural land to the east, and
the dense river forest to the west. Homes, nearly invis-
ible from the highway, dot the top of the bluff west of
STH 35•
The bridge carrying Wisconsin State Trunk Highway
35 over STH 64 and the Loop Trail is shown in the
layouts developed for the SFEIS as a two -span precast,
prestressed concrete beam bridge. The Loop Trail is
separated by a concrete barrier for consistency with the
Combination Traffic Rail on the River Bridge as it joins
the roadway on the northern edge of the westbound
lanes on its approach to the new river crossing bridge.
A similar barrier is recommended for the south side
of STH 64 from the River Bridge abutment wingwall,
extending past the abutment of the STH 35 Bridge as
discussed in Chapter 4. The profile for STH 64 was set
to develop a compromise between keeping the height
of the River Bridge as low as possible, while minimiz-
ing the impacts to the Wisconsin bluff (see Figure 6.5).
The two Wisconsin bridges—STH 35 and STH 35/CTH
E—have been planned and budgeted as prestressed
concrete beam bridges. This bridge type is economical
and low maintenance, and is the preferred bridge type
where span, length, geometry, and depth of structure
allow.
6.3.2 EVALUATION CRITERIA AND GUIDANCE
Observations made regarding Beach Road and the
entryway to the scenic St. Croix River Valley, and the
approach to the extradosed spans of the new river
6-3
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
crossing apply to the STH 35 Bridge even more strong-
ly. Because of the thick forest along the river bluff, the
pronounced curve on STH 64 as it approaches STH
35 from the east, and the abruptness of the Wisconsin
bluff in this area, the views of the entrance to the river
valley to westbound motorists, cyclists, and pedestrians
will be more dramatic and more sudden than the views
at Beach Road.
This setting provides a clear opportunity to define the
entry to the scenic river valley and the approach to the
new river crossing. The VQRC and the Project De-
velopment Team provided direction to develop visual
treatments to expand this opportunity.
6.3.3 RECOMMENDATIONS
The entry to Wisconsin for eastbound travelers is
important and described later, but the most dramatic
affects are for the westbound travelers, so the recom-
mendations in the VQM concentrate on the conditions
for the westbound traveler. STH 64 has crossed several
miles of open agricultural land where views are con-
trolled and the visual field has been narrowed by the
hedgerow landscape concept described in Chapter 4.
For the approach to the scenic Lower St. Croix River
Valley, the goal is to communicate a sense of the special
place the travelers will soon enter. The underpass at
STH 35 presents an opportunity to further narrow the
visual field using the hedgerow plantings leading up
to the underpass. The Loop Trail, on the north side
of the road, draws closer and becomes adjacent to the
highway, as STH 64 enters a cut section in preparation
for entering the river valley. A barrier separates the
highway from the Loop Trail, narrowing the field of
vision to the right. On the south side of the highway,
a similar barrier is located at the edge of the shoulder,
and the embankment for STH 35, that is planted heav-
ily with trees, narrows the view to the left. There is a
median barrier between the eastbound and westbound
6-4
roadways that also narrows the field of view, in addi-
tion to its primary purpose as a safety feature. These vi-
sual clues may result in an unconscious slowing of the
speed that will increase anticipation and the dramatic
effect of the entrance to the valley (Figure 6.6).
The single -span bridge with abutments set about Io feet
behind the barrier of EB STH 64, and at the back of
the Loop Trail on WB STH 64, will control and focus
the view of the valley through this portal. Because STH
64 has a narrow median at this location, a single -span
bridge can be used.
The recommended visual treatment uses the STH 35
Bridge as a portal to the scenic St. Croix River Valley.
Views of the valley occur only as the driver follows the
right-hand curve under STH 35. The extradosed spans
of the new river crossing will be immediately viewable
as the driver passes under STH 35, and the first tower
and cables will feel close by. Eliminating the center pier
and creating a single -span bridge accomplishes two
objectives. A dramatic effect is anticipated of approach-
ing the river spans and their towers and the cables.
Also anticipated is a heightened sense of transition,
leaving rolling terrain of Wisconsin behind and leaping
out over the river. Over the Wisconsin shoreline, near
the first tower —just a few hundred feet from the STH
35 portal —travelers will be 16o feet above the river sur-
face, and have a spectacular view of the river valley.
The material of the deck, fascia panels, and barriers
(concrete) and the form of the bridge (strong vertical
and horizontal lines) will tie the STH 35 Bridge to the
new river crossing. Figure 6.7 shows the recommended
treatment of curved fascia panels to suggest the round-
ed soffit of the organic concept of the river bridge. Use
a simulated limestone masonry facing on the abut-
ments and wingwalls. A natural stone appearance will
tie the bridge to the scenic beauty and geologic context
of the valley. While rock does not occur on the surface
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
SOUTH ABUTMENT 1.ILDZU-01 PROFILE GRADE 0 NORTH ABUTMENT
- " 16'-0„ 4.-0" 1 •-0• 2'-0" 2'-0" 14--0--12'-0" 2'-0" 0" 4'-0" 16'-O' 28'
r T I � RLD RL RLO $RL R I P
ELEVATION
Beach Rood sc�
FIGURE 6.2
BEACH ROAD PLAN AND ELEVATION VIEWS
MINNESOTA DEPARTMENT OF TRANSPORTATION 6-5
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.2
BEACH ROAD PLAN AND ELEVATION VIEWS
m.
j BEACH ROAD
o
Co
oL-
Co
0
0
0
O
0
o
0
O
0
C o
o
O
0
0
O
0
PIER ELEVATION
(OPTION I)
FIGURE 6.3
BEACH ROAD SECTIONS AND DETAIL
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
PIER END ELEVATION
6-7
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.3
BEACH ROAD SECTIONS AND DETAIL
6-7
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.4
BEACH ROAD VISUALIZATION (EB)
MINNESOTA DEPARTMENT OF TRANSPORTATION 6-9
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.4
BEACH ROAD VISUALIZATION (EB)
6-9
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
124'-0"
I I
\ \ I I
I\ \ CONT L POINT I I fL STATE TRUNK HIGHWAY 35
1 1 S.T.H. 5 STA.109 27.76 I
' AIIIIIIIIIIIIIIIII
S,T,H, 4 �J,B. STA• 07.94.65 I 110
I I I I
II I \ \ I
I I \ \
PLAN
10�
SCALE
880 880
18.6' $
VERT. CL.
8TO 870
.10'/ ,04'/• .02'/' ,02•/• 02'/' .02'/
860 860
SOUTH ABUTMENT PROFILE I I PROFILE NORTH ABUTMENT
GRADE GRADE
� E.B. S.T,H, 64 --aJ I. B. S.T.H. 64
850 (EB36-B) t ELEVATIO B36-B) 850
20•
840 S1° UEE 840
1•-6" 2•-0' 1••6'•
VARIES 10•-0" 12'-0" 12•-0" '-0•• '-0" 12•-0" 12'-0" 10•-0" 12•-0" GENERAL PLAN
10•-0" 1 SHLD I I jlHLDjSHLD TRAIL AND ELEVATION
MIN.
FIGURE 6.5
STH 35 PLAN AND ELEVATION VIEWS
MINNESOTA DEPARTMENT OF TRANSPORTATION 6-11
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.5
STH 35 PLAN AND ELEVATION VIEWS
6-11
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PR4
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.6
STH35 VISUALIZATION (WB)
6-13
- VISUAL QUALITY MANUAL
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PRI
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.6
STH35 VISUALIZATION (WB)
6-13
- VISUAL QUALITY MANUAL
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
r-� STATE TRUNK HIGH*AY 35
3-3" 6 SPA o 6'-9" = 40'-6" 3-3-
7 - 54" PRESTRESSED GIRDERS
4 7' -0"
ALTERNATE FASCIA DETAIL
FIGURE 6.7
STH 35 SECTIONS AND DETAILS
TRANSVERSE SECTION
(PREFERRED ALTERNATE)
MINNESOTA DEPARTMENT OF TRANSPORTATION 6-15
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
VQM FIGURE 6.7
STH35 SECTIONS AND DETAILS
MINNESOTA DEPARTMENT OF TRANSPORTATION 6.15
WISCONSIN DEPARTMENT OF TRANSPORTATION
along this section of the east side of the St. Croix River
Valley, the stone should connect this eastern end of the
new river crossing with the western end as symbolized
by the Beach Road Bridge. Short concrete wingwalls, or
end posts, will be parallel to STH 35. The curved stone -
faced walls will be tangent to STH 64, curving into the
embankment slopes, with sloping front faces.
The recommended superstructure type is prestressed
concrete beams. An alternative detail to the concrete
fascia panels detail is also shown in Figure 6.7 in
case budget limitations require the elimination of the
curved fascia panels. A standard fascia detail can be
modified so that the deck overhang meets the bottom
of the top flange cleanly at a single point, with a single
plane. The fascias should have a short overhang, and
the soffit should curve smoothly to the combination
traffic barrier. Since STH 35 is on a very flat profile,
there is a small amount of asymmetry, as the Loop Trail
is on the north side of STH 64, and the maintenance
area behind the barrier on the south side of STH 64
will place the abutment end slopes at slightly different
distances from edge of traveled way for the eastbound
and westbound roadways. The visual masses of the
abutments and retaining walls should be balanced,
rather than striving for symmetry about the center line
of STH 64. For westbound vehicles traveling around
the curve, the lack of horizontal symmetry will be far
less noticeable than the visual mass of the two abut-
ments.
The traffic barriers on the STH 35 Bridge will be a com-
bination traffic rail, a concrete base with a steel tube
above. This railing will reduce the visual bulk of the
bridge to travelers on STH 64, and it will allow a bet-
ter vista of the river valley to travelers on STH 35. The
southbound (west) shoulder of STH 35 on the bridge
will be a natural gathering place for cyclists and pedes-
trians who might use STH 35 because of the vista of
the river valley and new river bridge. No accommoda-
tions to attract additional visitors to this spot should be
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
made, as such a gathering on the shoulder of a roadway
may result in less safe conditions. With the expectation
that the highway shoulder on the bridge will be an at-
tractive stopping place, a two -tube metal railing will be
placed on top of the combination traffic barrier.
The roadway slopes up (cut section) on each side of
STH 64 are approximately 25 feet tall. Since there is a
stormwater pond immediately east of STH 35 on the
south side of STH 64, and since runoff into the river
valley is controlled, there should be no drainage swales
on either side of the highway immediately under the
bridge. This will draw in the end slopes of the bridge,
helping further to narrow the field of view. The land-
scape guidance suggests holding the side slopes to a
maximum of 1 vertical to 3 horizontal where that can
be maintained to make slope maintenance and plant-
ing easier. Minimizing the amount of bluff impacted
on the river valley side of STH 35 may lead to steeper
slopes west of the bridge. The landscape type proposed
east of STH 35 is hedgerow, but it will transition to the
denser existing river terrace forest near the bluff line.
The disturbed areas of the slopes will be planted behind
the barrier to the south, and behind the Loop Trail to
the north. This planting will partially screen the bridge
wingwalls, helping the bridge to visually blend into the
landscape.
For the eastbound motorist, STH 35 represents the
entryway into Wisconsin. Because the west edge of the
bridge is visible from the St. Croix River Valley, the
desire is to minimize visual intrusion into the scenic
river valley. Wisconsin entry signs will be placed east
of the STH 35 Bridge, and non-structural items, where
possible, will not be attached to the bridge. Traveling
eastbound, the STH 35 gateway opens up to a gently
rolling pastoral landscape, suddenly leaving the heavily
wooded river valley and the steep slopes.
6-17
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
6.4 STH 35/CTH E BRIDGE
6.4.1 CONTEXT AND EXISTING CONDITIONS
The interchange that contains this bridge is located on
a new alignment of both STH 35 and CTH E. The area
is currently agricultural land.
The Wisconsin State Trunk Highway 35 and St. Croix
County Trunk Highway E bridge over STH 64 will be
a two -span precast, prestressed concrete beam bridge.
Normal practice is to not carry a ditch section under a
bridge, but to provide a culvert for longitudinal drain-
age where required. This standard brings the end slopes
closer to the roadway under the bridge, and shortens
the spans. The bridge is proposed as a conventional
structure, to match the remainder of the bridges on
STH 64, with the exception of the STH 35 Bridge dis-
cussed in the previous section.
6.4.2 EVALUATION CRITERIA AND GUIDANCE
The VQRC provided guidance that this bridge should
be viewed as a transition between the new river cross-
ing bridge and the existing grade separation bridge at
15oth Avenue, the project's eastern limit. Additional
guidance is for the bridge structure to be similar to the
bridge at 15oth Avenue. A desire to incorporate local,
natural materials to tie the STH 35/CTH E Bridge to
the STH 35 Bridge was also expressed.
6.4.3 RECOMMENDATIONS
The treatment for the existing bridges in the STH 64
corridor to the east is stub/semi-integral abutments set
at the top of the end slopes. This minimizes abutment
size and the size and visual mass of the wingwalls. The
pier is a multi -column frame with square columns
and square ends. The pier cap has circular haunches
between each set of columns. A simple rustication
6-18
treatment of vertical grooves is applied to the pier col-
umns, wingwalls, and abutment faces. The visual intent
for the STH 35/CTH E Bridge is to match the bridges
on the STH 64 corridor located east of the project area.
Figures 6.8 and 6.9 show the recommended treatments.
The color of the finished concrete surfaces will match
the treatment of the 15oth Avenue Bridge.
The landscape in the interchange area is proposed as
Oak Savanna. The slopes of the embankment for STH
35/CTH E will have clusters of upper story trees that
provide for sight lines, clear zones, and snow storage.
Ground cover is grasses and other low-lying types
of vegetation. The views to the wingwalls will not be
screened by this type of landscape. See Chapter 4 for
additional landscape detail.
Slope paving will consist of crushed stone matching the
color of the stone treatment used at the Beach Road
Bridge and the STH 35 Bridge for continuity. A clear
binder is recommended to allow the color to be visible
(Figure 6.1o).
6.5 TREATMENT PLANT ACCESS ROAD
BRIDGE
6.5.1 CONTEXT AND EXISTING CONDITIONS
The proposed Treatment Plant Access Road Bridge is a
new structure, crossing over relocated railroad tracks
just north of the TH 36/TH 95 interchange in Min-
nesota. The road passes through dense river terrace
forest and serves an industrial area screened by heavy
vegetation.
The layouts developed for the SFEIS show the bridge
carrying the Treatment Plant Access Road over the
extended Union Pacific Railroad tracks as a three -span
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FLAN
30'
SC LE
SLOPED FACE PARAPET
944
944
fl24
$1Q
PROFILE
GRADE
16.67'
VERTICAL CLEARANCE
�
CRUSHED STONE SLOPE
126
I:6
CRUSHED STONE SLOPE
Q_7Q
PAVING (TYP,)
PAVING (TYP,)
"7
W/ CLEAR BINDER
I
PROFILE
�/ CLEAR BINDER
L
GRADE PROPOSED
Ma
W.B.S.T.H. 64 }
60 a
I j E.B. S.T.H. 64 GROUNDLINE
$54
t B36-B)
(EB36-B)
BEST ABUTMENT
24•-0"
SHLD p1ER SHLD
0'-0"
HL
,HLL)
12'-0"
12 0
SHL
EAST ABUTMENT
SCVLE
14
FIGURE 6.8
STH 3 j/CTH E PLAN AND ELEVATION VIEWS
MINNESOTA DEPARTMENT OF TRANSPORTATION 6.19
WISCONSIN DEPARTMENT OF TRANSPORTATION
GENERAL PLAN
AND ELEVATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.8
STH 35ICTH E PLAN AND ELEVATION VIEWS
6-i9
S.B. S.T.H. 35 OVER S.T.H. 64
1'-O" 12'-0" 1'-53/a' 1C' C' 12--0" 12--0" 18'-0" 12'-0"
SIDE*ALK SHLD IHRU THRU MEDIAN LEFT TUF
PR ILE 2'-0" 2'-0''
GRADE SHLD SHLD
Q Fry LEVEL
n 1 1V — 2.OZ�
13 SPA @ 8'-8" - 112'-8"
14-54W'PRETENSIONED GIRDERS
117'-8%"
TRANSVERSE SECTION
118'-6"
PIER ELEVATION
FIGURE 6.9
STH351CTHE SECTIONS AND DETAILS
RUSTICATION DETAIL
N.B. S.T.H. 35 OVER S.T.H. 64
12'-0" 12'-0"
THRU THRU
rODE E
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
10'-O" 1'-5%"
SHLD
SLOPED FACE PARAPET
2'-6%
3'-5"
END ELEVATION
COLUMN SECTION TRANSVERSE SECTION
AND PIER ELEVATION
MINNESOTA DEPARTMENT OF TRANSPORTATION 6-21
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.9
STH35ICTHE SECTIONS AND DETAILS
6-21
FIGURE 6.10
CRUSHED STONE SLOPE PAVING
curved steel beam bridge. The Access Road Bridge has
been planned as a curved steel I-beam bridge because
the curvature cannot be accommodated using straight
beams and the shallow depth is not suited for box gird-
ers because deep forms cannot be removed from inside
a shallow box. The layout shows radial abutments and
a large retaining wall between the roadway and the
tracks adjacent to the southwest corner of the bridge.
6.5.2 EVALUATION CRITERIA AND GUIDANCE
Because this bridge is screened from view from most
motorists, residents, and visitors in the project area
and no roadway passes under the structure, limited
aesthetic enhancements have been planned. Providing
access primarily to industrial uses, it is appropriate for
aesthetic treatments to be limited. Consequently, mini-
mal specific guidance and criteria have been provided
by the VQRC for this structure.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
6.5.3 RECOMMENDATIONS
Utilize good design practices that consider the entire
structure, rather than structurally optimizing individu-
al components without regard to the effect on propor-
tions and other elements.
The interaction between the vertical clearance require-
ments and the horizontal clearance requirements for
railroad tracks and adjacent maintenance roads, allows
radial piers to be used at this location with little pen-
alty for the clear span over the railroad on this highly
skewed crossing. The beams must allow a minimum
Of 23 feet of vertical clearance over the railroad, but
the horizontal distance for this clearance extends only
g feet from the centerline of the tracks. Much larger
horizontal clearances are required, both on the side
of the tracks that have a maintenance road, and the
opposite side of the tracks. This means that a canti-
levered pier cap up to approximately 8 feet deep can
encroach within the horizontal clear area. This allows
single column piers supporting the curved steel beams
to be placed radial to the Treatment Plant Access Road
(see Figure 6.11). The ends of the pier cap should be
approximately equal to the beam depth to maintain a
good sense of proportion. Use radial piers and radial
abutments to simplify the appearance of the bridge,
simplify the design, and simplify the fabrication of
beams and construction of the other bridge elements.
The resulting span arrangement is well balanced and
efficient, with span lengths of approximately 78 feet,
too feet, 78 feet.
All elements and treatments of the Access Road Bridge
are conventional. Standard F Rail safety barriers
should be used. See Transverse Section on Figure 6.12.
The curved steel beams are concentric and constant
depth. Use single column piers with a cap beam that
tapers from approximately 8 feet deep at the column
to approximately 4.5 feet deep. The top of the pier cap
6-23
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
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GRADE SEPARATION BRIDGES
should be parallel to the superelevation of the roadway,
resulting in a two percent grade along the length of
the cap. The underside of the cantilevers should slope
upward at approximately 1 vertical to 6 horizontal.
Because of the superelevation, the slopes on each side
of the cap will be slightly different. The column and the
cap ends should be vertical, and rounded. No rustica-
tion is recommended. See Pier Elevations on Figure
6.12. The abutments are standard parapet abutments,
set radial to the Access Road. The wingwalls are con-
centric to the Access Road. The exposed heights of the
abutments will vary as a result of the radial abutments
intersecting the cut slopes at different angles.
On the west end of the south abutment, a large retain-
ing wall parallel to the railroad tracks will be required
from the abutment south, until the grade of the Access
Road is low enough for the side slope from the railroad
drainage ditch to meet the roadway grade. Prelimi-
nary layouts show this wall to be approximately 200
feet long, and varying in height from approximately
25 feet tall at the abutment to less than 5 feet tall at the
south end. A cast -in -place concrete cantilever retain-
ing wall is recommended. Use a surface treatment that
includes an area of simulated limestone masonry. The
simulated masonry should start approximately three
feet above finished grade, and extend upward as far as
necessary to create a well proportioned area. The area
should not reach the top of the wall or barrier on top of
the wall. Where the simulated masonry comes within
about two feet of the top of the wall, the height should
be reduced, parallel to the simulated courses of stone.
A band of smooth concrete should be located between
the formliner pattern and the abutment corners (Figure
6.12) and at vertical joints in the retaining wall. The
desired effect is of an area of stone veneer, and not of a
stone wall or abutment. Avoid the appearance of nar-
row triangular slivers of stone caused by sloping grades
at the top or bottom of the wall. Avoid the difficulty
of matching courses across vertical joints. The color
6-24
system used on the finished surfaces of the abutments
and the piers is a single -color system.
Crushed stone slope paving is recommended between
the abutment faces and the bottoms of the railroad
ditches under the bridge.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
1001.01,
_t
ST•CROIX RIVER CROSSING PROJECT — VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
CONCRETE RAILING
T70 (TYPE F)cMODJ
I
160
T50
740 VEST ABUTMENT I PROFILE
GRADE
T30
I ELEVATION - - - - -�
— —PIER (L RAILROAD �I z0 — — — — —
SC LE PIER
FIGURE 6.11
WATER TREATMENT PLANT ACCESS ROAD PLAN AND ELEVATION VIEWS
MINNESOTA DEPARTMENT OF TRANSPORTATION 6_�5
WISCONSIN DEPARTMENT OF TRANSPORTATION
EAST ABUTMENT
GENERAL PLAN
AND ELEVATION
770
760
750
740
730
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.11
WATER TREATMENT PLANT ACCESS ROAD
PLAN AND ELEVATION VIEWS
6-25
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
4 WATER TREATMENT PLANT ROAD
I.-S.. 16'-0" 16'-0" 1'-6"
TRRU L I TMRU LANE
�RlI
i
I
02Y
=a
I
I
I
I
I
I
I
3 SPA o 9'-B" 29'-0" 3'-2"
4 - 54" PLATE GIRDERS
35'-4"
TRANSVERSE SECTION
I
I
I
34'.0" 3'-6"
ABUTMENT /WINGWALL DETAIL
(STILLWATER RETAINING WALL FORMLINER)
io io
A Y
10'-0..
TRANSVERSE SECTION.
PIER ELEVATION PIER END ELEVATION PIER SHAPE & MISC.
FIGURE 6.12
WATER TREATMENT PLANT ACCESS ROAD SECTIONS AND DETAILS
MINNESOTA DEPARTMENT OF TRANSPORTATION 6-27
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 6
GRADE SEPARATION BRIDGES
FIGURE 6.12
WATER TREATMENT PLANT ACCESS ROAD
SECTIONS AND DETAILS
6-27
CHAPTER J
LOOP TRAIL AND OTHER TRAILS
7.1 INTRODUCTION
The project's 4.8-mile Loop Trail and other trails (Fig-
ure 1.2) will be routed through, or past, several features
that are often vivid in the minds of local residents and
visitors. The Loop Trail is a mitigation and enhance-
ment item, to compensate for adverse project impacts.
The trails will increase pedestrian and bicyclist access
in the project area and provide additional recreational
opportunities. Specifically, the Loop Trail will help
highlight such existing features as Stillwater's Lowell
Park, the Lift Bridge (a historic local icon), Kolliner
Park in Wisconsin (near the Lift Bridge), the Houl-
ton Hill along existing Wisconsin STH 64 (the east
approach to the Lift Bridge), and several vistas and
interpretive sites. The St. Croix River Crossing Proj-
ect context, with reference to these and other features
relevant to the Loop Trail, is presented further in the
previous chapters and in Chapter 8, Historical/Cultural
Resources.
This chapter also discusses other trail segments that
are a part of the St. Croix River Crossing Project and
which provide regional trail connections to the Loop
Trail (see Section 7.5, Guidance for Connecting Trail
Segments).
7.2 EVALUATION CRITERIA AND GUIDANCE
FOR ALL TRAIL SEGMENTS
The VQRC provided input toward development of the
following visual criteria for the Loop Trail:
Maximize long views —river vistas and rural land-
scapes
Enhance the Lift Bridge as a community asset
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
• Relate to Stillwater history and development —both
old and new
• Relate to natural/cultural environment, including
natural and built stone walls and brick
• Highlight or strengthen the interpretive locations
and opportunities and the WI and MN entries
• Coordinate with the National Park Service Inter-
pretive Plan and with master plans for Lowell and
Kolliner Parks
7-3 TRAIL ELEMENTS
Along its 4.8-mile route, the Loop Trail will cross two
bridges and travel through several distinct landscapes,
creating several opportunities to fulfill the visual crite-
ria described by the VQRC. Trail users will experience
varied and scenic landscapes characterized by farm-
lands, wooded bluffs, river terraces, an archaeological
district, and historic downtown Stillwater. The trail
will also often travel along or near roads. Access will be
restricted in many areas by controlled right-of-way, to-
pography, bridge crossings, and adjacent land uses. The
visual treatments for the trails have been developed
to serve primarily recreational cyclists, joggers, and
walkers. Because of the route diversity and recreational
use, a range of trail elements and amenities will need to
be designed to unify the trail, enhance user experience
and enjoyment, and promote trail safety.
7.3.1 TRAIL SIGNAGE
A well -designed signage system will be essential for
the trail's ease of use, enjoyment, and safety. Signage
consists of different types of signs, each with a particu-
lar purpose or function. The signage system will need
7-1
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
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LOOP TRAIL AND OTHER TRAILS
to be consistent, attractive and effective, and not create
visual clutter. The types of signs needed along the Loop
Trail are as follows:
Identification and guide signs
Regulatory and warning signs
Interpretive signs
The trail should not be cluttered with signs. The
intended purpose is recreational use, with natural scen-
ery being a key contributor, so man-made intrusions
should be minimized.
Identification and guide signage will identify the trail
route and major access points. Because the trail will
cross and travel along several roads, markers should
be provided at road intersections and at certain inter-
vals so users do not become confused about the trail
location or direction. Trail markers can be very simple
and consist of a logo or trail name on small sign panels
or incorporated into trail elements such as rails and
walls (Figures 7.1, 7.2, and 7.3). Where the Loop Trail is
intersected by other trails, such as the trail along TH
95 or the trail leading up to the St. Croix Overlook,
guide signs should indicate the route or destination for
these intersecting trails. Guide signs can also iden-
tify distances to various points and destinations (e.g.,
miles to Stillwater, Oak Park Heights, or Bayport) and
also provide information about other nearby facilities
such as potable water, emergency phone, restrooms,
etc. Larger trail identification signs (Figure 7.4) should
mark trailheads at parking areas and other major ac-
cess points. Information or bulletin boards displaying
a trail map, information on trail use and safety, event
calendar, etc., should also be located at major trail ac-
cess points (Figure 7.5).
7-2
FIGURES 7.1, 7.2, AND 7.3
TRAIL LOGOS OR MARKERS TO IDENTIFY ROUTE
FIGURE 7.1
TRAIL BIKE ROUTE SIGN EXAMPLE
FIGURE 7.2
TRAIL BLAZE SIGN EXAMPLE
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
I'M
FIGURE 7.3
TRAIL IDENTIFICATION GRAPHIC EXAMPLE
Swqualmie Centennial
FIGURE 7.4
IDENTIFICATION SIGN AT MAJOR ROAD CROSSINGS
AND INTERSECTIONS EXAMPLE
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
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LooP TRAIL AND OTHER TRAILS
Regulatory and warning signs are necessary to in-
form trail users of road crossings, stops, steep grades,
abrupt changes in trail direction, and so forth. Signs
or pavement markings will be required to differentiate
"pedestrian only" trail segments from the bicycle trail
segments near Stillwater and on the Houlton Hill. Signs
may also be required to discourage people from certain
activities such as climbing up slopes at bridge abut-
ments, straying onto private property, and approaching
hazardous areas.
Interpretive signs are the third type of sign that will
occur along the Loop Trail. Interpretive signs will be
located at historic sites, unique geologic features, scenic
vistas, and other points of interest where informa-
tion about the areas cultural and natural history and
resources can be conveyed (Figure 7.6). Interpretive
signs usually contain graphic and written material on
FIGURE 7.5
MAP AND INFORMATION BOARD AT TRAILHEADS
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 7-3
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
post -mounted sign panels. Interpretive signage may be
combined with other exhibits such as historic artifacts
and ruins. An interpretive master plan will need to be
developed for the project area in order to provide a
framework for interpretive signage and exhibits along
the Loop Trail.
7.3.2 TRAIL AMENITIES
Trail amenities including benches, seating, bike racks,
picnic tables, and trash recycling receptacles should
be provided along the trail to improve user experience
and serve various needs. The location of these ele-
ments will need to be considered with regard to setting,
expected activities, maintenance responsibilities, and
proximity to other areas and facilities. Many agencies
now discourage the placement of trash receptacles,
unless they are able to make a strong ongoing commit-
FIGURE 7.6
INTERPRETIVE SIGNAGE AT HISTORIC SIGHTS,
VISTAS, AND POINTS OF INTEREST
7-4
ment to emptying and maintaining them. Site furnish-
ings and amenities will be most effective where they
will be locally maintained. Benches and seating will be
appropriate at scenic vistas and viewpoints and inter-
pretive sites where people are inclined to stop and relax
(Figure 7.7). Picnic tables are more likely to be used
in areas away from traffic where there is shade and a
pleasant setting.
Benches, seating, and tables should be designed to fit
the character of the landscape setting. Since the land-
scape character changes along the trail, the design of
these elements will need to change as well. For exam-
ple, seating near the historic Hersey and Bean mill site
could consist of simple stone slabs while seating on or
near the Lift Bridge in Stillwater would probably need
to be a more refined fabrication of steel or wood to fit
with the character of the historic bridge and Chest-
FIGURE 7.7
BENCH AND SEATING AT POINTS OF INTEREST AND
SCENIC VISTAS EXAMPLE
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
nut Street circle. Letting the site dictate the character
of benches, tables, and receptacles is the best way to
ensure successful context sensitive design.
73.3 TRAIL LANDSCAPE DESIGN
The trail will pass through a variety of natural envi-
ronments. An important consideration in clearing
or maintaining vegetation along the trail will be the
balance between creating views from the trail while
also limiting the impact of the trail visually on the
surrounding landscape. To the extent possible, the trail
should be constructed and landscaped in a way that
discourages informal paths or other off -trail activi-
ties that may compromise the visual integrity of the
trail system. As described below for some specific
trail segments, the landscape and vegetation along the
trail should be used as a buffer in cases where safety
or separation from nearby features (such as roadways,
the stream bank, or historic resources) is important. A
buffer strip that can be mowed is important in many
areas to keep vegetation from encroaching on the trail.
Tall grasses, weeds and other plants growing too close
to the trail will discourage trail use.
7.4 GUIDANCE FOR LOOP TRAIL SEGMENTS
The subsections below present brief descriptions,
site -specific considerations, and design guidance for
the following segments of the Loop Trail, proceeding
from Stillwater and the Lift Bridge east into Wisconsin,
south to the new river bridge, across the bridge to Oak
Park Heights in Minnesota, and then north to down-
town Stillwater:
• Stillwater's Chestnut Street Approach
and West End of the Lift Bridge
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
• Old Wisconsin STH 64 (Houlton Hill)
Trail Segment
MANUAL
• Old Wisconsin STH 35 and CTH E Trail Segments
• New Wisconsin STH 64 Trail Segment
• New River Bridge Trail Segment
• Along and near Minnesota TH 95
• Trails Approaching Downtown Stillwater along
TH 95 and the St Croix River
Other connecting trail segments are also discussed in
Section 7.5.
7.4.1 CHESTNUT STREET (APPROACH TO WEST
END OF THE LIFT BRIDGE)
Chestnut Street is the westerly approach to the Stillwa-
ter Lift Bridge. Chestnut Street passes through and over
Lowell Park, with its circular concourse immediately
west of the bridge. The concourse has been identified as
a historically significant approach to, and component
of, the bridge. After completion of the new St. Croix
River Crossing, the Stillwater Lift Bridge will be closed
to vehicular traffic, and its use dedicated to recreational
bicycle and pedestrian traffic. Chapter 8, Historical/
Cultural Resources, has additional discussion on the
circular concourse and the Stillwater Lift Bridge.
The VQRC provided guidance, and the City of Still-
water concurred, that efforts to maximize parking on
Chestnut Street should not dictate that the circle be
utilized for additional parking. The limited number of
spaces available in the circle; the operational problems
with the circulation pattern; and the difficulty using
parking spaces in a circular arrangement, all lead to the
conclusion that vehicular traffic and parking should be
7-5
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
eliminated from this area. The circle should be utilized
for pedestrian and bicycle circulation and be available
as a public gathering place.
Figure 7.8 is a historic photograph of the Chestnut
Street Approach to the Stillwater Lift Bridge. A strong
sense of geometry is evident in the jointing of the
concrete pavement, especially in the circular area. The
VQRC provided guidance that the new design and ge-
ometry should reflect the sense of the geometry of the
historic pattern. See Figure 7.9 for an example on this
theme. The plaza should remain distinct from Lowell
Park. It was originally conceived as a separate element,
and should remain distinguishable.
Chestnut Street shall be narrowed, but not closed, to
separate the traffic area from the immediate bridge ap-
proach. The axis of view down the street must be main-
tained. Removable bollards may be required to block
the circle to traffic, yet allow emergency vehicles to
access the Lift Bridge and Kolliner Park on the opposite
side of the river. The center of the plaza is left open. An
octagonal pattern is reflected in the center of the plaza
area. Planters may carry the pattern further out into
the plaza. The view to the river should not be obscured,
so the planting in the plaza area should be restrained.
Sections of the sidewalk will likely have to be replaced
and grades revised to meet current standards.
The guidance provided for site furnishings and other
minor elements by the VQRC is that this area should
reflect an industrial manufactured theme typified
by the bridge. The era of these elements should be
distinctly 21st century, and not attempt to mimic the
period of the bridge. These elements should be unique
(not off-the-shelf/catalog items), manufactured spe-
cifically for this application. Elements treated this way
include the removable bollards and the benches in the
plaza. The elements on both the Lift Bridge and in the
plaza should be of a consistent theme and type.
7-6
FIGURE 7.8
CHESTNUT STREET CIRCLE HISTORIC PHOTOGRAPH
7.4.2 STILLWATER LIFT BRIDGE
The Section Io6 Amended MOA contained in the
SFEIS documents the proposed Lift Bridge mitigation
and conversion to a bike/ped facility. The conversion
of the Lift Bridge to a bike/ped facility will occur after
the new river crossing is open to traffic. Re -use of the
Lift Bridge requires very little modification structur-
ally. A rehabilitation project will be scheduled after the
bridge closes to vehicular use. These repairs will ensure
a longer lifespan for the bridge.
Bicycle and pedestrian circulation and safety are para-
mount concerns for the reuse of the Lift Bridge. See
Figure 7.Io for the typical section that shows the layout
of the pedestrian and bicycle use areas. The existing
sidewalk on the south side of the bridge is dedicated
as a viewing area. Circulation on the sidewalk is a
secondary concern. Access to and from the sidewalk
is provided at several locations along the bridge over
piers, where the truss creates openings with headroom
to allow transverse movement. Platforms and ramps
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST-CRoix RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.9
CHESTNUT STREET APPROACH
PLAN VIEW CONCEPT
IO O 10 20 30
SCALE IN FEET
MINNESOTA DEPARTMENT OF TRANSPORTATION 7_7
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.9
VQMCHESTNUT STREET APPROACH
PLAN VIEW CONCEPT
MINNESOTA DEPARTMENT OF TRANSPORTATION 7_7
WISCONSIN DEPARTMENT OF TRANSPORTATION
I
�CRossiN(, 1
_f`I
LIFT- SPP_�rl
3
CRossIN� 2 ��
Ir TOTAL I,EN'&-rH eF 5F-IPC�E =1070' OF, QO AA;l.,Sc,
± 140' T-(P. I.
5 !0 7
I � �SS1N6 3 � cRoss �rlr9 4
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.10
LIFT BRIDGE TYPICAL SECTION
LOOKING EAST
1 0 5
SCALE IN FEET
MINNESOTA DEPARTMENT OF TRANSPORTATION 7.9
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.10
VQMLIFT BRIDGE TYPICAL SECTION
LOOKING EAST
MINNESOTA DEPARTMENT OF TRANSPORTATION 7_9
WISCONSIN DEPARTMENT OF TRANSPORTATION
are located at these crossover points to accommodate
the difference in elevation from the sidewalk to the
deck. The center 10 feet of the bridge deck is dedicated
to bicycles. The north edge of the bridge is reserved for
pedestrians. Movable furniture can be accommodated
on the north edge of the deck. Crossing of the bike
path should be directed to locations near the ramp
ends on the south pedestrian areas for safety. Figure 7.11
is a plan view of a portion of the deck with the recom-
mended ramps, crossing areas, movable furniture, and
benches along the south walkway shown.
There is currently no pedestrian railing on the north
edge of the bridge. After conversion, code require-
ments and safety considerations may require a railing
in this location. The VQRC has provided guidance that
the railing should be of a modern industrial style. To
control pedestrians on the south sidewalk, a railing
should be placed to discourage passage between the
truss members, except at the designated crossing areas.
Along the south truss, in locations where headroom
under the trusses allows, benches facing south are
recommended to encourage appreciation of the vista
to the south with views of the new river bridge. These
benches should be consistent with the benches placed
in the Chestnut Street plaza. It is important that the
new features be easily distinguished from the historic
elements.
Modifications made to the Lift Bridge shall be consis-
tent with the Secretary of the Interior's Standards.
74.3 HOULTON HILL (OLD WISCONSIN STH 64)
Houlton Hill is the section of existing STH 64 that
is between the Stillwater Lift Bridge and STH 35 in
Houlton, Wisconsin. The existing roadway is 36 feet
wide for approximately three-quarters of a mile as the
highway travels from river level to the top of the bluff.
The grade is very steep, at approximately 7 percent, for
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
most of the distance. This section of highway will be
abandoned for vehicular travel. The section of CTH
E from STH 64 to State Street will be obliterated and
restored to a more natural state. Other sections of ex-
isting CTH E will be turned back to local control by St.
Croix County. This section of the Loop Trail will have
separate bicycle and pedestrian paths that are compli-
ant with the ADA. A goal of the project is to restore the
bluff and eliminate evidence that the highway corridor
was once located in this area. To maximize planting in
the old corridor, decrease the uniformity of the trails,
increase safety, and add interest to this portion of the
Loop Trail, it is recommended that the pedestrian trail
be on the north side and the bicycle trail be on the
south side of the alignment. At several locations where
the right-of-way widens —such as near the entrance
to Kolliner Park, where driveways abut the highway
on the north side (Figure 7.12), and at the intersection
with CTH E—the two alignments should be sepa-
rated as much as possible so that planting between the
two paths can be maximized. Where space permits,
berms should be located between the paths to obstruct
views of the corridor from the river. Connections
between the two trails should also be provided. The
combination of the berms and additional planting will
minimize the linearity of the old corridor while still
maintaining compliance with the ADA. At the CTH
E intersection, the bike path should take advantage of
the more level terrain in the old roadbed and swing as
far to the south as grading will allow, given the gentle
curve required for the high speed downhill run. The
pavement in this area should be widened to allow ad-
ditional maneuvering room for the high-speed traffic.
The old CTH E grade should have berms at this loca-
tion and a concentration of plantings to obscure the
old roadway (Figure 7.13). The pedestrian path should
have a varying alignment, utilizing smooth curves in
some areas and angular features in other areas. There
is a stone -lined and/or concrete drainage ditch outside
of the north shoulder of the road. Decking can cover
this feature in several areas, adding interest to the path,
7-11
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
and increasing the separation between the pedestrian
path and the bike path. In some locations, benches
can be placed on the deck covering the drainage ditch.
In other locations the path itself can extend over this
feature (Figures 7.14 and 7.15).
Bluff impacts are to be avoided and work will be
consistent with the Section 7(a) issued by the National
Park Service (NPS) for this project.
At the top of the hill, beyond the bluff line, a parking
area is planned with approximately 45 spaces. To mini-
mize the visual impact of this parking lot, configure the
paved area in a curved pattern and provide landscape
areas that break the linearity of the rows of spaces. Uti-
lize any existing large trees that can be salvaged (Figure
7.16). The drainage pond planned for this area should
have a naturalized shape and blend with the shape of
the parking area.
Figure 7.17 is a location map of visualizations for the
trails. Figure 7.18 is a visualization showing the reveg-
etation of the old STH 64 roadbed.
74.4 OLD WISCONSIN STH 35/OLD CTH E
Between the parking area at the top of Houlton Hill
and the new STH 64, the Loop Trail will travel along
both sides of existing STH 35 and along existing
County Trunk Highway E. A new roadway connecting
STH 35 with the interchange for STH 64 will be con-
structed along a new alignment south of the current
CTH E alignment. The segment of existing CTH E will
become a dead end, local access road serving Houlton
Elementary School and existing residences. Old STH
35 will carry a higher volume of vehicle traffic than the
CTH E segment. Consequently, STH 35 will be repaved
with wider shoulders to accommodate the trail while
the pavement section for the Old CTH E segment will
remain as is, and simply be a shared roadway for the
trail.
7-12
Since the Loop Trail will run along the shoulders of
Old STH 35 and on Old CTH E it will share the road-
way, it will be important to delineate the trail with signs
for both motorists and trail users. Pedestrian crossing
signs will be posted on Old STH 35 near the parking lot
at the top of Houlton Hill and also at the intersection of
Old STH 35 and Old CTH E. This section of the Loop
Trail travels through a residential neighborhood with
a mix of commercial properties. No aesthetic enhance-
ments are recommended on this section of the trail.
The Loop Trail will travel through a tunnel under the
new STH 35 just west of the interchange with STH 64.
The tunnel should be designed sufficiently wide and
high so it appears as a fairly open, comfortable pas-
sageway. Wingwalls or headwalls should have good
proportions (not overly massive) and blend into the
roadway fill slopes. A stained or textured finish on
concrete surfaces would improve the visual character
of the tunnel structure. Concrete surfaces also could
be finished with patterns or images that symbolize
local community character and identity (see Chapter
9, Design Elements, Section 9.9, Community Gateway
Areas). Tunnel lighting should be at a level enabling
trail users to see pavement and wall surfaces without
being excessively bright.
7.4.5 WISCONSIN STH 64
A portion of the Loop Trail in Wisconsin will be routed
as a separated path along the west side of the new STH
64 between STH 35/CTH E and the new river bridge.
This segment of trail and highway will pass through
what is currently a rural landscape of farm fields and
pastures. Development in this area could lead to the
transformation of the landscape.
Among the visual quality treatments for STH 64,
hedgerows are recommended along the outsides of
the highway (see Chapter 4). Hedgerows will be linear
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
FKOM TKUSS� 4, To PREVENT
GREATS f>�NCN/ PI.�+NTER AREA
fiAMP EI�T (zA1JG6
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MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJE,
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.11
LIFT BRIDGE PLAN
- VISUAL QUALITY MANUAL
5 0 5
SCALE IN FEET
7-13
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
VQM FIGURE 7.11
LIFT BRIDGE PLAN
MINNESOTA DEPARTMENT OF TRANSPORTATION 7-13
WISCONSIN DEPARTMENT OF TRANSPORTATION
N� -"ql
TO MINNESOTA
. 40ft PO. PATH AWAY
AT KOLL-IMP-It PARK
TO CREATE MASS OF
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MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST• CROIX RIVER CROSSING PROJE,
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
- VISUAL QUALITY MANUAL
FIGURE 7.12
HoULTON HILL PLAN NEAR KOLLINER PARK
50 0 50 100
SCALE IN FEET
7-15
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.12
HOULTON HILL PLAN NEAR KOLLINER PARK
7-15
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MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJE,
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
- VISUAL QUALITY MANUAL
FIGURE 7.13
HOULTON HILL PLAN NEAR
EXISTING STH 64ICTH E INTERSECTION
50 0 50 100
SCALE IN FEET Z
7-17
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.13
HOULTON HILL PLAN NEAR
EXISTING STH 64ICTH E INTERSECTION
7-17
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.14
HOULTON HILL PLAN UPPER PORTION
50 0 50 100
SCALE IN FEET Z
MINNESOTA DEPARTMENT OF TRANSPORTATION 7-19
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.14
HOULTON HILL PLAN UPPER PORTION
7-19
4
LAR(96fZ PLANTING AREA
51KE TRAIL
+
WAVY I'AiH POSS)elLIT`i DECK oYER ST-oNE VITGR 'C��li, �Ac, PATH POSSIbILITi
ST•CROIX RIVER CROSSING PROJE,
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
- VISUAL QUALITY MANUAL
10 0 10
SCALE IN FEET
FIGURE 7.15
HOULTON HILL TRAIL SECTION AND PLAN DETAILS
LOOKING EAST
6o 0 6o
SCALE FEET
MINNESOTA DEPARTMENT OF TRANSPORTATION 7_21
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.15
vQmHoULToN HILL TRAIL SECTION AND PLAN DETAILS
LOOKING EAST
MINNESOTA DEPARTMENT OF TRANSPORTATION 7_21
WISCONSIN DEPARTMENT OF TRANSPORTATION
STONE DITCH
- GoMBI trp
AVE TReEs ��d PONn
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MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJE,
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
- VISUAL
FIGURE 7.16
HOULTON HILL PARKING AREA PLAN
50 0 50 100
SCALE IN FEET
7-23
MANUAL
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.16
HOULTON HILL PARKING AREA PLAN
7-23
FIGURE 7.17
LOCATION MAP OF VISUALIZATIONS
bands of trees and shrubs just inside the STH 64 right-
of-way. The Loop Trail should be integrated with the
hedgerow proposed along the west side of the highway.
As shown on the plan diagram (Figure 7.19), the Loop
Trail should be designed to weave through the hedge-
row, alternating traveling the outside of the hedgerow
(near the right-of-way fence), the inside of the hedge-
row (toward the highway), and within the hedgerow
as it weaves back and forth. This alignment will con-
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
tribute to visual interest and variety for trail users,
allowing views that vary from vistas across the adjacent
landscape, to contained views within the hedgerow, to
an occasional view of the highway.
To foster a safer and more enjoyable recreation experi-
ence, ample visual and physical separation should be
maintained between the highway and trail. It is recom-
7-25
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER J
LOOP TRAIL AND OTHER TRAILS
mended that most of the trail be located within the
hedgerow or along the outside (or right-of-way side)
to allow an adequate vegetation screen between the
trail and highway. As the trail approaches the STH 35
underpass, it transitions so that it is adjacent to the
highway shoulder. When the trail encroaches on the
highway clear zone, a barrier is introduced to provide
protection for the trail.
The meandering alignment for this segment of Loop
Trail should be made up of a series of continuous long
curves. Tangent sections should be minimized. A series
of continuous gentle curves will create an attractive
visual quality that is enjoyable to cyclists and walkers
(Figure 7.20). The horizontal alignment and vertical
profile of the trail should be coordinated with each
other and with the roadside terrain to create an align-
ment that has an internal rhythm and fits the ground
plane. The alignment also should be developed to take
advantage of high points in the roadside where vistas
over the adjacent landscape occur. Generally, the trail
should have the quality or feel that it is an integral part
of the landscape rather than cut through it.
Since the trail is to be interwoven through the hedge-
row, consideration will need to be given to the loca-
tion of plants along and next to the trail. Only small
to medium size shrubs should be planted immediately
next to the trail. Large growing trees should be kept
a minimum of three feet U) from trail edges (Figure
7.2I). Tree limbs may require periodic pruning as trees
mature out over time.
7.4.6 NEW RIVER BRIDGE TRAIL
The Loop Trail is carried on the north edge of the new
river crossing bridge. The trail follows the WB STH
64/TH 36 lanes to the west edge of the river, and then
follows the WB off ramp spans to TH 95. The length of
7-26
this segment of the trail is approximately one mile. See
Chapter 5, New River Crossing, for additional discus-
sion.
The view from the bridge will be one of the highest
views available in Minnesota and Wisconsin. Near the
Wisconsin shoreline, the trail elevation will be approxi-
mately 16o feet above the water. The grade slopes down
continuously towards the Minnesota shoreline approxi-
mately 2800 feet away.
From the point where the tree covered bluff drops away
from the bridge and trail, the vistas will be expansive.
At the Wisconsin abutment, tree tops could still shield
the view except for straight ahead toward the cables
and towers of the river spans (Figure 7.22). To mini-
mize disturbance of the Wisconsin bluff and reduce
the visibility of man-made objects from the St. Croix
Riverway, the minimum number of trees possible
should be disturbed and those areas that are should be
replanted.
To add interest and reduce the linear nature of the river
crossing spans, it is recommended that the trail be car-
ried outside of the cables, and that it pass around the
outside of the towers that support the cables. Members
of the VQRC were excited by the separation of the trail
from the traffic, but some expressed concern that some
trail users could be apprehensive because of the height
and the separation from the larger structure supporting
the roadways. Designers will need to consider the pos-
sible uneasiness of trail users, and details on the trail
should emphasize security and strength. Details such
as placing the bike/ped railings on concrete parapets
decrease the feeling of exposure without restricting
views. The railing must be stiff, and not give the feel-
ing of being weak and flexible. Railing and additional
bridge details are shown in Chapter 5.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
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VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7A
HOULTON HILL STH 64 VISUALIZATION
7-27
a
Meandering Loop Trail �1
New STH 64
ledgerow
ghway Edges
o.
. L
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJE,
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.19
STH 64 Loop TRAIL PLAN
IDIOM;
7-29
- VISUAL QUALITY MANUAL
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJE
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.19
STH 64 Loop TRAIL PLAN
7-29
- VISUAL QUALITY MANUAL
FIGURE 7.20
LOOP TRAIL THROUGH HEDGEROW
FIGURE 7.21
LOOP TRAIL SECTION
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
An overlook at each pier is recommended (See Chapter
5, New River Crossing). At these as well as other loca-
tions, a separation and screening from traffic is recom-
mended to reduce the noise and wind buffeting caused
by traffic passing close by.
7.4.7 MINNESOTA TH 95 NORTH
A portion of the Loop Trail will travel along the east
side of TH 95 north. As described in Chapter 3, the
landscape concept for the interchange and for TH 95
is derived from the indigenous river terrace forest or
woodland. Generally the concept calls for dense plant-
ings of native trees and shrubs in open areas associated
with the new interchange to restore the wooded and
foliated character that currently is seen along and near
the highway.
7-31
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
A wide right-of-way area is delineated along the east
side of the new TH 95 north and south of the inter-
change. The right-of-way will provide ample space to
plant a wide band of trees and shrubs along the road-
way to screen development along TH 95. The right-of-
way width also will allow the Loop Trail to be pulled
away from TH 95, rather than it being close to and par-
allel to the road. More distance between the road and
trail will contribute to a more enjoyable recreational
experience for trail users.
For the Loop Trail segment along TH 95 north of the
interchange to the Sunnyside Marina entrance, a trail
alignment that meanders and weaves to the extent
possible through the band of trees and shrubs along
the highway is recommended (Figure 7.23). The align-
ment should put the trail at varying distances from
the highway and allow an effective vegetation buffer
to be developed between the highway and trail, much
as the recommendation for the STH 64 trail segment
proposed (Figure 7.24). A vegetated buffer also will be
possible between the trail and the development east
of the trail toward the river. The Loop Trail essentially
should be enveloped in a band of light woods made up
of plants native to the St. Croix River terraces. In addi-
tion to buffering views of the highway and industrial
activity, the vegetation will provide seasonal variation,
contrasts of light and shade, and aesthetic appeal for
trail users.
Like the alignment for the STH 64 trail segment, the
alignment for the TH 95 trail segment should consist of
a series of long curves with few tangents. A continuous
curvilinear alignment will have a graceful visual quality
and will appear to be integrated with the lightly wood-
ed landscape (Figures 7.25 and 7.26). Curves, however,
should not be so severe or abrupt to cause safety and
sight distance problems for cyclists. Mn/DOT bicycle
guidelines should be followed. Since the terrain will
slope downward along the east side of TH 95, the trail
may need to be benched into the slope in places. The
7-32
trail's horizontal alignment and vertical profile should
be coordinated to achieve a visually attractive layout.
Trail road crossings will need to be located at or near
intersections where signalization, crosswalk striping,
and signage are found.
7.4.8 STILLWATER APPROACH (ALONG TH 95 AND
THE ST. CROIx RIVER)
The Hersey and Bean Sawmill and Planing site is desig-
nated as part of an archaeological district that con-
tributes to the Stillwater Cultural Landscape District.
Archeological artifacts and the ruins of retaining walls
and foundation walls that are the remains of industrial
buildings in this district are readily visible. Several
sections of the historic dry -laid stone walls have failed,
and the site is overgrown with native trees and shrubs
as well as invasive exotic plants such as buckthorn.
Stormwater runoff has eroded through the old rail-
road grade, located to the west, and above the ruins, in
several places.
Avoidance of the archaeological site is preferred. Gen-
erally, in the area of the archaeological district, excava-
tion is restricted. The placement of fill, so that artifacts
are not disturbed during construction, will be required
in designated areas. Ruins and walls must be properly
stabilized.
At the Sunnyside Entrance the trail divides into a
bicycle trail and a walking trail (Figures 7.27 and 7.28).
The bicycle trail follows the railway corridor located
adjacent to TH 95. A railing (54" high) will be required
along portions of the east side of the trail as the trail
passes on the edge of (and above) the Hersey and
Bean site to protect trail users from the steep drop-
off adjacent to the trail. The bike path is planned as
Io feet wide. Lowering the grade of the railroad by
removing the old ballast will allow enough width to
accommodate the trail. The trail should be kept back
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.22
NEW RIVER BRIDGE TRAIL VISUALIZATION
VIEW FROM BRIDGE
MINNESOTA DEPARTMENT OF TRANSPORTATION 7-33
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.22
NEW RIVER BRIDGE TRAIL VISUALIZATION
VIEW FROM BRIDGE
7-33
ST-CROix RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
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FIGURE 7.23
TH 95 Loop TRAIL PLAN
0 100 200 400
SCALE IN FEET
MINNESOTA DEPARTMENT OF TRANSPORTATION 7-35
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER J
LOOP TRAIL AND OTHER TRAILS
from the east edge of the old railroad grade to reduce
the visibility of bike trail users from the walking trail
below (Figure 7.28). To control runoff, and to minimize
excavation below the level of the railroad ballast, a
concrete curb and gutter section is recommended on
the east edge of the trail. The desired style for the rail-
ing is, industrial looking, black metal, in keeping with
the commercial character of the site below. The rail-
ing should also be as visually unobtrusive as possible.
Black painted metal would blend into the background
and also be relatively transparent from the Loop Trail
itself (Figure 7.29).
At the Sunnyside Entrance, the walking path turns
toward the river and follows an unpaved road. The
elevation of the path drops down close to the eleva-
tion of the river. The ruins of the Hersey and Bean site
are located between TH 95 and the river and include
the bike path and the walking path. From the walking
path, views of the ruins are very interesting. To encour-
age trail users to stay on the trail and protect the ruins,
brambles of thorny vegetation (blackberries) should be
planted on the west side of the trail. The natural barrier
should be more effective than a man-made barrier or
fence in protecting the wall from climbers and vandals
while retaining its current natural historic setting.
The landscape character of the trail and the adjacent
park will need proper vegetation management. There
are many desirable native trees (oaks, basswood, sugar
maple, ash, and butternut) that should be retained,
pruned, and managed. The intended landscape char-
acter would be consistent with the River Valley native
ecosystems. Additionally, it may be desirable to remove
some less desirable trees or exotic plants near the river
to enhance the vistas from the park and trail out to the
River Valley. Judicious removal of some undesirable
species (cottonwood, box elder, buckthorn) would help
achieve the desires of the VQRC, but since there is a
desire to maintain the forested appearance from the
7-36
St. Croix Riverway, any such management of the forest
must keep that goal in mind.
Much of the property in this area is owned by the City
of Stillwater and is a planned park. The concepts shown
in the VQM are intended to be consistent with the City
of Stillwater Master Plan for this park.
The separate trails converge in the vicinity of the north
entrance to the Stillwater Municipal Barge Facility.
From this point to Chestnut Street, the combined
trail follows the narrow former railroad right-of-way.
Because of the limited space, there is little opportunity
to provide aesthetic enhancements. This portion of the
trail is also adjacent to Lowell Park and within the Still-
water Commercial Historic District. Lowell Park and
the Chicago Milwaukee & St. Paul Depot and Freight
House are contributing elements of the historic district,
and are both located adjacent to the trail. Impacts to
Lowell Park are to be avoided, and the historic charac-
ter of these properties must be considered in the design
of this trail segment.
7.5 GUIDANCE FOR CONNECTING TRAIL
SEGMENTS
In addition to the Loop Trail, three regional trails
have been identified as connections to the Loop Trail,
and are also part of the project. These include trail
segments along Minnesota TH 95 (south of TH 36),
trail along Minnesota TH 36 south frontage road, and
the "Lookout Trail' that will connect to the St. Croix
Scenic Overlook. These connecting segments serve to
link the loop trail to other local features and regional
trail systems and thus make the entire system of trails
more functional and attractive. In addition, the Loop
Trail connects up to regional trail systems in Wisconsin
(at CTH E) and in Minnesota at Oakgreen Avenue and
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
Y
III � y. - - ' ►', � l __+K. x�:r; -
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MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJE,
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.24
TH 95 VISUALIZATION
7-37
- VISUAL QUALITY MANUAL
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJE
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.24
TH95 VISUALIZATION
7-37
- VISUAL QUALITY MANUAL
FIGURE 7.25
CURVILINEAR TRAIL THROUGH WOODED LANDSCAPE
EXAMPLE-1
FIGURE 7.26
CURVILINEAR TRAIL THROUGH WOODED LANDSCAPE
EXAMPLE-2
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
at Chestnut Street. Guidance for the three connecting
trail segments is provided below.
7.5.1 MINNESOTA TH 95 SOUTH
At the TH 36/TH 95 interchange, at the intersection
of the westbound off ramp with TH 95, a spur trail
separates from the Loop Trail and turns south along
the east side of TH 95, while the Loop Trail turns
north towards Stillwater. The VQRC provided guid-
ance that this section of the trail and the trail along
TH 36 should be given the same level of design and
visual considerations as the Loop Trail. In areas where
right-of-way is adequate, provide landscaping, separa-
tion from roadways, and more interesting alignments.
Guidance contained in previous sections of this chapter
that refer to the Loop Trail also apply to the trails in
Oak Park Heights and Bayport.
This section of the trail should be treated the same as
the section along TH 95 north. Where right-of-way
and grades allow, the trail should be set a comfortable
distance from TH 95, and meander in and out of the
forested landscape. At the pier for the river crossing
bridge, the trail should split and allow users the choice
staying close to the highway, or being separated from
the highway by the substantial pier that is proposed.
In this section of the trail, care should be taken not to
completely isolate the trail from view of the highway.
At the intersection of the eastbound on ramp and TH
95, there is a junction with the trail that crosses TH 95
and follows the south frontage road for TH 36 to the
Oakgreen/Greeley intersection. The description of this
trail is described in Section 7.5.2 below.
The trail continues to follow TH 95 on the east side
of the highway, south to the intersection with the
King Plant Driveway and County State Aid Highway
(CSAH) 21. At this location, the trail crosses TH 95 and
7-39
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER J
LOOP TRAIL AND OTHER TRAILS
follows the north side of CSAH 21. The reconstruction
of CSAH 21 will be done by others and is outside of this
project's limits.
At Pickett Avenue (CSAH 28) a trail connection to
Bayport crosses CSAH 21 and follows the east side of
Pickett Avenue and then the west edge of the storm -
water ponds which are adjacent to TH 95. The limited
right-of-way available, the area of the ponds required,
and the permissible grade of the trail require that the
trail is supported behind a retaining wall for a distance
along the two ponds (see Figure 3.13).
The top of the retaining wall should form a curb on the
trail edge to stop water from draining over the face of
the wall. Use a simulated limestone masonry formliner
and color treatment on the front face of the wall. Use
the "industrial" style railing shown in Figure 7.29 (Still-
water Approach).
7.5.2 MINNESOTA TH 36 - SOUTH FRONTAGE
ROAD
As part of the reconstruction of TH 36, a trail will be
provided along the south side of the south frontage
road from the intersection of Oakgreen/Greeley to the
TH 36/TH 95 interchange. The current preliminary
plans show the trail located adjacent to the back of
curb to minimize right-of-way impacts.
At the intersection of Oakgreen/Greeley and TH 36,
trail will travel along both sides of Oakgreen and Gree-
ley Avenues approaching the intersection adjacent to
the stormwater ponds. Sufficient space may allow the
trail to be located farther away from the roadway along
a slightly curving or meandering alignment. Trees
and shrubs should be planted intermittently between
segments of the trail and road to increase visual separa-
tion. See Figure 7.30 for a visualization of this area.
7-40
Similarly, from the Log Cabin Restaurant to the TH
36/TH 95 interchange, right-of-way limits may allow
the trail to be pulled farther away from the frontage
road. The location of the capped landfill will need to be
considered. If right-of-way allows, the trail alignment
can be slightly curvilinear and integrated with plants
along the walkway.
Between Oakgreen/Greeley and the Log Cabin Res-
taurant, increasing the distance between the trail and
frontage road may be problematic due to right-of-way
constraints and existing development. Care is required
in this location to avoid impact to this historic property
and the capped landfill. If possible, 8 to 12 feet of sepa-
ration between the walk and road would be beneficial
even along short segments of this walk.
7.5.3 LOOKOUT TRAIL
The St. Croix Overlook, located west of TH 95 and
north of TH 36, is one of the cultural resources im-
pacted by the new St. Croix River Crossing project. The
VQRC provided direction that a trail connection to
the overlook is highly desirable and will provide better
access to the Overlook. See Chapter 8 for additional
discussion of the St. Croix Overlook and planned miti-
gation measures.
At the Sunnyside Entrance, the trail crosses to the
west side of TH 95 and follows TH 95 north for several
hundred feet to Lookout Trail, where the trail will turn
sharply and follow the one-way access road from TH
95 towards the Overlook (Figure 7.27). Lookout Trail
is a local low -volume roadway so the trail will share
the road. The existing vegetation along Lookout Trail
is sufficient so that no additional plantings are recom-
mended along this short section of trail.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
U. P. Railroad
9
v y
Trail to Overlook
41 , Bicycle Trail
Stone Gateway
T j j 'n Ex1stg S
ys l tone Wall
Historic and archeologically
sensitive sites found in Stillwater
Walking Trail municipal barge facility area
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.27
LOOP TRAIL PLAN - STILLWATER APPROACH
7-41
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.27
LOOP TRAIL PLAN - STILLWATER APPROACH
7-41
Croix River
tion Buffer
Pedestrian Trail with
Interpretive Marker
Protective Brambles
(i.e. Blackberries)
Curb
Railing
Cliff
Ruins
Highway 95 „
Bike Trail
with Railings
ST•CROIX RIVER CROSSING PROJECT - VISUAL
CHAPTER 7
LOOP TRAIL AND OTHER TRAILS
MANUAL
FIGURE 7.28
LOOP TRAIL SECTION - STILLWATER APPROACH
LOOKING SOUTH NEAR HERSEY AND BEAN SITE
MINNESOTA DEPARTMENT OF TRANSPORTATION 7-43
WISCONSIN DEPARTMENT OF TRANSPORTATION
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.28
LOOP TRAIL SECTION - STILLWATER APPROACH
LOOKING SOUTH NEAR HERSEY AND BEAN SITE
7-43
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.29
STILLWATER APPROACH VISUALIZATION NEAR HERSEY AND BEAN SITE
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 7-45
-oak
v
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER
LOOP TRAIL AND OTHER TRAILS
FIGURE 7.30
TH36 SOUTH FRONTAGE ROAD VISUALIZATION
7-47
CHAPTER 8
HISTORICAL/CULTURAL
RESOURCES
8.1 INTRODUCTION
Mitigation measures for adverse effects to cultural
resources as a result of the St. Croix River Crossing
Project were established by the Amended Section 106
Memorandum of Agreement (MOA), which was based
on an MOA signed in 1994• Signatories are the Federal
Highway Administration (FHWA—the lead federal
agency), the U.S. Army Corps of Engineers, the Advi-
sory Council on Historic Preservation, and the Minne-
sota and Wisconsin State Historic Preservation Officers
(MnSHPO and WisSHPO), with the Minnesota and
Wisconsin Departments of Transportation (Mn/DOT
and WisDOT) as invited signatories, along with nu-
merous concurring parties. The Amended MOA, dated
March 16, 20o6, is used as the basis for this chapter.
In development of the Amended MOA, it was deter-
mined that the project may have an adverse effect on
the following properties that are listed, or eligible for
listing, in the National Register of Historic Places:
• STILLWATER LIFT BRIDGE
• LOG CABIN / CLUB TARA
• MORITZ BERGSTEIN SHODDY MILL
AND WAREHOUSE
• ST. CROIX OVERLOOK SOUTH
(SOUTH OF STILLWATER'S DOWNTOWN)
• STILLWATER COMMERCIAL HISTORIC DISTRICT
• STILLWATER CULTURAL LANDSCAPE DISTRICT
(SCLD)
• SOUTH MAIN ARCHAEOLOGICAL DISTRICT
(HERSEY AND BEAN ARCHAEOLOGICAL SITE, AND
SLAB ALLEY)
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
• THELEN FARMSTEAD
• KRIESEL FARMSTEAD
The locations of these properties are shown in Figure
8.1, Location of National Register Listed or Eligible
Properties in the Project Area.
The following discussion identifies mitigation mea-
sures established for each property in the Amended
MOA and makes recommendations to protect, main-
tain, or enhance the visual quality or setting of each
property. The recommendations provide an approach
that integrates the Secretary of Interior's Standards for
the Treatment of Historic Properties into the VQM
guidance. The Preferred Alternative Historic Resource
Mitigation Items are shown in Figure 8.2.
8.2 STILLWATER LIFT BRIDGE
Opened in 1931, the Stillwater Lift Bridge is on the Na-
tional Register based on Criterion C as a rare surviv-
ing example of a Waddell and Harrington vertical -lift
bridge. Chapter 7, Loop Trail and Other Trails, provides
additional details regarding preferred visual treat-
ments.
Amended MOA mitigation related to visual quality:
A Stillwater Lift Bridge Advisory Committee will
be created to oversee development of a long-term
bridge management plan. Mn/DOT will make
any maintenance, repair, and rehabilitation plans
in conformance to the Secretary of the Interior's
Standards and Guidelines for the Treatment of
Historic Properties.
8-1
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
FIGURE 8.1
LOCATION OF NATIONAL REGISTER LISTED OR
ELIGIBLE PROPERTIES IN PROJECT AREA
MINNESOTA
L-JL-
[Stil
Lan
Fairview,
St. Croix
Boom Sit
WISCONSIN
Kriesel
�Farmsfead �
Stillwater & 3 6
St. Paul Hilltop
Railroad Drive-in
Theatre
40
L
- , O
/ Thelen `V
Farmstead
Tourfs HO�N%TOWN OF
Camp ST. JOSEPH
i•,....
•••...••''•�• ♦ / •••Realignment
Lift Bridge
a� .. CTH E with
P
�.•'�� ; Preferred Alternative
Legio/
Park Site
Stillwater
Commercial elo
Historic ; LEGEND Z
District f . Preferred Alternative
Slab Alley Site , (new 4-lane bridge)
Hersey and Bean Site
� 0.5 miles
❑� � William Danforth House
it. Croix—
Prafarrarl
log Cabin
7
�OAK:, jRK HEIGHTS]E
�� Stillwater
State Prison
Historic Distri
Note: District boundaries are approximate
8-2
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
Future Use of the Lift Bridge:
• Prohibit vehicular traffic upon completion of new river
crossing
• Use Lift Bridge as a pedestrian/bicycle facility,• part of
loop trail system
• Establish Lift Bridge Advisory Committee
• Establish endowment for operation and maintenance
• Develop a management plan providing strategies for
the short term needs and long-term preservation
Stillwater Commercial Historic District
• Enhanced signage from new river crossing and
roadways to downtown Stillwater
• Construction communication plan
• Optimize parking
• Parking lot at Old STH 35164
St. Croix Overlook
• Restoration of the overlook
• Develop management plan for maintenance and
rehabilitation
• Mn/DOT retains ownership
• Completion of National Register registration form
Log Cabin Restaurant
• Parking lot design and reconstruction
• Completion of National Register nomination form
24
Q
0
a
Kriesel Farmstead
• Completion of National Register
Registration form
• Construct berm on highway side
Thelen Farmstead
• Completion of National Register
Registration form
Stillwater Cultural Landscape District
• Identify and document key districts in
Stillwater
• Mn/DOT development of graphic documen-
tation of cultural landscape district
• Lift Bridge publication
Hersey and Bean Site
• Protection during project construction
• Avoid adverse effect with loop trail design
• Completion of National Register
nomination form
Bergstein Shoddy Mill
• Documentation of Shoddy Mill and
Warehouse
• Relocation and stabilization of Shoddy
Mill and Warehouse if cost-effective
NOTE:
Not all Mitigation Items are
Visual Quality actions, but are
included here for information.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST CROix RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
FIGURE 8.2
PREFERRED ALTERNATIVE HISTORIC RESOURCE
MITIGATION ITEMS
8-3
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
MANUAL
FIGURE 8.2
PREFERRED ALTERNATIVE HISTORIC RESOURCE
MITIGATION ITEMS
8-3
The bridge will be operated as a vehicular bridge
until the new crossing is constructed; then, the
historic bridge will be dedicated to pedestrian and
bicycle use only.
4(f) mitigation measures related to VQM:
A Section 4(f) letter of agreement between the
City of Stillwater and the Minnesota Department
of Transportation, signed June 2005, requires that
the design of the barriers at the ends of the bridge
"be determined as part of the VQPP and VQM."
These barriers must be removable to allow city
emergency and maintenance vehicles to pass.
VQM RECOMMENDATIONS
• The introduction of new elements on the bridge
should be done judiciously to avoid diminishing the
bridge's legacy. The design of new elements should
reinforce the sense of passage and the structure's
historic role in the transportation system.
• The circular concourse at the bridge's west end is a
point of arrival and transition, contributing to the
experience of crossing the bridge. The concourse's
essential form should be retained and remain
uncluttered. The VQRC recommends keeping the
transportation corridor intact by not obstructing
the concourse. The concourse should also remain
visually distinguished from Lowell Park. The
concourse will contain primarily hardscape. Rais-
ing the roadway to the elevation of the sidewalks is
acceptable if the original location of the sidewalks is
visually distinguished from the roadway. The strong
geometric patterns of the original concrete joints
(now obscured by a bituminous overlay) should
influence the new design. See Chapter 7, Loop Trail
and Other Trails, Section 7.4.I, Chestnut Street, for
a detailed discussion of the preferred visual treat-
ments.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
All new elements added to the Lift Bridge to accom-
modate the new bicycle/pedestrian use should be
clearly differentiated from old elements and should
be compatible with the historic materials, features,
size, scale, proportion, and massing to protect the
integrity of the bridge. They should present a unified
new "layer" of elements with a strong visual pres-
ence, yet be subservient to the historic character
of the structure. A modern industrial design motif
may best accomplish this objective. The new Lift
Bridge elements include the following:
— Barriers on Chestnut Street in Stillwater and at the
top of the Houlton Hill to prevent vehicles from
crossing. The barrier system will include movable
or lockable bollards, to allow official vehicle access
in case of emergencies, maintenance, or other
special public purposes.
— Additional material to be added to the existing
railing on the north side, to provide pedestrian
safety.
— Railings and ramps to permit passage of pedestri-
ans from the higher existing south walkway on the
bridge, through the truss at selected points, and
down to the lower original roadway deck.
— Benches, furniture, and other new structures or
objects that need to be added.
8.3 STILLWATER COMMERCIAL HISTORIC
DISTRICT
Comprising eleven blocks of downtown Stillwater, this
district contains fifty-seven contributing buildings,
mostly two or three stories in height and built of brick.
The district's primary period of significance is 186o to
1911, although the ending date for significance extends
8-5
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
to 1940. The district is eligible for the National Regis-
ter under Criterion A for its role in the region's early
development and growth and under Criterion C for its
well-preserved late nineteenth- and early twentieth-
century architecture.
Amended MOA mitigation related to visual quality:
"A guide sign for `Downtown Stillwater' will be
installed on both eastbound and westbound ap-
proaches to the TH 36/TH 95 interchange"
"Provided that adequate space is available, the
City may install a municipal identification en-
trance sign for the City of Stillwater on north-
bound TH 95 at the Stillwater city limit. The mu-
nicipal identification entrance sign may include
reference to the Stillwater Commercial Historic
District. Because municipal entrance signs typi-
cally include landscaping and non -breakaway
support structures and therefore pose a hazard to
motorists if located too near the highway, the sign
must be located outside of the designated clear
zone."
• "Mn/DOT will work with the City of Stillwater
to give full consideration to maximizing parking
on Chestnut Street from Main Street to the Lift
Bridge during the design phase'
"WisDOT will provide parking in the immedi-
ate vicinity of the Loop Trail in Wisconsin at the
connection of the Loop Trail and existing STH
64 (Houlton Hill) with a direct pedestrian access
to the Lift Bridge and the Commercial Historic
District"
VQM RECOMMENDATIONS
• Recommendations for signing are covered in detail
in Chapter 9, Design Elements.
8-6
• Recommendations for community gateways is cov-
ered in detail in Chapter 9, Design Elements.
The VQRC directed that the Lift Bridge circle
should be kept free of vehicles. However, approxi-
mately 15 to 20 additional parking spaces on both
sides of Chestnut Street between Main Street and
the circle will be integrated into the overall design
approach for Chestnut Street.
See also Chapter 7, Loop Trail and Other Trails, for ad-
ditional information.
8.4 STILLWATER CULTURAL LANDSCAPE
DISTRICT
As defined by the State SHPOs and the Department of
Interior, a cultural landscape district is "a geographic
area, including both cultural and natural resources and
the wildlife or domestic animals therein, associated
with a historic event, activity, or person or exhibiting
other cultural or aesthetic values.' The major compo-
nents of cultural landscapes are land uses and activi-
ties, patterns of spatial organization, responses to the
natural environment, cultural tradition, circulation
networks, boundary demarcation, vegetation related
to land use, property types, and small-scale elements.
Stillwater's landscape district is eligible for the National
Register under Criterion A within the contexts of the
lumbering industry (1860s-1914) and social history
(1839-1940) and under Criterion C for architecture. The
district includes 250 contributing properties on both
the Minnesota and Wisconsin sides of the St. Croix
River, including the Lift Bridge and archaeological sites
(Figure 8.3). Lowell Park, one of the contributing prop-
erties, is shown in Figure 8.4.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
607"
a
d, u
p.
F WM I -AN
���� b�
. . . . . . . . . . ........
w
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
FIGURE 8.4
LOWELL PARK
• Amended MOA mitigation related to visual quality:
• "In consultation with the MnSHPO, Mn/DOT
shall design the Project elements within the
viewshed of the SCLD, including the new extra -
dosed bridge, the Loop Trail, Chestnut St. from
Main St. to the Lift Bridge, landscaping, and other
improvements, in accordance with [the design
principles for development of the VQM] and the
VQM, taking into account the historic property's
qualifying characteristics, setting and feeling'
Bluffland protection mitigation:
As mitigation for bluff disturbance caused by the
new bridge, $4.5 million will be set aside as part of
the project's funding to purchase or protect lands
in the Riverway Basin. Protecting bluff land from
development would be beneficial to the cultural
landscape district.
8-8
VQM RECOMMENDATIONS
• There will be a good vista of the cultural landscape
district from the new river crossing bridge. A loca-
tion along the walkway on the eastern half of the
bridge would be a logical point for interpretation of
the district.
To help preserve the character of the views from
the Cultural Landscape District, which includes
views of the Wisconsin Bluffs, give consideration to
including blufflands within the viewshed of the Cul-
tural Landscape District to be part of the bluffland
protection required by the Amended MOA.
The Loop Trail is located in part within the boundar-
ies of the Cultural Landscape District and the trail and
its associated elements could affect important com-
ponents, such as the Lift Bridge, Lowell Park, and the
South Main Street Archaeological District. See Chapter
7, Loop Trail and Other Trails, for discussion of the
Loop Trail, as well as the previous discussion of the Lift
Bridge, above in this chapter.
8.5 ST. CROIX OVERLOOK SOUTH
Built in 1938 as a federal relief project, this property is
eligible for the National Register under Criterion A for
its association with the New Deal and under Criterion
C for the quality of its design (Figure 8.5).
• Amended MOA mitigation related to visual quality:
• "Mn/DOT shall design the Project within the
viewshed of the St. Croix Overlook South, in-
cluding the new river crossing bridge and other
improvements, in accordance with the design
principles [for development of the VQM] and the
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
FIGURE 8.5
ST. CROIX OVERLOOK SOUTH
VQM. The Project design shall take into account
the setting and feeling of the Overlook"
• "Mn/DOT shall restore the St. Croix Overlook
South in accordance with the Mn/DOT Historic
Roadside Development Structures Preservation
and Restoration Plan during construction of the
proposed Project"
Plans in place:
Mn/DOT has previously prepared plans for the
overlook. Those plans will require more detailing
to reflect the restoration work. The plans include
site improvements and removing some of the
vegetation that currently limits the view to the
new river crossing bridge. Viewing the new bridge
during construction and after completion will cre-
ate new and interesting views from the overlook
that may increase its use.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
VQM RECOMMENDATIONS
• The goal of the VQM process is to minimize the
visual effect of the new river crossing bridge and
highway construction. Although the new bridge
will alter the view downstream from the overlook,
the extradosed design is less visually intrusive than
other alternatives considered and would be con-
sidered a landmark structure. Landscaping for the
TH 95 interchange at the west end of the bridge will
partially screen the view of the roads, ramps, and
overpass structure from the overlook. The river ter-
race forest treatment proposed for the interchange
area is consistent with the goal of screening the
highway, interchange, approach spans to the new
river crossing bridge, and new Beach Road Bridge.
In addition to the mixed forest and understory
planting, the stormwater ponds in the interchange
are proposed as naturalized ponds to blend with a
natural environment. The above points highlight
that the St. Croix Overlook South also exhibits
the visual management goal of striking a balance
between providing a river view while also reducing
views of the highway.
The visual quality of a bridge structure is often bet-
ter appreciated from a point somewhat distant from
the structure, rather than from the viewpoint of a
motorist on the bridge itself. The St. Croix Overlook
South presents a key opportunity to view the new
bridge and the interplay between the natural and
built environments.
8-9
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
8.6 LOG CABIN RESTAURANT / CLUB TARA
This property is eligible for the National Register under
Criterion A as an example of early twentieth-century
roadside architecture. It is presently a restaurant (Fig-
ure 8.6).
• Amended MOA mitigation related to visual quality:
"Mn/DOT shall design Project elements, includ-
ing the frontage road, access, landscaping, and
other site improvements in the vicinity of this
historic property, to be compatible with the quali-
fying characteristics and setting of the Log Cabin
Restaurant'
FIGURE 8.6
LOG CABIN RESTAURANT
• "Mn/DOT shall develop a design plan to ensure
adequate parking for the Log Cabin Restaurant...
. The design plan ... shall not diminish the quali-
fying characteristics of the historic property."
Plans in place:
• Highway 36 will be lowered to a grade approxi-
mately equal to the elevation of the restaurant and
parking lot by removing the embankment that TH
36 is currently on.
• A new parking lot will be developed east of the
restaurant on a capped landfill.
• The TH 36 trail, connecting to the Loop Trail, will
be provided in front of the Log Cabin Restaurant.
VQM RECOMMENDATIONS
• The restaurant's setting is informal, which helps
maintain its rustic roadhouse ambiance from the
early twentieth century. In general, materials should
be understated, and the use of natural materials with
historical precedents should be considered when
appropriate. The existing parking lot adjacent to
the restaurant has a gravel surface and will remain
gravel. The proposed new parking lot will be paved
with bituminous to control and contain drainage
over the capped landfill. New lighting should be of
compatible modern design.
• Any landscaping adjacent to either parking lot
should be informal in keeping with the ambiance of
the existing parking lot located west of the restau-
rant. Alternatives to hard curb edging, formal is-
lands, and extensive striping should be investigated.
8-IO MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
Since the restaurant has traditionally attracted
passing motorists, it is important to maintain the
restaurant's visibility from Highway 36.
Because Highway 36 will be lowered from its current
configuration in front of the restaurant, and a trail
will be added, the landscape north of the restaurant
will be an important part of the site's viewshed and
take into account the setting around the restaurant.
Also, because the visibility of the restaurant from
the highway is important to its historical context, it
is important to limit planting along the south side
of the highway and along the frontage road near the
restaurant.
The trail adjacent to the Log Cabin Restaurant
should be less meandering to avoid additional im-
pacts to this historic property.
8.7 MORITz BERGSTEIN SHODDY MILL AND
WAREHOUSE
A site that reflects the historic commercial pursuits
of Jewish immigrants, the property is eligible for the
National Register under Criterion A. It once included
a house, barn, two outbuildings, mill/warehouse, and
fieldstone storage building. Only the mill/warehouse
and stone storage building remain.
Amended MOA mitigation related to visual quality:
• If a feasible new owner, site, and use for the
Shoddy Mill and Warehouse are identified, "the
new site for the building must maintain, and not
detract from, the association between the historic
property and its community."
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
VQM RECOMMENDATIONS
The visual qualities of a new location for the two
buildings must represent an orientation, setting,
and general environment that are comparable with
the historic location, and be compatible with the
property's significance. A location north of the
South Main Archaeological District is the likely new
location for the buildings.
8.8 SOUTH MAIN ARCHAEOLOGICAL
DISTRICT (HERSEY AND BEAN, AND SLAB
ALLEY SITES
The Hersey and Bean Archaeological Site together
with the Slab Alley Archaeological Site on the opposite
(west) side of TH 95 is named the South Main Ar-
chaeological District. A sawmill was developed on this
site 1854; it acquired the first circular saw in Stillwater.
A second mill was developed in 1873 and operated until
1906. The site was one of Stillwater's major nineteenth-
century lumber milling complexes. Slab Alley was a
commercial and residential working class neighbor-
hood dating from the height of the lumber boom prior
to 1870; the dwellings were removed when TH 95 was
constructed in 1934• The South Main Archaeologi-
cal District is eligible for the National Register under
Criterion A. See Figure 7.29 for a visualization which
shows a portion of the ruins in the Hersey and Bean
Site.
• Amended MOA mitigation related to visual quality:
• "Mn/DOT shall identify appropriate protective
measures to stabilize and protect the Hersey and
Bean Archaeological Site."
8-11
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
• "Mn/DOT shall design the Loop Trail through
the South Main Archeological District in such
a way as to avoid adversely affecting the historic
property's above and below -ground qualifying
characteristics:'
VQM RECOMMENDATIONS
Stabilization methods for the mill ruins should be
invisible when feasible. Any visible stabilization
structures or materials should be visually distinct
from the historic materials.
Protective measures should incorporate unobtru-
sive landscape features (e.g., berms, ditches, thorny
bushes) when desirable, without substantially
changing the character of the setting.
The design of loop trail elements, including path
surfaces, railings, and lighting, should take its cue
from the industrial activities (namely, lumber mill-
ing) that gave significance to this location in the late
nineteenth and early twentieth centuries. The most
appropriate design forms will be simple to avoid
competing with the visual quality of the ruins. A
railing will be installed to protect users of the bi-
cycle trail from the height above the ruins and also
to discourage access from above.
8.9 THELEN AND KRIESEL FARMSTEADS
(WISCONSIN)
The Thelen farm was established in 1873. It includes an
Italianate house built in 1887 (Criterion Q. The Kriesel
Farmstead is an early twentieth-century farm with
intact farmstead (Criterion Q.
8-12
• Amended MOA mitigation related to visual quality:
• Thelen Farmstead: Because of the distance to
the new roadway and the topography, no Visual
Quality treatments are proposed in addition to the
hedgerow treatment along STH 64.
Kriesel Farmstead: To screen the buildings of this
Farmstead from the new facility it is proposed to
construct a berm on the property adjacent to the
new facility.
VQM RECOMMENDATIONS
The expanded highway through this rural area will
be more visible than the existing highway. The visual
impact can be reduced by depressing the grade of
the highway and by planting hedgerows along the
highway. Installing berms along the highway would
also be effective; but berms should be natural in
appearance, not exaggerated or inconsistent with
natural contours. The designer should review snow
drifting implications of placing berms and hedge-
rows near roadways which may be subject to blow-
Ing snow.
8.10 INTERPRETATION
A number of mitigation measures involve interpreta-
tion of historic properties and the natural environment.
In some places, this will build on existing interpreta-
tion; in other locations, interpretation will be intro-
duced for the first time. An overall interpretive plan
could be developed with the input and cooperation of
the National Park Service, the Wisconsin and Minne-
sota Departments of Natural Resources, the Minnesota
and Wisconsin State Historic Preservation Offices, the
Stillwater Heritage Preservation Commission, the St.
MINNESOTA DEPARTMENT OF TRANSPORTATION
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CHAPTER 8
HISTORICAL/CULTURAL RESOURCES
Croix County (WI) Historical Society, the Washington
County (MN) Historical Society, and other interested
parties. Such an interpretive plan is beyond the scope
of this VQM.
VQM RECOMMENDATIONS
• For the purposes of the VQM, interpretation is of
interest at several locations:
- Some locations within the project area, such as
the Hersey and Bean site and the St. Croix Scenic
Overlook, are candidates for interpretation be-
cause of specific, tangible historical associations.
- Some locations within the project area, such as the
agricultural fields in Wisconsin, are opportune for
interpretation because of their visual quality and
their association with patterns of local history.
- Construction of the new river crossing bridge will
create exceptional vistas, offering the opportunity
for new perspectives on the areas resources. Loca-
tions near the Loop Trail on the new river bridge
should be considered candidates for interpretive
sites.
Signboards and other interpretive installations will
introduce new visual elements into the project area,
and these new elements could have a positive or a
negative impact on the areas visual quality:
- Design should be related to setting, for example,
the use of industrial materials at the Hersey and
Bean site, and references to agricultural building/
machinery/crop forms in rural Wisconsin.
- Signboards and interpretive installations should
not visually dominate or detract from the resourc-
es they are interpreting.
MINNESOTA DEPARTMENT OF TRANSPORTATION 8-13
WISCONSIN DEPARTMENT OF TRANSPORTATION
CHAPTER 9
DESIGN ELEMENTS
9.1 GRADING
9.1.1 OBJECTIVES
Roadside grading is an important determinant of visual
quality as well as soil stability, roadway safety, plant
health and hydraulic processes. Generally, roadside
grading should be done in a way that visually blends
with adjacent terrain features and promotes a sustain-
able roadside condition. First and foremost, roadside
grading needs to be safe and maintainable. Visual func-
tions of grading include view screening and buffering,
scenic view exposure, driver guidance, and integration
of the roadside into the surrounding topography. In
addition to visual considerations, roadside grading
should accommodate preservation of desirable vegeta-
tion, habitat, wetlands and other sensitive resources.
9.1.2 VQM RECOMMENDATIONS
• Configure cut and fill slopes in consideration of
preserving established native vegetation.
Shape roadside grading to blend with adjacent ter-
rain and landforms: avoid steep, uniformly shaped
cuts and fills; vary gradients over the length of the
slope; taper the outer ends of cut and fill slopes to
gradually flatter gradients; and "round off" the tops
and bottoms of slopes (Figures 9.1, 9.2, and 9.3)•
To the extent possible, use roadside areas to treat
roadway stormwater runoff; coordinate grading
with development of stormwater treatment facilities;
grade and shape treatment facilities (swales, ponds,
etc.) to have a natural appearance where practical
(Section 9.8).
• Provide roadside grades that are conducive to
rapid plant establishment, plant longevity and easy
maintenance; steep slopes are more susceptible to
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
erosion and minor slides, and are difficult to plant
and maintain; strive for side slopes of 3:1 or flatter.
Stable, maintained grades look better than those
that are not.
For quicker plant establishment and long term vigor,
follow standard Mn/DOT and WisDOT practices
and top dress graded areas with topsoil. Topsoil can
be imported soil or soil that was stripped from the
site and stockpiled for reuse. Chapter 4, Wisconsin
STH 64, specifically addresses using stockpiled top-
soil to reestablish native plant species from seed and
root stock contained in the topsoil.
Limit the use of undisturbed areas for stockpiles
and other construction activities to maintain native
vegetation.
Develop contour grading plans where landforms
other than the roadway cross-section or prism are
being depicted (i.e., at wetland sites, stormwater
treatment ponds, intersections, and interchanges).
Where there is excess material from roadway cuts
(STH 64) construct berms and other features. Mini-
mize the linear appearance of these fill areas.
9.2 SIGNS
9.2.1 OBJECTIVES
Highway signing provides necessary information in
a safe, easily comprehendible manner. The size and
location of signs and mounting structures shall be
compatible with other highway structures, lighting and
landscaping. Signs should be positioned where possible
so that they do not detract from bridge structures.
9-1
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FIGURE 9.1
RECOMMENDED SLOPE ROUNDING - ROUND OFF TOP
AND TOE OF SLOPES
Shape cuts and fills to be consistent with gradi-
ents and landforms found in adjacent terrain.
"Round off" the top and bottom of cuts and fills
to form a smooth transition between roadway
and adjacent landscape. This will:
N, " - �,_.
• Help to visually integrate the roadway into the POOR
landscape
• Create a more visually appealing roadside
Provide a safer roadside for errant vehicles
• Create grades and slopes that are easier to
revegetate and maintain
BETTER
POOR
BETTER
MINNESOTA DEPARTMENT OF TRANSPORTATION
9-2 WISCONSIN DEPARTMENT OF TRANSPORTATION
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CHAPTER 9
DESIGN ELEMENTS
FIGURE 9.2
RECOMMENDED SLOPE TREATMENT - TERRACE AND
PLANT HIGH CUT AND FILL SLOPES
T_rwp rrarc
Attenuate high steep cuts with benches or terraces
down the slope to:
• Slow water runoff and facilitate the establishment of
vegetation
• Visually blend the roadside into the adjacent
(wooded) landscape
Reduce potential for erosion and slides
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 9_3
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CHAPTER 9
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FIGURE 9.3
RECOMMENDED SLOPE GRADING - THE GRADING
PLAN BELOW SHOWS A CONSTANT SLOPE THAT DOES
NOT BLEND WITH ADJACENT TERRAIN
POOR
SPACE VISUALLY CHOPPED UP
/ 1
i
...........................................
Oz
_o
u
9_4
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
THE GRADING PLAN BELOW TAPERS THE END OF THE
SLOPE FROM THE CONSTANT 2:1 SLOPE TO THE FLAT-
TER ADJACENT TERRAIN
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CHAPTER 9
DESIGN ELEMENTS
BETTER
CONTINUITY OF SPACE PRESERVED IN CROSS-SECTION
N
IrJ
O `ti
O
MINNESOTA DEPARTMENT OF TRANSPORTATION
pp WISCONSIN DEPARTMENT OF TRANSPORTATION
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9.2.2 VQM RECOMMENDATIONS
• It is preferable to locate signs in the roadside instead
of over the roadway on structures (Figure 9.4)•
Where signs are required to be located over the
roadway, mount them on separate structures instead
of on the sides of overpass bridges (Figures 9.5 and
9.6). Overhead sign mounting structures should be
a neutral gray color.
Where it is required that signs be mounted on a
bridge overpass to serve motorists on the under -
passing road, attach the signs in an unobtrusive
manner. The top of the sign should not extend
above the top of the bridge rail, and the bottom of
the sign should not extend below the bottom of the
bridge structure (Figures 9.7 and 9.8).
FIGURE 9.4
ROADSIDE SIGN
08
Where multiple signs are required to be mounted
on bridges or sign structures, use signs that have the
same vertical dimension, and are mounted at the
same elevation.
Where local streets and roads cross over the high-
way, avoid erecting signs on the over -passing bridge
to serve the over -crossing roadway; instead, locate
signs before or after the bridge when possible.
The recommendations apply to standard road-
way signing and the supplemental signing that is
provided in the Section 1o6 MOA. Supplemental
signing is located on TH 95 NB, and TH 36 both EB
and WB approaching the TH 95 interchange. The
recommendations above should not be interpreted
to restrict the implementation of the "Downtown
Stillwater" supplemental signs.
9.3 ROADWAY LIGHTING
9.3.1 OBJECTIVES
Roadway and bridge lighting is an important design
consideration due to the setting of this project and the
river agency's concerns over the amount of light spill-
ing into the river valley.
Roadway lighting will be used at intersections along
TH 36 and the TH 36/TH 95 interchange. When traffic
volumes reach a threshold, the STH 64/STH 35-CTH E
interchange will also require lighting. Lighting is also
proposed on the main river bridge. Roadway lighting is
not anticipated on the grade separation bridges.
To simplify lighting maintenance issues, Mn/DOT uses
two types of pole -mounted lights. The first type is a
"cobra head" luminaire mounted on a round steel pole
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
"Im
FIGURE 9.5
OVERHEAD MONOTUBE SIGN MOUNTING STRUCTURE
r
16
FIGURE 9.7
BRIDGE OVERHEAD SIGN MOUNTING - FIT SIGN
WITHIN BRIDGE PROFILE
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING
CHAPTER 9
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- VISUAL QUALITY MANUAL
ROADWAY SIGN - STEEL MONOTUBE
UNIFORM HEIGHT, SIGN BRIDGE
MOUNT CENTERED
ON 5TEEL TUBE. -\
FIGURE 9.6
OVERHEAD MONOTUBE SIGN MOUNTING DIRECTIVE
FIGURE 9.8
BRIDGE OVERHEAD SIGN MOUNTING DIRECTIVE
9-7
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DESIGN ELEMENTS
with a mounting arm that curves or bends from the
top of the pole. The second light type is a rectangular
"shoebox" light fixture mounted on a square steel pole
which has the mounting arm attached at a 90 degree
angle to the pole (Figure 9.9)•
WisDOT uses a cobra head luminaire on mast arms
mounted to a round steel pole. There are no alterna-
tives in the WisDOT standard details.
The VQRC has expressed a desire to avoid "standard"
cobra head roadway lighting.
FIGURE 9.9
"SHOEBOX" LIGHT FIXTURE
9-g
9.3.2 VQM RECOMMENDATIONS
Because no final conclusions regarding roadway
lighting were agreed upon by the VQRC, the current
standard lighting practices for each respective state are
included in this document.
The shoebox lighting standard will be used in Min-
nesota where lighting is required at intersections along
TH 36. Cobra head lighting is shown on the river
bridge and in the TH 95 interchange area because its
curvilinear appearance is more in keeping with the
curved forms incorporated into the river bridge.
In the future, when roadway lighting is required at the
STH 64/STH 35-CTH E interchange, the then current
WisDOT lighting practices will be followed.
Realizing that lighting practices may change, both
WisDOT and Mn/DOT are open to re -visit roadway
lighting issues during preliminary and final design
phases of the project.
9.4 PLANTING
9.4.1 OBJECTIVES
Chapters 2, 3, and 4 discuss the use of plants in the
highway right-of-way to improve visual quality, foster
contextual integration, and mitigate view impacts. The
use of plants is a relatively straight forward and cost
effective way to achieve multiple visual and ecological
objectives on large design projects. It must be noted,
however, that the amount of planting for the St. Croix
Crossing project will be much greater than for typical
highway projects and will represent a significant up
front construction cost followed by ongoing mainte-
nance costs. Plant selection and placement, therefore,
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
need to be carefully considered with regard to cost,
visual character, plant vitality, and site suitability, and
maintenance.
The heavy use of plants in the corridor is justified for
several reasons. The VQRC expressed the desire for a
natural landscape, expressing a fondness for the ap-
pearance of the forested St. Croix River Valley, and the
pastoral landscapes of rural Wisconsin. Using land-
scape forms to provide visual quality integrates the
visual treatments into the base design. Visual quality
is not about details tacked on to a design done without
sensitivity to the context.
To the greatest extent possible, native plants should be
used to visually integrate the highway into the local
landscape context. Native plants are an intrinsic com-
ponent of the local landscape and occur throughout
residential areas, in pasture hedgerows, around kettle
ponds, and in wooded areas along the river (Figure
9.1o). Drawing from the diversity of local native species
assures that the right plant will be found for a particu-
lar situation and that variation will be achieved while
maintaining continuity with the larger regional land-
scape.
The use of native plants is appropriate on large scale
projects because they are well suited to local soil and
climate conditions. They thus fare better, and require
less maintenance than non-native plants. However,
not all native plants are suited to conditions along
highways. Poor soils, erratic soil moisture, and salt
spray contribute to a harsh growing environment.
Many of the plants that survive better along high-
ways are the "pioneer" species that initially colonize
disturbed sites —abandoned fields, flood prone areas,
newly graded areas —where soils are compacted and
soil nutrients and organic activity are low. Pioneer
plant species will establish themselves faster and have
better survivability along the highway than late succes-
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DESIGN ELEMENTS
sion species. Faster establishment implies less up front
maintenance and less chance that weeds and invasive
plants gain a foothold. Pioneer plants will also gradu-
ally improve soil and microclimate conditions to levels
more suited for a wider range of native plants that may
eventually come into an area as their seeds are carried
by wind and animals.
Plants for large scale planting and revegetation efforts
are propagated and grown mostly in nurseries where
the same species is available in a range of sizes. For
example, a red maple tree may be available as a 3400t
high whip, a 11/2-inch diameter sapling, or a 5-inch
diameter tree. Because a larger plant is taller and fuller,
FIGURE 9.10
WOODED AREA ALONG THE ST. CROIX RIVER
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CHAPTER 9
DESIGN ELEMENTS
its visual effect will be more pronounced upon initial
installation than a smaller plant of the same species.
Despite the desire for an immediate effect, it will be im-
portant to balance the use of large plant stock with cost
and plant survivability considerations. Due to the sheer
numbers of plants required for the St. Croix Crossing
project, the planting of large quantities of large plants
will not be financially prudent and it will be necessary
to install smaller plant stock throughout much of the
highway right-of-way. Smaller plants have a better rate
of survival and faster growth rate than larger plants,
which tend to endure transplant shock. It has been
shown that over time following installation, the smaller
plant will catch up to and surpass the size of the larger
plant. Larger plants should therefore be used very
selectively at specific locations where an immediate ef-
fect is essential, while small plant stock is desirable for
much of the highway corridor.
9.4.2 VQM RECOMMENDATIONS
Chapters 21 3, 4, and 7 provide design guidance for
landscape for the roadway and trail treatments. Chap-
ters 2, 3, and 4 contain tables listing suggested plants,
including trees, shrubs, grasses, etc. The enhancement
budget for the project has been set, and the landscape
treatments are part of the enhancement budget. The
size of the plant stock and the density the plantings
that are established during final design will be a func-
tion of the budget. The final designer for the landscape
plans will have to allocate the budget to most efficiently
attain the objectives described for each project seg-
ment. Larger caliper tree stock for Minnesota TH 36 in
Oak Park Heights is encouraged to dramatically alter
the visual character of the commercial corridor at the
completion of construction.
In locating plants along the highway corridor, pioneer
species can be used in areas closest to roadways such
as along TH 36 and its frontage roads where harsher
conditions will be experienced. As the distance away
9-10
from the roadway increases, such as in the open areas
at the TH 95/TH 36 interchange, a greater diversity of
successional plant species can be used.
Construction of the new highway and bridge will
require removal of existing vegetation (Figure 9.11).
Much of this vegetation consists of native tree and
shrub species of various sizes. Transplanting some of
these existing native plants to locations along the newly
constructed highway should be considered. Smaller
trees and shrubs will be easier to dig, store, and re-
plant than large plants. During the design phase of the
project, it may be desirable to inventory existing plants
in the right-of-way. This inventory could be conducted
by an experienced arborist to determine the transplant
potential of various plants and identify those that
can be dug and later planted along the new highway.
Transplanting existing plants will help perpetuate local
native plant genotypes.
FIGURE 9.11
EXISTING VEGETATION ALONG THE ST. CROIX RIVER
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
9.5 TRAFFIC BARRIERS
9.5.1 OBJECTIVES
Barriers protecting traffic from roadside obstacles that
cannot be removed from the clear zone are required
in some locations along roadways. Examples of such
obstacles are, bridge abutments and piers, overhead
sign structures, and bridge railings. Roadside traffic
barriers will be required on the bridge approaches to
the main river bridge and its ramps, as well as at the
smaller grade separated roadway bridges. Traffic bar-
riers on the approaches will tie directly into the bridge
barrier rails.
The VQRC expressed a preference for a steel box beam
guardrail design over the standard "W" shape metal
plate beam guardrail.
9.5.2 VQM RECOMMENDATIONS
Although steel box beam guardrail was preferred by
the VQRC from a visual perspective for the project,
other factors, such as maintainability and safety issues,
were not fully discussed during committee review.
Therefore, the standard "W" shape plate beam guard-
rail is described in this document and will be used in
many areas of the project.
Barrier rails on the bridges will consist of a tubular
steel rail mounted on a low concrete barrier (Figure
9.12). This applies to the river bridge, Beach Road
Bridge, and the STH 35 Bridge.
Concrete barriers, such as the P-2 barrier (Figure
9.13), will also need to be used in some other areas of
the project. For example, use the concrete barrier on
westbound STH 64 near STH 35 where the Loop Trail
is adjacent to the westbound lanes. This barrier type
will provide better safety and comfort to trail users.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL
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`,❑ 11- 11
i 4!
CONCRETE
WEARG COURSE
FIGURE 9.12
T 1 COMBINATION TRAFFIC BARRIER
FIGURE 9.13
P-2 BARRIER
9-11
MANUAL
'HAKIFER
._ YF'.)
TRAIL
RAIL
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This barrier type may also be used in areas where bluff
impacts can be reduced by incorporating the barrier to
reduce clear zone requirements (see Chapter 6). Where
a median barrier divider is required between opposing
lanes of travel a Jersey Barrier will be used.
9.6 BICYCLE/PEDESTRIAN RAILINGS
With the exception of bicycle/pedestrian railings on
bridges, bike/ped railings have been identified in only
two locations in the project. One location is along the
portion of the Loop Trail that follows the abandoned
railroad alignment on the south approach to Stillwater
along TH 95. Another location is along the trail from
Pickett Avenue into Bayport, on top of the retaining
wall. Recommendations for the railings at these loca-
tions is provided in Chapter 7, Loop Trail and Other
Trails.
Bike/ped railings occur on the St. Croix River Bridge,
described in Chapter 5. They occur on the Beach Road
Bridge, the STH 35 Bridge, and on the STH 64/STH 35-
CTH E Bridge. Those recommendations are included
in Chapter 6, Grade Separation Bridges. Pedestrian
railings are also required on the north side of the Still-
water Lift Bridge. See Chapter 8 for the description.
9.7 FENCING
9.7.1 OBJECTIVES
Highway right-of-way is often fenced to control access
and as a safety measure to deter pedestrians, bicyclists,
and animals from moving indiscriminately through the
highway right-of-way from adjacent areas. In Min-
nesota, TH 36 from the project beginning to Osgood
9-12
Avenue is not currently planned for fencing due to
the numerous business establishments and driveways
along the corridor. TH 36 east of Osgood is planned to
be fenced, as is STH 64, in Wisconsin.
For fencing right-of-way in urbanized areas, Mn/DOT
uses a 5-foot high chain link wire fabric type fence.
Through rural areas, WisDOT fences their right-of-
way with 4-foot high woven wire fabric mounted on
round wood posts. Chain link fence is used when the
right-of-way is in urban areas.
9.7.2 VQM RECOMMENDATIONS
For Minnesota sections of the project use black vinyl -
clad chain link with black vinyl -clad posts. Fences
with black vinyl coatings are less visible from adjacent
properties than galvanized coatings.
Use the standard WisDOT woven wire fencing along
the right-of-way limits, except as noted in Chapter 4,
Wisconsin STH 64, for locations where 5-foot high,
black vinyl -clad chain link fence is used.
9.8 STORMWATER TREATMENT FACILITIES
9.8.1 OBJECTIVES
Water quality is a significant concern in the devel-
opment of the St. Croix River Crossing project. To
manage the increased runoff from highway pavements,
stormwater ponds have been developed in preliminary
designs, and will be designed and constructed in the
TH 36 and STH 64 corridor. Detention and retention
stormwater ponds are drainage facilities performing
important flow regulating and pollutant removal tasks.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
In developing visual quality guidelines for stormwater
ponds, the local landscape context provides a good
design reference. Numerous naturally occurring small
lakes and kettle ponds are found throughout Stillwater
and Oak Park Heights. These water bodies have been
integrated into residential neighborhoods, parks, and
commercial developments (Figures 9.14 and 9.15). Less
frequently, kettle ponds also occur in the rural Wis-
consin landscape. Ponds and small lakes are essentially
common geologic features of the regional landscape
and are seen by local residents on a daily basis.
Natural ponds and lakes usually have gradually slop-
ing banks edged by trees and shrubs above the water
line and emergent vegetation on submerged near -
shore zones. In natural and rural areas a buffer strip
of vegetation is typical. The shape of the ponds and
lakes is irregular and varied with undulating shorelines
FIGURE 9.14
NATURALLY OCCURRING POND
MINNESOTA DEPARTMENT OF TRANSPORTATION
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and edges. Water levels may fluctuate depending upon
watershed area, ground water, and other hydraulic
conditions.
Following are brief descriptions of pond and swale
types, functions, and visual treatments.
9.8.1.1 WET FONDS
Stormwater retention (wet) ponds are designed to
hold a permanent pool of water, temporarily detain
stormwater flows, and provide a treatment function. If
hydraulically feasible, wet ponds should have irregular
undulating edges, and gradually sloped embankments
lined with riparian plants and emergent vegetation
(Figures 9.16 and 9.17). The aesthetic values of a wet
pond surpass those of a "dry" pond and their use is
recommended.
9.8.1.2 INFILTRATION PONDS
Stormwater detention (infiltration) ponds are usually
dry between storm events since they are designed to
receive, hold, and gradually release runoff. Like wet
ponds, dry ponds should be designed with undulating,
gently sloping edges and planted perimeters. Vegeta-
tion used in dry ponds should be native plants that are
able to tolerate periodic inundation and dry condi-
tions. The VQRC provided guidance that the appear-
ance of wet ponds was preferred over the appearance
of dry ponds. Chapter 4 provides guidance for creating
ponds that will maintain a portion of their volume
between rainfall events to create the desired lush ap-
pearance of a natural pond, while retaining some of
the desirable water quality characteristics of infiltration
ponds.
The project will include other types of drainage and
treatment facilities, such as swales and filter strips. The
following discusses visual treatments for other poten-
tial elements.
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Dry ponds may be designed as bioretention areas,
which offer added filtration and aesthetic benefits.
Bioretention areas are flow -regulating structures de-
void of a permanent body of water; they process water
as it flows through a shallow depressed planted area
generally containing trees, ground cover and planting
soil. Sedimentation, filtration, soil adsorption, micro-
bial decay processes, and the uptake of pollutants by
plants, render bioretention areas effective in stormwa-
ter pollutant removal. These areas can fit in existing
or proposed medians or grassy areas along roads and
parking lots.
9.8.1.3 GRASSED SWALES AND FILTER STRIPS
Grassed swales and filter strips typically are located
in medians or along the shoulders of roads. Locations
where they will occur on the project include the medi-
an of TH 36, east and west of Oakgreen/Greeley, along
the shoulders of TH 36 from TH 95 west to the project
limits, and along STH 64 from STH 35 to the eastern
limits of the project. Grassed swales convey stormwater
from an area with runoff to a pond while benefiting
water quality. Swales can detain stormwater and can
be wet or dry. Wet grassed swales maintain a volume
of water at the bottom of the trench. To improve water
quality, particulates are allowed to settle and are treated
through biological and chemical action. For better
visual character, collector swales should be designed
to emulate a natural meandering creek with variable
bottom widths, gradual side slopes, and native plants
(Figure 9.18). Dry grassed swales are designed so that
runoff infiltrates into the ground. Dry swales should be
planted with grasses and mowed periodically.
9-14
Filter strips are evenly sloped vegetated areas that treat
stormwater by filtering it through vegetation such as
grasses or woody plants. Filter strips located on soils
with high percolation rates can address water qual-
ity efficiently over a short distance, and are therefore
appropriate to use along roadways. Visually, shallow
sloping sides will help integrate the filtration strip into
the surrounding landscape. Vegetated filter strips are
designed for water quality—stormwater flows across an
area, the vegetation filters out pollutants. In turn, these
are infiltrated into the soils or used as nutrients by the
plants. A long slope length and mild gradient provide
the most efficient removal opportunities, as well as
aesthetic values.
9.8.2 VQM RECOMMENDATIONS
Because kettle ponds and small lakes are common ele-
ments seen throughout the local landscape, it is recom-
mended that highway stormwater ponds be designed,
to the extent possible, to have the appearance of these
naturally -occurring geologic features (Figures 9.19 and
9.20) as long as the flow regulating and pollutant re-
moval requirements are satisfied. Using natural ponds
and lakes as models, highway stormwater ponds will
appear less obtrusive and foreign than typical detention
and retention ponds (Figures 9.21 and 9.22). A natural-
istic character will help to visually integrate the ponds
and swales with the larger landscape context.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
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VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 9
DESIGN ELEMENTS
FIGURE 9.15
NATURALLY OCCURRING PONDS MAP
9-15
Gently Sloping Water Level
Pond Edge I Fluctuates
Riparian Shrubs Emergent
& Trees Vegetation
FIGURE 9.16
RECOMMENDED WET POND SECTION
FIGURE 9.17
SMALL LAKE IN PROJECT AREA
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 9
DESIGN ELEMENTS
FIGURE 9.18
GRASSED DRAINAGE SWALE
FIGURE 9.19
RECOMMENDED
STORMWATER POND TREATMENTS-1
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION 9-17
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
Rrl'
FIGURE 9.20
RECOMMENDED
STORMWATER POND TREATMENTS-2
FIGURE 9.21
NON -RECOMMENDED
STORMWATER POND TREATMENTS-1
CHAPTER 9
DESIGN ELEMENTS
FIGURE 9.22
NON -RECOMMENDED
STORMWATER POND TREATMENTS-2
9.9 COMMUNITY GATEWAY AREAS
-�' 9.9.1 OBJECTIVES
TH 36, TH 95, and the new portion of STH 64 pass
through or near a number of established communities.
Highway access to and from these communities will
be provided at interchanges and intersections. These
areas should be recognized as community entryways
or "gateways", and as such, may benefit from special
design consideration.
Community gateways are typically developed in open
areas at roadway intersections. Gateways provide an
opportunity to convey the identity or character of a
community with design elements such as landscaping,
signage, and public art (Figures 9.23, 9.24, 9.25, and
9.26). Certain elements of a gateway may be seen at
high speeds from the mainline highway, but most ele-
ments are typically discernable at lower speeds at inter-
sections with the local street (e.g., Oakgreen Avenue)
9-18 MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
FIGURE 9.23
COMMUNITY GATEWAY EXAMPLE - MONUMENTS
FIGURE 9.24
COMMUNITY GATEWAY EXAMPLE - SIGNS
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 9
DESIGN ELEMENTS
FIGURE 9.25
COMMUNITY GATEWAY EXAMPLE - SCULPTURES-1
FIGURE 9.26
COMMUNITY GATEWAY EXAMPLE - SCULPTURES-2
9-19
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 9
DESIGN ELEMENTS
or arterial (e.g., STH 35). Design elements and features
found throughout the adjacent community such as
boulevard trees and decorative lights may be incorpo-
rated into the gateway. While distinctive local design
components comprise the gateway, a certain degree of
design continuity should be maintained throughout
the highway corridor.
There are limitations on the types of gateway fea-
tures that can be located on state right-of-way. Local
right-of-way will provide more options and flexibility.
Development of a community gateway may require an
agreement between the local community and the DOT.
The community must be willing to assume the cost for
maintenance of gateway elements. Certain safety and
operational considerations such as sight distance and
clear zone requirements must also be met. Gateway
elements must not present a safety hazard or create a
visual distraction to motorists.
State entry signs for both Minnesota and Wisconsin
will be provided with this project. These state entrances
will use state-wide standards for consistency with other
entries to the states.
During development of this manual, concepts and pos-
sibilities for community gateways were discussed with
the VQRC for the development of gateways at desig-
nated locations. It is understood that each community
will need to conduct a separate process to help develop
the design for its respective gateway area.
9.9.2 VQM RECOMMENDATIONS
GATEWAY LOCATIONS
Possible community gateways have been identified for
the following five locations along the project corridor,
and two locations for state entry gateways. It is envi-
sioned that each city would have one gateway location.
9-20
LOCATIONS
COMMUNITY
TH 36 and
Oakgreen Intersection
Oak Park Heights
TH 36 and
Osgood Intersection
Oak Park Heights
TH 36 and
TH 95 Interchange
Stillwater
(Figure 9.27)
TH 95liff-
Bayport
STH 64 and STH 35/
CTH E Interchange
St. Joseph
(Figure 9.28)
TH 36 near TH 95
Minnesota State Entry
STH 64 near STH 35
Wisconsin State Entry
DESIGN THEME
The identification of an overall design concept or
"theme" that reflects the local community's character or
identity will be important to the creation of a gateway
that conveys something about the place. Communities
may associate their identity with any number of his-
toric, cultural, and natural events and features. Themes
are specific to the place or area, locally recognizable,
and may be based on the following:
BIO-REGIONAL FEATURES
• Native flora and plant communities:
oak savanna, prairie, marsh
• Native animals
• Geomorphology: lakes, ponds, creeks, rivers
• Weather: wind, snow, ice
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
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CHAPTER 9
DESIGN ELEMENTS
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
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DESIGN ELEMENTS
FIGURE 9.27
POTENTIAL GATEWAY LOCATIONS - STILLWATER
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DESIGN ELEMENTS
VQM
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 9
DESIGN ELEMENTS
FIGURE 9.28
POTENTIAL GATEWAY LOCATIONS - ST. JOSEPH
9-23
CULTURAL FEATURES AND CHARACTERISTICS
Historic places and events
Native American heritage
Ethnic heritage
Festivals and special events
• Past and present economic activity —fishing, log-
ging, tourism, etc.
• Science and technology
• Recreation and sports
It is beyond the scope of this VQM to develop these
community themes. A locally lead effort will be
required to incorporate this design element. Local
community ownership of the design theme for each
community gateway is vital for local acceptance and
integration of this design element into each commu-
nity. Ideally, the different elements that can be uti-
lized —plants, patterns, sculptures, etc. —all relate to the
selected design theme.
POSSIBILITIES AND PARAMETERS
Symbolic representations of events and features with
which community groups identify can be portrayed
in murals, sculptures, signs, etc. Other elements, like
plants, trees, and historic artifacts, can be physically
incorporated into the gateway. A directed view of a fea-
ture or vista is another way to incorporate community -
identifying elements into the design of a gateway.
Large open space areas associated with interchanges
and intersections may provide opportunities for unique
landscapes, public art, signs, and pedestrian amenities.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIx RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
CHAPTER 9
DESIGN ELEMENTS
Elements such as earth forms, sculpture, plants, water,
and signage can provide visual and physical connectiv-
ity with park and open space areas located elsewhere
in the community. The landscape vocabulary found
along local streets and in parks can be carried into and
through community gateway areas.
The community gateways should have internal cohe-
sion and possess a certain amount of visual conti-
nuity with the highway corridor. Careful design of
transitional or "blended" areas between the highway
mainline and gateway is recommended to help main-
tain visual continuity. Gateway features and elements
should not become a collection of incoherent objects.
Integrated by a design theme, the gateway landscaping,
sculpture, signage, patterns, etc., should work together
compositionally to reinforce and complement each
other. Gateway features will be more readily perceived
and have their greatest effect in areas where motorists
are traveling at lower speeds.
In Chapters 2, 3, and 4, landscape concepts are de-
scribed for the intersection of TH 36 and Oakgreen/
Greeley, and for the interchanges of TH 36 and TH
95, and STH 64 and STH 35/CTH E. These landscape
concepts are based upon local landscape characteristics
and features and are intended to promote development
of a contextual landscape treatment of the highway
corridors. Although the concepts are generalized, the
designs work as large-scale gateways to the local com-
munity and should be considered as a backdrop or
foundation for more articulated gateway designs that
are eventually developed through a process with the
local community.
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9.10 RETAINING WALLS
9.10.1 OBJECTIVES
Retaining walls with their large vertical exposure and
proximity to roadways on most projects are usually
dominant visual elements. On the new St. Croix River
Crossing project, the only retaining wall that is not
associated with a bridge or the bridge's wingwalls is the
retaining wall supporting the pedestrian/bicycle trail
to Bayport, west of TH 95. This wall is shown in Figure
3.13.
The east abutment of the St. Croix River Bridge will
have wingwalls that are as much as 25 feet tall, and
extend approximately 50 feet. The wingwalls will be tri-
angular in shape, as the slope of the bluff rises to meet
the roadway profile. Treatments for these wingwalls
is described in Chapter 5, New River Crossing. These
walls are not visible from any roadway, the river, or any
other vantage point that has been identified. They are
heavily screened by trees on the Wisconsin Bluff.
The southeast corner of the Water Treatment Plant Ac-
cess Road Bridge has a retaining wall approximately 25
feet tall, at its maximum height, and approximately 250
feet long. The visual treatment for this retaining wall is
described in Chapter 6, Grade Separation Bridges. This
retaining wall is well screened from TH 95 and other
vantage points by vegetation and grading (the wall is
in a narrow cut section created for the extension of the
railroad tracks).
9.10.2 VQM RECOMMENDATIONS
Where possible, the final design of profiles and cross -
sections should eliminate and minimize other retain-
ing walls to the extent possible. The proximity of the
frontage roads to TH 36 and the right-of-way limits in
Oak Park Heights may require sections of low retaining
9-26
walls to accommodate the design criteria for the road-
ways and minimize the construction impacts. Where
walls occur, use simulated limestone masonry with the
color, texture, and pattern of the retaining wall on TH
95 south of Stillwater shown in Figure 5.4. The theme
of natural stone and the color of the Stillwater retaining
wall is used throughout the project.
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
CHAPTER 10
NEXT STEPS/IMPLEMENTATION
The production of the Visual Quality Manual (VQM)
for the New St. Croix River Crossing is an important
step in a continuing public input and decision -making
process. To maximize the benefits of this public plan-
ning process and to provide continuity so the deci-
sions made and the intent expressed are not lost as the
project moves into the preliminary design, final design,
and construction phases, continuing coordination with
agencies and stakeholders is planned.
10.1 VISUAL QUALITY ADVISORY COMMITTEE
To maintain continuity and ensure that the guidance
and intent provided during the planning process is
conveyed to future project participants, a Visual Quali-
ty Advisory Committee will be formed. Advisory Com-
mittee members will be made up of a smaller group of
VQRC and include communities on both sides of the
river and National Park Service representatives. The
Advisory Committee will work with the DOTs and
designers to provide input, comment, and review as
project design and construction phases develop.
Several specific issues related to visual quality were
beyond the scope of this VQM and will need to be
addressed by the Advisory Committee. Issues will
continually be identified and addressed during detailed
design and construction phases. Examples of antici-
pated details include: selection of colors, materials, and
surface finishes; development of an interpretive plan;
and loop trail amenities.
Some visual quality details will require local govern-
ment efforts and decisions, and may require coopera-
tive funding and maintenance issues. For example,
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
ST•CROIX RIVER CROSSING PROJECT - VISUAL QUALITY MANUAL
local community design input and a maintenance com-
mitment will be needed to address details for gateway
features or gateway signage.
Per the MOA, by March 1st of every year, annual report
shall be submitted to the Visual Quality Advisory
Committee detailing the VQM measures carried out.
The annual report will describe all actions taken by
FHWA, Mn/DOT, and WisDOT during the preceding
year to implement this VQM, identify any problems
or unexpected issues encountered during the year, any
disputes and objections submitted or resolved, any
changes recommended in implementation of the VQM,
and any scheduling changes. The annual report will
also include a timetable of VQM activities proposed for
implementation within the following year or two.
10.2 DESIGN AND CONSTRUCTION
Five major work categories are expected with the con-
tinued development of the project. The major catego-
ries are:
Preliminary Bridge Design
Final Bridge Design
Final Roadway Design
Construction - Grading, Paving, and Bridges
Construction — Landscape
The number of separate design and construction stages
has not been determined at this time, but there may
be multiple packages. Landscape design and construc-
tion are traditionally accomplished after roadway and
bridge construction contracts are completed.
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10.3 AESTHETIC ENHANCEMENT BUDGET
The SFEIS Mitigation Package provides budget for the
visual and aesthetic enhancements for the project. For
cost estimating purposes the project is divided into
four parts, and budgets for each part have been estab-
lished. The four parts are:
Part 1- TH 36 from TH 5 to Osgood Avenue
Part 2 — TH 36 from Osgood Avenue to River Bridge
Part 3 — Wisconsin Approach
Part 4 — River Bridge
Construction cost estimates are subject to continuing
refinement and adjustment as the design progresses
and more information becomes available, therefore, the
aesthetic enhancement budget is based on a percent-
age of the base project cost. The aesthetic enhancement
budget for most of the project is 7.5%, except where
lump sum amounts have been established. The com-
mitment for aesthetics on the River Bridge is different
than for the other parts of the project and is capped at
$3 million, in recognition that selecting a bridge type
different than the most economical structure type pro-
vided an enhancement already in excess of 7.5%.
Parts 1, 2, and 3 - (7.5% of estimated construction cost)
Part 4 - $3,000,000 (Lump Sum)
Cost for aesthetic enhancements will be monitored at
each level of design refinement, and the associated cost
will be reconciled with the budgets. It is anticipated
that the Visual Quality recommendations will fall
within the planned budget, however, if the budget is
surpassed, priorities will need to be set by the DOTs or,
if possible, alternate funding sources identified.
10-2
10.4 VQRC INTENT FOR RIVER SPANS
The VQRC provided direction on the following topics:
A haunched superstructure option is not acceptable
to the VQRC and will not be considered for the river
spans of the new bridge.
The "Organic" concept for the river spans was selected
in the visual quality planning process. This concept and
its attributes, represents the light and elegant character
desired for the river bridge. The "Organic" concept was
initially developed with two columns at each of the
river piers. Investigation of extradosed bridges around
the world indicated the need for additional vertical
support at each of the piers. The concept was revised to
include a third column at each pier to ensure adequate
structural support and appropriate load distribution
to the pier towers. While there has been a great deal
of discussion centered around the desire to retain the
two -column pier, the structural design within the vi-
sual quality process indicates the necessity of the third
column. It is important to note, there are no examples
of extradosed bridges with a two -column pier design
and a bridge width similar to St. Croix in the world.
Therefore, the three -column pier is carried forward in
the Visual Quality Manual.
There is recognition of the visual preference for a
two -column pier to maintain the "simple and elegant"
appearance of the "Organic" design concept. A future
contract for preliminary bridge design will further
investigate the feasibility of a two -column pier design.
It should be noted that modifications to accommo-
date a two -column pier arrangement, if structurally
achievable, will impact the overall appearance of the
MINNESOTA DEPARTMENT OF TRANSPORTATION
WISCONSIN DEPARTMENT OF TRANSPORTATION
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CHAPTER 10
NEXT STEPSAMPLEMENTATION
"Organic" bridge concept. Visual impacts may in-
clude: introducing more massive pier columns, adding
considerably more depth to the lateral cross beams
between the pier columns, or losing the symbolic
relationship of the bridge to the environment. Struc-
tural integrity, constructability, and serviceability will
be evaluated during the preliminary bridge design.
Visual impacts and proposed modifications will also be
reviewed during this phase of project development.
10.5 VQRC INTENT FOR LANDSCAPE
Two primary themes were repeated in the guidance on
almost every landscape concept developed:
Include as many trees as budget and operational
requirements allow. This includes seeking public/
private partnerships, in Oak Park Heights, which
has very limited space along TH 36, to place trees
outside of the right-of-way. Ownership and mainte-
nance responsibilities of the trees would then belong
to the property owners.
Reduce straight lines and speed encouraging treat-
ments. This guidance is reflected primarily in the
edge planting treatments, and the treatment of the
trails, which are viewed as recreational features and
not commuter type facilities. Meandering of the
trails, both horizontally and vertically, is encouraged
wherever right-of-way will allow. This guidance
is also reflected in steps taken to narrow the field
of view on the roadways, to encourage moderate
speeds, where appropriate and applicable.
MINNESOTA DEPARTMENT OF TRANSPORTATION 10-3
WISCONSIN DEPARTMENT OF TRANSPORTATION