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Bridgeview Park
Master Plan Update
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Bridgeview Park I Master Plan Update
Acknowledgements
City of Stillwater City Council
City of Stillwater Planning Commission
City of Stillwater Parks Commission
Bill Turnblad
Abbi Wittman
Shawn Sanders
Todd Clarkowski
Kevin Western
Molly Shodeen
Kent Skaar
Ann Pung-Turwedo
Tim Mason
Chris Willger
Ellen Denzer
Amanda Engesether
Susan Hoyt
Carolyn Barrette
Todd Streeter
City of Stillwater, Community Development Director
City of Stillwater, City Planner
City of Stillwater, Public Works Director
Minnesota Department of Transportation
Minnesota Department of Transportation
Minnesota Department of Natural Resources
Minnesota Department of Natural Resources
Washington County
Wisconsin Department of Transportation
Wisconsin Department of Natural Resources
St. Croix County (Wisconsin)
St. Croix County (Wisconsin)
St. Joseph Township (Wisconsin)
St. Joseph Township (Wisconsin)
Greater Stillwater Area Chamber of Commerce
Downtown Stillwater Business Owners
Lower St. Croix Marina Managers
Stillwater Residents
MASTER PLAN UPDATE I i
Table of Contents
1. Introduction 1-1
Regulatory Context 1-4
1998 Master Plan Highlights 1-6
Public Involvement 1-8
Related Planning and Design 1-9
2. Site Characteristics 2-1
Natural Resources Context 2-2
Cultural Resources Context 2-4
Existing Site Conditions 2-6
3. Master Plan 3-1
Site Program and Design 3-2
Transient Dock Study 3-10
Potential Activity Programming and Partnerships 3-14
4. Implementation 4-1
Appendices
Appendix A - Cost Estimates
Appendix B - Dock Needs' Analysis
Appendix C - Municipal Dock Options
ii I BRIDGEVIEW PARK
List of Figures
Figure 1 Project Location Map
Figure 2 Aerial Photo of Project Site
Figure 3 Aerial Photo of Downtown Stillwater
Figure 4 Lower St. Croix Riverway Overview Map (MnDNR 2002)
Figure 5 Original Visitors Center Concept Sketch
Figure 6 Environmental Issues Matrix
Figure 7 Stillwater Public Library
Figure 8 Stillwater City Hall
Figure 9 Lift Bridge and Lowell Park
Figure 10 Hersey & Bean Lumber Company Sawmill , c. 1875
Figure 11 Historic Sawmill Stone Wall
Figure 12 Relocated Historic Bergstein Buildings
Figure 13 St. Croix Crossing Project Loop Trail (MnDOT)
Figure 14 Bridgeview Park Property Shoreline Looking North
Figure 15 Natural Resources Context Map
Figure 16 Cultural Resources Context Map
Figure 17 Existing Conditions Plan
Figure 18 St Croix Trail (TH 95/TH 36) Looking North
Figure 19 South Park Access Drive Under Construction
Figure 20 Shoreline Path Looking North
Figure 21 Center Clearing Looking North
Figure 22 Center Clearing Looking South
Figure 23 Historic Bergstein Buildings
Figure 24 Downtown Approach near St. Croix Boat & Packet
Figure 25 Downtown Approach Adjacent Municipal Parking Lot
1-2
1-3
1-3
1-5
1-6
1-7
1-8
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1-11
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2-7
2-9
2-9
2-10
2-10
2-11
2-11
2-12
2-12
MASTER PLAN UPDATE I iii
Figure 26 Recreational Trails
Figure 27 Bridgeview Park Master Plan
Figure 28 Bridgeview Park Master Plan - Southern Area
Figure 29 Bridgeview Park Master Plan - Central Area
Figure 30 Bridgeview Park Master Plan - Northern Area
Figure 31 Site Cross Section A
Figure 33 Site Cross Section C
Figure 32 Site Cross Section B
Figure 34 Site Cross Section D
Figure 35 Site Cross Section E
Figure 36 St. Croix Boat &Packet Dock
Figure 37 Alternative Dock Location Assessment Map
Figure 38 Alternative Dock Location Assessment Matrix
Figure 39 Paddling
Figure 40 Shakespeare in the Park
Figure 41 Bridgeview Park Phasing Plan
3-1
3-3
3-5
3-6
3-7
3-8
3-8
3-8
3-9
3-9
3-10
3-12
3-13
3-14
3-14
4-1
iv I BRIDGEVIEW PARK
1. Introduction
Located on the western shoreline of the scenic St. Croix
River, Bridgeview Park offers a unique opportunity to
experience nature while the urban amenities and charm
of Downtown Stillwater. In the recent past, the park
property has been variously referred to as the "Aiple
Property" and the "Barge Terminal Property." The City
of Stillwater last prepared a master plan for the "Aiple
Property" in 1998, which also included planning for
Kolliner Park located across the river. A number of factors
Regulatory Context
1998 Master Plan Highlights
Public Involvement
Related Planning and Design
led the City to embark upon an update to the previous
plan including anticipated mitigation projects from the
Minnesota Department of Transportation's (MnDOT)
St. Croix Crossing project and community interest in
improving recreational boating access. The property
also has numerous historical resources from the 19th
century industrial uses that could enrich the experience
of the park through interpretive exhibits.
MASTER PLAN UPDATE I 1-1
Introduction
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Figure 1 Project Location Map
1-2 I BRIDGEVIEW PARK
Introduction
Figure 2 Aerial Photo of Project Site
Figure 3 Aerial Photo of Downtown Stillwater
MASTER PLAN UPDATE I 1-3
Regulatory Context
As part of the legislation designating the St. Croix
as a National Wild and Scenic River, the Cooperative
Management Plan (2002) was developed to guide
stewardship of the river and its surroundings.
Geographically, the overall plan addresses the river
extents from Taylors Falls extending south to Prescott
where it converges with the Mississippi River. Stillwater
sits within the section of the river designated as an"active
social recreation area." It is also designated as a "State
Zone,"which is managed cooperatively by the Minnesota
Department of Natural Resources (MnDNR) and the
Wisconsin Department of Natural Resources (WiDNR).
North of Stillwater, the river transitions into a "moderate
recreation" area and then a "quiet waters" area, which
is managed by the National Park Service. See Figure 4
for an overview map of the Riverway. In addition, other
federal, state, and local agencies have jurisdiction and
permitting authority. See Figure 6 for a comprehensive
matrix outlining regulatory responsibilities.
1-41 BRIDGEVIEW PARK
St. Paul •
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4.5
Regulatory Context
Taylors Falls St. Croix Falls
Minnesota Interstate
State Park
Cedar
Bend
William O'Brien
State Park
Marine on•
St. Croix
Stillwater •
Bayport •
Lakeland
Wisconsin Interstate
State Park
• Osceola
St. Croix Islands
Wildlife Area
64
Somerset
QUIET WATERS
(main channel)
NATURAL WATERS
(backwaters)
MODERATE
RECREATION
(main channel)
b4 Federal Zone NATURAL WATERS
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Figure 4 Lower St. Croix Riverway Overview Map (MnDNR 2002)
ACTIVE
SOCIAL
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St. Croix River
Lower St. Croix NSR
Major Highways
MASTER PLAN UPDATE I 1-5
1998 Master Plan Highlights
The original Aiple Property Master Plan (1998)
incorporated extensive public input through open
houses and survey questionnaires. While that process
occurred sixteen years ago, many of the same issues
and sentiments are still relevant. A major component of
the plan which is no longer possible was the potential
to renovate and re -use the Terra Terminal industrial
building on site, formerly used to store fertilizer, as a
public Visitor Center. That building, formerly located
at the north end of the park property, was removed
as part of mitigation for the St. Croix Crossing Project.
In summary, the following lists highlight the public's
sentiment about the park at the time, which eventually
lead to a preferred plan that was adopted by the City
Council.
Figure 5 Original Visitors Center Concept Sketch
Frequently Mentioned Issues and Concerns:
• Preservation of views/landscape
• Environmental issues
• Preservation of heritage
Preferred Uses:
• Walking connection to Downtown
• Hiking trails
• Native plantings/wildflowers
• Picnic shelter
• Biking trails
1-61 BRIDGEVIEW PARK
1998 Master Plan Highlights
Environmental Issues
Agencies
EDERAL
`.
U.S. Coast Guard
•
,
U.S. Army Corp of Engineers
•
•
,
Federal Emergency
Management Agency (FEMA)
•
,
U.S. Department of Interior
National Park Service
Fish and Wildlife Service
•
•
•
•
•
Natural Resource Conservation
Service (NRCS; formerly SCS)
•
Advisory Council on
Historic Preservation
•
•
TAT E
Minnesota Pollution
Control Agency
•
•
•
•
•
,
Minnesota Department
al rt Resources
NaturWisconNatu
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•
•
•
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asin Departl Re ou ces ment of
•
•
•
•
•
•
•
•
•
•
,
Minnesota Board of
Water and Soil Resources
•
•
Lower St. Croix Management
Commission (LSCMC)
•
•
•
•
•
•
,
Boundary Area Commission
•
•
•
•
•
Tribal Historic Preservation
(Minnesota and Wisconsin)
•
,
•Office
State Historic Preservation
Office (Minnesota and Wisconsin)
•
,
Minnesota Environmental
Quality Board
•
,
' EGIONAL/LOCAL
Metropolitan Council
•
Washington County (Minnesota)
•
•
St. Croix County (Wisconsin)
•
•
•
•
•
•
•
•
•
•
•
•
•
,
City of Stillwater
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•
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Water Management Organizations
•
•
•
•
•
,
Soil and Water Conservation
Districts (SWCD)
•
•
•
•
,
Figure 6 Environmental Issues Matrix
MASTER PLAN UPDATE I 1-7
Public Involvement
Initiated in the summer of 2014, the master plan update
unfolded over an approximately six month period.
The City and its consultant team coordinated with
numerous agencies, commissions, the local business
community, and the public to refresh the previous plan
according to the current circumstances and the City's
related downtown planning efforts. Through the public
involvement process, a list of primary goals emerged
that should guide future development of the park
property over time.
Figure 7 Stillwater Public Library
Primary Master Plan Goals:
• Improve convenient access to the park by car, boat,
bike, and on foot.
•Capitalize on the park's proximity to downtown
to welcome park visitors to the greater Stillwater
community.
• Respect the scenic character of the river.
• Re -envision opportunities for the site's historical
resources to become more accessible and engaging.
• Extend active recreation opportunities through trail
linkages.
• Provide flexible spaces for public gathering and
potential park programming.
Figure 8 Stillwater City Hall (Patch.com)
1-8I BRIDGEVIEW PARK
Related Planning and Design
It is a dynamic period of planning and design for
Downtown Stillwater and the St. Croix River vicinity.
The implementation of the St. Croix Crossing project
has reach beyond the primary river crossing bridge and
highway design that includes a number of mitigation
measures that have relevance for the future development
of Bridgeview Park as outlined in the list at right. In
addition, the City has been developing plans for several
years in conjunction with MnDNR for a potential public
boat launch in the park. Lastly, the Greater Stillwater
Chamber of Commerce and local business community
has initiated a downtown revitalization effort that seeks
to identify opportunities that will make the downtown
commercial district a vibrant destination for residents
and visitors in addition to growing the economic base
of the community.
Figure 9 Lift Bridge and Lowell Park
St. Croix Crossing Mitigation Measures:
•Removal of the Terra Terminal building
• Kolliner Park: removal of non -historic elements to
allow reversion to a "natural state"
• Riverway interpretation
• Public boat access study
•Completion of the loop trail system including
grading of the municipal barge facility property
• Recreation, education, and Riverway restoration
• Lift Bridge pedestrian/bicycle conversion
• Historic resources study and stabilization
• Relocation of historic Bergstein buildings to site
(adapted from St. Croix Crossing Project SFEIS, 2012)
MASTER PLAN UPDATE I 1-9
Related Planning and Design
Figure 10 Hersey & Bean Lumber Company Sawmill , c. 1875
(Minnesota Historical Society)
Figure 12 Relocated Historic Bergstein Buildings
Figure 11 Historic Sawmill Stone Wall
1-101 BRIDGEVIEW PARK
Related Planning and Design
411014
PHASE 2
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Figure 13 St. Croix Crossing Project Loop Trail (MnDOT)
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VIA MNDOT
LETTING JUNE 26, 2015
—DRAINAGE
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CITY OF STILLWATER PARKING LOT TO
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MASTER PLAN UPDATE 11-11
Related Planning and Design
This Page Left Intentionally Blank
1-12 I BRIDGEVIEW PARK
2. Site Characteristics
Natural Resources Context
Cultural Resources Context
Existing Site Conditions
Located south of Downtown Stillwater, the Bridgeview
Park property is approximately 20 acres in size -
approximately 3600ft. (north to south) by 250feet (east to
west). In some locations, it is as narrow as approximately
125 feet. The northern edge of the property, near the St.
Croix Boat & Packet business, is approximately N mile
from the Lift Bridge at the terminus of Chestnut Street.
The southern edge of the property is approximately one
mile from the Lift Bridge.
Figure 14 Bridgeview Park Property Shoreline Looking North
Situated at a bend in the river, the site has expansive
views of the river valley upstream and downstream
where vegetation is thinned along the shoreline. The St.
Croix Boat & Packet dock and Lift Bridge in the distance
are prominent visual features looking north. Sunnyside
Marina is located south of the site, and the new main
river bridge will be visible in the distance also. The
location will afford a unique opportunity to observe the
two bridges from a single vantage point amidst the lush
foliage of the surrounding bluffs.
MASTER PLAN UPDATE 12-1
Natural Resources Context
The Bridgeview Park property is a thin strip of deciduous
floodplain forest at the base of tall limestone bluffs
immediately west of St. Croix Trail (TH 95/TH 36). The
terrain in the park is steep and varied in many locations,
primarily along the park's western edge where it abuts
St. Croix Trail. The highway and old railroad alignment
were constructed on man-made "benches" within this
rugged terrain. Groundwater is often seen seeping
through the rock face and a number of historic limestone
and concrete walls dating from the site's sawmill period
still retain grade.
The site elevation ranges from approximately 733 (above
sea level) at the south end near the highway to 676 along
the shoreline (according to recent aerial photography).
The 100 Year Floodplain elevation according to current
FEMA flood insurance mapping is approximately 693.
It is common for portions of the site to experience
seasonal flooding. The natural terrain is a significant
visual feature and future park development should take
care to minimize and mitigate potential impacts.
Floodplain tree species present in this area include black
willow, silver maple, box elder, and eastern cottonwood.
Vegetation on the site has been disturbed significantly
by past land use. Currently, dense tree stands and
undergrowth line the western edge of the site clinging
to steep slopes. Vegetation along the shoreline is also
fairly dense except in the center of the site where the
shoreline was recently engineered and stabilized for
the relocation of the historic Bergstein buildings. Future
park improvements could include restoration and
interpretation of floodplain forest and meadow areas to
enrich the public's understanding of the site's inherent
ecology.
Wildlife in the vicinity includes species on land, in the
air, and in the water. Protected bird species nearby that
were identified in the St. Croix Crossing Project area
include Swallows, Ospreys, Peregrine Falcons, and Bald
Eagles. Mussel populations and fisheries exist within the
St. Croix River. The St. Croix Crossing Project identified a
number of threatened and endangered mussel species
in the project area. Mussel habitat tends to be best in the
shallow"wave wash" zone near the river bank. If the City
elects to proceed with development of a new transient
dock, detailed exploration of the river bottom will be
important to avoid any potential habitat impacts and
also provid a basis for the design of dock anchorages.
2-2 I BRIDGEVIEW PARK
Natural Resources Context
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MASTER PLAN UPDATE 12-3
Cultural Resources Context
The Bridgeview Park property is rich with 19th century
Stillwater history. It is set within the recently recognized
South Main Archaeological District on the National
Register of Historic Places (NHRP). One hundred and fifty
years ago, it was not a place to recreate - it was a place of
industry. The area was home to a huge sawmill complex
known as the Northwestern Mill, operated by the Hersey,
Bean, and Brown Company. Archaeological study
conducted for the St. Croix Crossing Project refers to this
as the Hersey -Bean Sawmill. The mill was built in 1853
and by 1881 it employed 225 men and could produce
18 million board feet of lumber a year. Rising production
costs, diminishing supplies of timber and increased
distances to markets contributed to the mill's closure
in 1904. By 1910, nearly all of the structures associated
with the operation had been dismantled, however a
few stone and brick foundations can still be found on
the park property. These "ruins" offer an opportunity to
provide a window on a unique aspect of Stillwater's past
through development of a coordinated interpretive plan
along the proposed trails in the park. Additionally, the
park is included within the Stillwater Cultural Landscape
District and a gateway to the Stillwater Commercial
2-41 BRIDGEVIEW PARK
Cultural Resources Context
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Figure 16 Cultural Resources Context Map
MASTER PLAN UPDATE 12-5
Existing Site Conditions
MnDOT is in the process of reconstructing St. Croix Trail
(TH 95/TH 36) adjacent the southern portion of the site
and the south access drive to the parkwhich will be shared
with Sunnyside Marina. The site is currently accessed
from the north via a bituminous drive extending from
the municipal parking lot which eventually changes to a
gravel road within the park property. The existing drive
is narrow and often congested with parked cars along
the shoreline. MnDOT's Loop Trail Project will construct
trails through the park that extend from the new main
river bridge through the tight downtown approach area
north of the park property to Nelson St and Lowell Park.
The railroad route through the site parallels St. Croix
Trail on the east side. Moving from south to north, the
railroad grade becomes further below the elevation of
the highway - separated by steep slope. MnDOT will
construct a pedestrian/bicycle trail along the old rail
alignment as part of the Loop Trail Project. The rails
of the former railroad line are still in place, but will be
removed as part of the trail construction.
Several businesses are clustered near the north end
of the property including St. Croix Boat & Packet,
which operates tour boats, the Dock Cafe, the Brick
Alley restaurant, and a handful of other tenants in the
buildings near the municipal parking lot. The Oasis
Cafe is located across St. Croix Trail approximately
mid -way along the length of the site. St. Croix Boat &
Packet provides transient dock slips to the public for a
fee adjacent to the larger riverboat docking areas. The
municipal lot charges fees for parking.
2-6 I BRIDGEVIEW PARK
Existing Site Conditions
Figure 17 Existing Conditions Plan
Dock Cafe
Existing Municipal Parking
Riverboat &Transient Dock
St. Croix Boat & Packet
Relocated Historic Bergstein Buildings
and Shoreline Stabilization
Oasis Cafe
Bridgeview Park Kolliner Park
Highway Reconstruction
(Shown in Blue Lines)
100 Year Flood Line (Approx. El. 693)
Downtown
Stillwater
Lift Bridge
Note:
City -owned parcels are
highlighted in red.
MASTER PLAN UPDATE 12-7
Existing Site Conditions
This Page Left Intentionally Blank
2-81 BRIDGEVIEW PARK
Existing Site Conditions
Figure 18 St Croix Trail (TH 95/TH 36) Looking North
Figure 19 South Park Access Drive Under Construction (by MnDOT)
MASTER PLAN UPDATE 12-9
Existing Site Conditions
Figure 20 Shoreline Path Looking North
Figure 21 Center Clearing Looking North
2-10 I BRIDGEVIEW PARK
Existing Site Conditions
Figure 22 Center Clearing Looking South
Figure 23 Historic Bergstein Buildings
MASTER PLAN UPDATE 12-11
Existing Site Conditions
Figure 24 Downtown Approach near St. Croix Boat & Packet Looking North
Figure 25 Downtown Approach Adjacent Municipal Parking Lot Looking North
2-12 1 BRIDGEVIEW PARK
3. Master Plan
Site Program and Design
Transient Dock Study
Potential Activity Programming and Partnerships
By virtue of its scenic location and proximity to
downtown, Bridgeview Park has the potential to offer
a diverse array of recreational experiences. To make the
park attractive and truly accessible to the public, the
design should consider a broad cross section of potential
users and anticipate how they might interact. Bicyclists,
walkers, boaters, anglers, artists, and others will have
both common and unique needs. Out of town visitors
and residents will have greatly different perspectives.
Figure 26 Recreational Trails
Additionally, seasonal conditions such as flooding in
low areas or trails cleared of snow will heavily influence
the park's use year round. All design features will
be required to meet Americans with Disabilities Act
(ADA) requirements. Lastly, a commitment to ongoing
maintenance and upkeep of physical investments will
ensure that park visitors perceive a high level of care
creating a quality overall experience.
MASTER PLAN UPDATE 13-1
Site Program and Design
The overall plan responds to the site's existing features
and the trail system. It is likely that the park will serve as
a primary trailhead and orientation point for the St. Croix
Crossing Loop Trail. At the same time, the park will be a
destination in and of itself with primary features spread
out along its length. By clustering related activities
within different zones of the park, pressure between
different user groups will be minimized.
The southern zone's primary focus is boating access
with supporting parking areas. A fishing pier would
complement the boat launch and a small clearing
alongside the lower loop trail provides an informal
picnic area.
The central zone is only accessible by bicycle or on foot,
and on most days would be geared towards passive
recreation such as nature or history walks or informal
picnicking. On special occasions, the picnic shelter could
be reserved for larger groups or host performances, and
the lawn could be converted to audience seating.
The northern zone is where the highest level of activity
is anticipated. Clearly designated circulation forms the
backbone of this area including a one-way access drive
(southbound), parking, bicycle trail, and pedestrian
promenade along the shoreline. The historic Bergstein
buildings could serve as a focal point for the park,
pending a separate study commissioned by the City
on the re -use and rehabilitation of the structures. This
is also a logical trailhead where the upper and lower
loop trails come together and people would arrive from
downtown.
Adjacent to the historic buildings, the proposed
transient dock would hug the shoreline and would be
designed to move up and down with changing water
levels with a flexible pedestrian ramp system. The linear
layout permits boats of different sizes to tie up and has
a capacity of approximately 10 to 16 vessels. The dock
could potentially be expanded by lengthening it or
adding "fingers" to increase the capacity if needed. An
optional concept for a dock at Kolliner Park could also
be considered in conjunction with a reassessment of the
park as a whole.
1 100 Year Floodplain (El. 693 Approx.)
2 Steep Slope
3 Existing Sanitary Sewer Lift Station
4 Historic Bergstein Buildings
5 Hersey Bean Lumber Co. Historic Structure
6 StormwaterTreatment Pond (MnDOT)
7 South Access Drive
8 North Access Drive (One-way Southbound)
9 Parking Lot A (Car and Boat Trailer Parking)
10 Parking Lot B (Car and Boat Trailer Parking)
10a Parking Lot B Expansion Area
11 Parking Lot C (Car Parking Only)
12 Trailhead Kiosk
13 Low -impact Restroom
14 Retaining Wall
15 Upper Loop Trail
16 Lower Loop Trail
17 Bike Trail (Downtown Approach)
18 Pedestrian River Promenade
19 Planned Loop Trail Route
20 Potential Future Kolliner Park Trail
21 Transient Dock
22 Boat Launch
23 Fishing Pier
24 Picnic Area
25 Picnic Shelter/Performance Stage
26 Lawn Area
27 Historical/Ecological Discovery Area
28 Floodplain Forest Restoration Area
29 Floodplain Meadow Restoration Area
30 Shoreline Restoration
3-2 I BRIDGEVIEW PARK
Site Program and Design
Optional Transient Dock at Kolliner Park
•
Figure 27 Bridgeview Park Master Plan
Bridgeview Park Kolliner Park
tillwater
Note:
City -owned parcels are
highlighted in red.
,.
MASTER PLAN UPDATE 13-3
Site Program and Design
This Page Left Intentionally Blank
3-4 I BRIDGEVIEW PARK
Site Program and Design
f
jTH
/ - 10a -
r J 1
1 100 Year Floodplain (El. 693 Approx.)
2 Steep Slope
3 Existing Sanitary Sewer Lift Station
5 Hersey Bean Lumber Co. Historic Structure
6 StormwaterTreatment Pond (MnDOT)
7 South Access Drive
9 Parking Lot A (Car and Boat Trailer Parking)
10 Parking Lot B (Car and Boat Trailer Parking)
10a Parking Lot B Expansion Area
12 Trailhead Kiosk
13 Low -impact Restroom
Figure 28 Bridgeview Park Master Plan - Southern Area
14 Retaining Wall
15 Upper Loop Trail
16 Lower Loop Trail
19 Planned Loop Trail Route
22 Boat Launch
23 Fishing Pier
24 Picnic Area
27 Historical/Ecological Discovery Area
30 Shoreline Restoration
MASTER PLAN UPDATE 13-5
Site Program and Design
1 100 Year Floodplain (El. 693 Approx.)
2 Steep Slope
5 Hersey Bean Lumber Co. Historic Structure
15 Upper Loop Trail
16 Lower Loop Trail
25 Picnic Shelter/Performance Stage
Figure 29 Bridgeview Park Master Plan - Central Area
26 Lawn Area
27 Historical/Ecological Discovery Area
28 Floodplain Forest Restoration Area
29 Floodplain Meadow Restoration Area
3-6 I BRIDGEVIEW PARK
1 100 Year Floodplain (El. 693 Approx.)
2 Steep Slope
4 Historic Bergstein Buildings
6 StormwaterTreatment Pond (MnDOT)
8 North Access Drive (One-way Southbound)
11 Parking Lot C (Car Parking Only)
12 Trailhead Kiosk
14 Retaining Wall
Figure 30 Bridgeview Park Master Plan - Northern Area
Site Program and Design
15 Upper Loop Trail
16 Lower Loop Trail
17 Bike Trail (Downtown Approach)
18 Pedestrian River Promenade
21 Transient Dock
26 Lawn Area
31 Existing Parallel Parking along TH 95
MASTER PLAN UPDATE 13-7
Site Program and Design
TH-95/36
(EL. 728)
Upper Trail
(EL. 727.2)
Lower Trail
(EL. 703.7)
Drive to Boat Launch
(EL.694)
Figure 31 Site Cross Section A
TH-95/36 Upper Trail
(EL. 724.8) (EL. 717.5)
Figure 32 Site Cross Section B
TH-95/36
(EL. 709.8)
Upper Trail
(EL. 703.57)
Gang Saw Base
(Ruin)
Figure 33 Site Cross Section C
Lower Trail
(EL. 786.7)
Historical and
Archaeological
Discovery Area
Lawn
Picnic Shelter/
Performance Stage
Lower Trail
(EL. 684.9)
100 Year Flood (EL. 693 Approx.)
— 10 Year Flood (EL. 686 Approx.)
— EL.676
100 Year Flood
(EL. 693 Approx.)
_ 10 Year Flood
(EL. 686 Approx.)
EL. 676
100 Year Flood
(EL. 693 Approx.)
10Year Flood
(EL. 686 Approx.)
EL. 676
3-8 I BRIDGEVIEW PARK
Site Program and Design
Parallel Parking
Sidewalk
TH-95/36
(EL. 708.3)
Figure 34 Site Cross Section D
Parallel Parking
Sidewalk
TH-95/36
(EL. 710.4)
Retaining Wall
04
Driveway
(EL. 700.6)
Historic Bergstein Buildings
/—
Trailhead Information
Kiosk
Combined Trail Lawn Existing
(EL. 693.48) Reinforced
Shoreline
Angled Parking
One Lane (Southbound)
—Trail Replaces Current Parallel Parking
iItt
Driveway/Trail
(EL. Approx. 696)
Figure 35 Site Cross Section E
—Pedestrian River
Promenade
Transient Dock
100 Year Flood (EL. 693 Approx.)
10 Year Flood (EL. 686 Approx.)
EL.676
100 Year Flood (EL. 693 Approx.)
— 10 Year Flood (EL. 686 Approx.)
— EL.676
Key Map
MASTER PLAN UPDATE 13-9
Transient Dock Study
Recreational boating isa popular local activityand viewed
by the Stillwater business community as a fundamental
part of the economy, but with unrealized growth
potential. A Dock Needs Analysis report (see Appendix
B) was prepared that delved into the characteristics of
recreational boating on the St. Croix River, investigated
marina usage, and identified potential locations fora new
dock. For the study, "transient docking" was defined to
be short-term daily use only - not overnight. In addition,
any potential new dock would need to be designed with
limited services so as not to be technically classified as
a "marina" since current regulations in the Cooperative
Management Plan (2002) prohibit the development of
any new marinas within the Riverway.
Studies in the late 1990's estimated that approximately
310,000 people recreated on the river annually out
of a total of over 2 million visitors. Riverway usage at
Stillwater was calibrated at 16 acres per moving boat.
In contrast, the Hudson Narrows area saw a density of
2.2 acres per moving boat. Based on review of current
aerial mapping, there are approximately 2,000 boat slips
overall available between Stillwater and Prescott. At a
glance, the marinas appear nearly full during the boating
season, which was generally confirmed by a survey of
marina managers. While many of these facilities try to
accommodate transient boaters as space allows, very
few slips are actually dedicated for public use.
„h,,. ilRllliNl+l'
Ilill hii�'�I'ti, ll
UN I6
Figure 36 St. Croix Boat and Packet Dock with Tour Boats and Transient Dock Slips
3-10 I BRIDGEVIEW PARK
Transient Dock Study
Based on the assessment of current recreational boating
use on the Lower St. Croix, Stillwater is currently not
conveniently connected to the boating activity already
occurring in close proximity and potentially missing
out on the economic benefits and additional vitality
that recreational boating would bring. Based on the
evaluation of key factors, the recommended location for
the new dock is the stretch of shoreline between Nelson
Street and the Bergstein Buildings (location #3 on the
map on the following page). One specific location option,
within this stretch of shoreline, is directly adjacent to the
Bergstein Buildings, as shown in Figures 27, 30 and 41.
Other potential options are provided in Appendix C.
Primary Benefits of the Selected Dock Location:
• Located south of the Lift Bridge and conveniently
accessible by avoiding bridge opening restrictions.
•Set within a'h mile walking radius to the center of
downtown (Chestnut Street) - a reasonable 5 to 10
minute walk for most people.
•Already generally clear of woody vegetation along
the shoreline and engineered for stability near the
Bergstein Buildings.
•Away from the Hersey -Bean Sawmill historical
features, which are generally congregated in the
middle and southern ends of the property.
• Potential to develop the dock in conjunction with
the new park.
•Opportunity to utilize space within the recently
relocated Bergstein buildings for management and
maintenance of the dock without the need fora new
structure (pending a separate study by the City).
MASTER PLAN UPDATE 13-11
Transient Dock Study
Mal
MEM
■■
num
1 l
�1®
_ ram;
HILIMOR rpjlc
✓may s��
CITY OF -
DAl( PARK HEIGHTS
Sr. LHDIN I RUSANE.
uIro4suIA AIIICW,(
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— MUNICIPAL BBIINPMF
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•• • PL NNEDTRALL
. w ioonTAA
51r.41OLY CROSWG
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PROJECT I5rH 541
Figure 37 Alternative Dock Location Assessment Map
3-12 I BRIDGEVIEW PARK
Transient Dock Study
Symbol Legend
Highest Performance (3 pts)
• Medium Performance (2 pts)
o Lowest Performance (1 pt)
1. Downtown
North
(north of the
Lift Bridge)
2. Downtown
South
(south of the Lift
Bridge)
3. Barge
Terminal
North
4. Barge
Terminal
South
5. Kolliner
Park
Accessibility
to/from the river
O
•
,
Accessibility
to/from
Downtown
Stillwater
(walking)
♦
♦
•
0
•
Existing
shoreline
suitability
O
O
♦
•
•
Natural resource
impacts
♦
♦
•
•
0
Cultural resource
impacts
•
•
0
Management and
Maintenance
Access
♦
•
0
Permitting
feasibility
0
0
•
•
0
Total Points
11
12
17
14
11
Figure 38 Alternative Dock Location Assessment Matrix
MASTER PLAN UPDATE 13-13
Potential Activity Programming and Partnerships
In addition to the proposed physical improvements,
programmed activities will enliven the park and
enhance the feeling of safety for all users. Activities
could be initiated by the City Parks Department,
schools, or partnerships with nature, arts, and athletic
organizations. Potential activities might include the
following:
• Nature walks
• History walks
•School field trips
• Concerts
•Theater performances
• Community celebrations
• Fishing or boating lessons
•Group walk or run events
Figure 39 Paddling (Loppet Foundation)
There is also potential for the City to create partnerships
with private vendors to operate within the park.
Such arrangements would provide new economic
opportunities for the private sector while minimizing
the need for additional City management. Potential
partnerships might include:
• Management of the transient dock
• Recreational rentals (bikes, non -motorized
watercraft, etc.)
• Food and beverages (food trucks or other temporary
facilities)
• Private events (weddings, corporate gatherings,
etc.)
Figure 40 Shakespeare in the Park (Twin Cities Daily Planet)
3-14 I BRIDGEVIEW PARK
4. Implementation
The Master Plan is intended to highlight the City's overall
long-term vision for the park and outline a potential path
to implementation. There is no pre -determined timeline
for full build -out of the plan. Plan implementation will
be determined at the City Council's discretion and in
coordination with partnering agencies. The plan will be
implemented in phases based on funding availability
with the initial phase of trail construction, funded by
MnDOT, to be constructed in 2016. Funding for future
phases may include participation from other agencies,
City funds, grants, or private donations. Phases may be
implemented in varying order, but in a clustered fashion
to avoid re -disturbing areas.
Optional Transient Docket Kolliner Park
4'
ridgeview P
Phase 4
Figure 41 Bridgeview Park Phasing Plan
Phase 5
Primary Master Plan Phases:
• Phase 1 - Loop Trail, StormwaterTreatment Pond
• Phase 2 - Bergstein Building Rehabilitation, North
Access Drive, Parking, Trail head
• Phase 3 -Transient Boat Dock, South Access Drive
• Phase 4 - Boat Launch, Parking, Trailhead
• Phase 5 - Picnic Areas, Central Lawn, Historical and
Ecological Discovery Area
Phase 2
Phase 1
1
owntown
ater
Kolliner Par
City -owned parcels are
highlighted in red.
MASTER PLAN UPDATE 14-1
Implementation
This Page Left Intentionally Blank
4-2 I BRIDGEVIEW PARK
Appendix A - Cost Estimates
APPENDICES MASTER PLAN UPDATE I
This Page Left Intentionally Blank
I BRIDGEVIEW PARK
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase Summary
2/13/2015
Total Project Summary
Funding
Source
Phase 1 - Loop Trail1 $ 3,000,000 MnDOT
Phase 2 - Bergstein Building Area Site Work, North Access Drive, and Parking2 $ 1,540,000 TBD
Phase 3 - Transient Boat Dock $ 4,260,000 TBD
Phase 4 - South Boat Launch, Access Drive, and Parking Lots3
Phase 5 - Central Lawn Area and Historical/Ecological Discovery Area
City,MnDOT,
$ 1,130,000 MnDNR
$ 810,000 TBD
Total Project Cost Estimate
$ 10,740,000
Note: Total Project Summary estimates above are rounded up to the nearest $10,000 increment.
Phased Breakdown (See Plan for Phase Areas)
Phase 1- Loop Trail
Demolition and Site Preparation
Utilities
Buildings and Structures
Drives, Trails, and Parking
Water Edge
Amenities
Vegetation
Phase 1 - Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
$ 3,000,000
N/A
N/A
Phase 1 - Total Project Cost Estimate
$ 3,000,000
MnDOT
Phase 2 - Bergstein Building Area Site Work, North Access Drive, and Parking
Demolition and Site Preparation
Utilities
Buildings and Structures
Drives, Trails, and Parking
Water Edge
Amenities
Vegetation
47,300
50,000
586,250
178,100
73,750
148,128
Phase 2 - Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
$
$
$
1,083,528
216,706
234,042
Phase 2 - Total Project Cost Estimate
$ 1,534,276
TBD
SRF Consulting Group, Inc.
1 of 14
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase Summary
2/13/2015
Phase 3 - Transient Boat Dock
Demolition and Site Preparation
Utilities
Buildings and Structures
Drives, Trails, and Parking
Water Edge
Amenities
Vegetation
27,500
1,300,000
6,000
1,550,000
121,250
Phase 3 - Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
$
$
$
3,004,750
600,950
649,026
Phase 3 - Total Project Cost Estimate
$ 4,254,726
TBD
Phase 4 - South Boat Launch, Access Drive, and Parking Lots
Demolition and Site Preparation
Utilities
Buildings and Structures
Drives, Trails, and Parking
Water Edge
Amenities
Vegetation
$ 67,300
$ 25,000
$ 218,750
$ 275,100
$ 127,500
$ 61,250
$ 21,600
Phase 4 - Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
$
$
$
796,500
159,300
172,044
Phase 4 - Total Project Cost Estimate
$ 1,127,844
City,MnDOT,
MnDNR3
Phase 5 - Central Lawn Area and Historical/Ecological Discovery Area
Demolition and Site Preparation
Utilities
Buildings and Structures
Drives, Trails, and Parking
Water Edge
Amenities
Vegetation
57,900
100,000
37,500
91,250
279,872
Phase 5 - Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
$
$
$
566,522
113,304
122,369
TBD
Phase 5 - Total Project Cost Estimate
$ 802,195
SRF Consulting Group, Inc.
2 of 14
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase Summary
2/13/2015
Optional Kolliner Park Transient Boat Dock
Transient Boat Dock
20% Contingency
18% Design/Construction Administration Fees
1,360,000
272,000
293,760
Total Project Cost Estimate
$ 1,925,760
Notes
1 The Loop Trail project is funded by MnDOT as part of the St. Croix Crossing project and also includes
partial access drive down to the south boat launch area and drainage improvements. No contingency
2 Plans for the historic Bergstein Building rehabilitation and re -use is currently unkown pending the
results of a separate study by the City and no costs are included herein.
3 Parking Lot B at the south end of the site, near TH95, would be the City's responsibility to construct.
TBD
SRF Consulting Group, Inc. 3 of 14
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase 1
2/13/2015
Barge Terminal Property
Notes
Feature
Demolition and Site Preparation
Mobilization
Demo Quonset Hut
Demo South Pier
Miscellaneous Other Removals
Earthwork
Erosion Control
1 Historic Feature Protection
Unit Unit Cost Quantity
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
100,000
10,000
10,000
10,000
50,000
10,000
10,000
Subtotal
Subtotal
Utilities
2 Storm Sewer
25 Sanitary Sewer Service
25 Water Service
Electrical Service
3 Overhead Utility Burial
4 Communications Service
Lump Sum $ 50,000
Lump Sum $
Lump Sum $
Lump Sum $ 15,000
Lump Sum $ -
Lump Sum $ 10,000
Subtotal
Buildings and Structures
5 Bergstein Buildings Rehabilitation
6 Low -impact Restroom Building
7 Picnic Shelter (20'x40' approx)
8 Concrete Retaining Walls (up to 5' ht exp)
8 Concrete Retaining Walls (up to 10' ht exp)
9 Shoreline Promenade Structure
Railings
Lump Sum
Each
Each
Lin Ft
Lin Ft
Sq Ft
Lin Ft
25,000
100,000
500
750
100
150
Subtotal
Drives, Trails, and Parking
Bituminous Drives/Parking
Concrete Curb and Gutter
11 Loop Trail (including upper and lower)
Bituminous Trail Connections (10' wide)
Concrete Walk
Striping and Signage
Subtotal
Sq Yd
Lin Ft
Lump Sum
Lin Ft
Sq Ft
Lump Sum
35
25
3,000,000
60
7
10,000
$
$
1 $ 3,000,000
$
$
$
$ 3,000,000
SRF Consulting Group, Inc. 4 of 14
Bridgeview Park Master Plan Update 2/13/2015
Preferred Concept Cost Estimate - Phase 1
Notes
Feature
Water Edge
12 Shoreline Restoration
13 Transient Boat Dock
14 Boat Launch
15 Fishing Pier
Unit Unit Cost Quantity
Lin Ft $ 150
Lump Sum $ 1,550,000
Each $ 50,000
Each $ 40,000
Subtotal
Subtotal
Amenities
16 Park Entry Sign
17 Archaeological Interpretive Features
17 Ecological Interpretive Features
Trailhead Kiosk
18 "Natural Play" Features
Drinking Fountain
Water Bottle Filling Station
19 Mini Bike Repair Station
Light Poles
Other Lighting
20 Site Furnishings Allowance
Each $ 5,000
Lump Sum $ 10,000
Lump Sum $ 10,000
Each $ 10,000
Lump Sum $ 25,000
Each $ 5,000
Each $ 5,000
Each $ 2,500
Each $ 7,500
Lump Sum $ 10,000
Lump Sum $ 25,000
Subtotal
Vegetation
Trees
21 Landscape Planting Beds
Topsoil (6" depth)
22 Native Meadow Restoration Area
23 Native Forest Restoration Area
Lawn Turf Establishment
10 Reinforced Turf Area (potential parking)
General Native Turf Establishment
24 Irrigation System
Each
Sq Ft
Cu Yd
Acre
Acre
Sq Yd
Sq Ft
Lump Sum
Sq Ft
500
10
25
10,000
10,000
3
5
20,000
1
Subtotal
Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
$ 3,000,000
N/A
N/A
Total Project Cost Estimate
$ 3,000,000
SRF Consulting Group, Inc.
5 of 14
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase 2
2/13/2015
Barge Terminal Property
Notes
Feature
Demolition and Site Preparation
Mobilization
Demo Quonset Hut
Demo South Pier
Miscellaneous Other Removals
Earthwork
Erosion Control
1 Historic Feature Protection
Subtotal
Utilities
2 Storm Sewer
25 Sanitary Sewer Service
25 Water Service
Electrical Service
3 Overhead Utility Burial
4 Communications Service
Subtotal
Unit Unit Cost Quantity Subtotal
Buildings and Structures
5 Bergstein Buildings Rehabilitation
6 Low -impact Restroom Building
7 Picnic Shelter (20'x40' approx)
8 Concrete Retaining Walls (up to 5' ht exp)
8 Concrete Retaining Walls (up to 10' ht exp)
9 Shoreline Promenade Structure
Railings
Subtotal
Drives, Trails, and Parking
Bituminous Drives/Parking
Concrete Curb and Gutter
11 Loop Trail (including upper and lower)
Bituminous Trail Connections (10' wide)
Concrete Walk
Striping and Signage
Subtotal
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum
Each
Each
Lin Ft
Lin Ft
Sq Ft
Lin Ft
Sq Yd
Lin Ft
Lump Sum
Lin Ft
Sq Ft
Lump Sum
100,000 0.25 $
10,000 $
10,000 $
10,000 0.25 $
50,000 0.33 $
10,000 0.33 $
10,000 $
$
25,000
2,500
16,500
3,300
47,300
50,000 0.5 $ 25,000
$
$
15,000 1 $ 15,000
$
10,000 1 $ 10,000
$ 50,000
$
25,000 $
100,000 $
500 175 $
750 525 $
100 $
150 700 $ 105,000
$ 586,250
35 3300 $
25 1800 $
3,000,000 $
60 $
7 1800 $ 12,600
10,000 0.5 $ 5,000
$ 178,100
87,500
393,750
115,500
45,000
SRF Consulting Group, Inc. 6 of 14
Bridgeview Park Master Plan Update 2/13/2015
Preferred Concept Cost Estimate - Phase 2
Notes
Feature
Water Edge
12 Shoreline Restoration
13 Transient Boat Dock
14 Boat Launch
15 Fishing Pier
Unit Unit Cost Quantity
Lin Ft $ 150
Lump Sum $ 1,550,000
Each $ 50,000
Each $ 40,000
Subtotal
Subtotal
Amenities
16 Park Entry Sign
17 Archaeological Interpretive Features
17 Ecological Interpretive Features
Trailhead Kiosk
18 "Natural Play" Features
Drinking Fountain
Water Bottle Filling Station
19 Mini Bike Repair Station
Light Poles
Other Lighting
20 Site Furnishings Allowance
Subtotal
Vegetation
Trees
21 Landscape Planting Beds
Topsoil (6" depth)
22 Native Meadow Restoration Area
23 Native Forest Restoration Area
Lawn Turf Establishment
10 Reinforced Turf Area (potential parking)
General Native Turf Establishment
24 Irrigation System
Subtotal
Each
Lump Sum
Lump Sum
Each
Lump Sum
Each
Each
Each
Each
Lump Sum
Lump Sum
Each
Sq Ft
Cu Yd
Acre
Acre
Sq Yd
Sq Ft
Lump Sum
Sq Ft
Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
5,000 1
10,000
10,000
10,000 1
25,000
5,000 1
5,000 1
2,500 1
7,500 5
10,000 0.25
25,000 0.25
500
10
25
10,000
10,000
3
5
20,000
1
20
500
333
2067
18667
0.33
18667
5,000
10,000
5,000
5,000
2,500
37,500
2,500
6,250
73,750
10,000
5,000
8,325
6,201
93,335
6,600
18,667
148,128
$ 1,083,528
$ 216,706
$ 234,042
Total Project Cost Estimate
$ 1,534,276
SRF Consulting Group, Inc.
7 of 14
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase 3
2/13/2015
Barge Terminal Property
Notes
Feature
Demolition and Site Preparation
Mobilization
Demo Quonset Hut
Demo South Pier
Miscellaneous Other Removals
Earthwork
Erosion Control
1 Historic Feature Protection
Subtotal
Utilities
2 Storm Sewer
25 Sanitary Sewer Service
25 Water Service
Electrical Service
3 Overhead Utility Burial
4 Communications Service
Unit
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Unit Cost Quantity
100,000
10,000
10,000
10,000
50,000
10,000
10,000
Lump Sum $ 50,000
Lump Sum $
Lump Sum $
Lump Sum $ 15,000
Lump Sum $ -
Lump Sum $ 10,000
Subtotal
0.25 $ 25,000
$
$
0.25 $ 2,500
$
$
$
$ 27,500
Subtotal
Buildings and Structures
5 Bcrgstcin Buildings Rchabilitation
6 Low -impact Restroom Building
7 Picnic Shelter (20'x40' approx)
8 Concrete Retaining Walls (up to 5' ht exp)
8 Concrete Retaining Walls (up to 10' ht exp)
9 Shoreline Promenade Structure
Railings
Subtotal
Drives, Trails, and Parking
Bituminous Drives/Parking
Concrete Curb and Gutter
11 Loop Trail (including upper and lower)
Bituminous Trail Connections (10' wide)
Concrete Walk
Striping and Signage
Subtotal
Lump Sum
Each
Each
Lin Ft
Lin Ft
Sq Ft
Lin Ft
Sq Yd
Lin Ft
Lump Sum
Lin Ft
Sq Ft
Lump Sum
25,000
100,000
500
750
100
150
35
25
3,000,000
60
7
10,000
1,300,000
1,300,000
6,000
6,000
SRF Consulting Group, Inc. 8 of 14
Bridgeview Park Master Plan Update 2/13/2015
Preferred Concept Cost Estimate - Phase 3
Notes
Feature
Water Edge
12 Shoreline Restoration
13 Transient Boat Dock
14 Boat Launch
15 Fishing Pier
Subtotal
Amenities
16 Park Entry Sign
17 Archaeological Interpretive Features
17 Ecological Interpretive Features
Trailhead Kiosk
18 "Natural Play" Features
Drinking Fountain
Water Bottle Filling Station
19 Mini Bike Repair Station
Light Poles
Other Lighting
20 Site Furnishings Allowance
Subtotal
Vegetation
Trees
21 Landscape Planting Beds
Topsoil (6" depth)
22 Native Meadow Restoration Area
23 Native Forest Restoration Area
Lawn Turf Establishment
10 Reinforced Turf Area (potential parking)
General Native Turf Establishment
24 Irrigation System
Unit Unit Cost Quantity
Lin Ft $ 150
Lump Sum $ 1,550,000
Each $ 50,000
Each $ 40,000
Each
Lump Sum
Lump Sum
Each
Lump Sum
Each
Each
Each
Each
Lump Sum
Lump Sum
Each
Sq Ft
Cu Yd
Acre
Acre
Sq Yd
Sq Ft
Lump Sum
Sq Ft
5,000
10,000
10,000
10,000
25,000
5,000
5,000
2,500
7,500
10,000
25,000
500
10
25
10,000
10,000
3
5
20,000
1
Subtotal
$
1 $ 1,550,000
$
$
$ 1,550,000
15
0.25
0.25
112,500
2,500
6,250
121,250
Subtotal
Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
$ 3,004,750
$ 600,950
$ 649,026
Total Project Cost Estimate
$ 4,254,726
SRF Consulting Group, Inc.
9 of 14
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase 4
2/13/2015
Barge Terminal Property
Notes
Feature
Demolition and Site Preparation
Mobilization
Demo Quonset Hut
Demo South Pier
Miscellaneous Other Removals
Earthwork
Erosion Control
1 Historic Feature Protection
Subtotal
Utilities
2 Storm Sewer
25 Sanitary Sewer Service
25 Water Service
Electrical Service
3 Overhead Utility Burial
4 Communications Service
Subtotal
Unit
Buildings and Structures
5 Bcrgstcin Buildings Rchabilitation
6 Low -impact Restroom Building
7 Picnic Shelter (20'x40' approx)
8 Concrete Retaining Walls (up to 5' ht exp)
8 Concrete Retaining Walls (up to 10' ht exp)
9 Shoreline Promenade Structure
Railings
Subtotal
Drives, Trails, and Parking
Bituminous Drives/Parking
Concrete Curb and Gutter
11 Loop Trail (including upper and lower)
Bituminous Trail Connections (10' wide)
Concrete Walk
Striping and Signage
Subtotal
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum $
Lump Sum
Each
Each
Lin Ft
Lin Ft
Sq Ft
Lin Ft
Sq Yd
Lin Ft
Lump Sum
Lin Ft
Sq Ft
Lump Sum
Unit Cost Quantity Subtotal
100,000 0.25 $
10,000 1 $
10,000 1 $
10,000 0.25 $
50,000 0.33 $
10,000 0.33 $
10,000 $
$
25,000
10,000
10,000
2,500
16,500
3,300
67,300
50,000 0.5 $ 25,000
$
$
15,000 $
$
10,000 $
$ 25,000
$
25,000 1 $
100,000 $
500 125 $
750 125 $
100 $
150 250 $
$
35 5900 $
25 1620 $
3,000,000 $
60 $
7 3300 $
10,000 0.5 $
25,000
62,500
93,750
37,500
218,750
206,500
40,500
23,100
5,000
$ 275,100
SRF Consulting Group, Inc. 10 of 14
Bridgeview Park Master Plan Update 2/13/2015
Preferred Concept Cost Estimate - Phase 4
Notes
Feature
Water Edge
12 Shoreline Restoration
13 Transient Boat Dock
14 Boat Launch
15 Fishing Pier
Subtotal
Amenities
16 Park Entry Sign
17 Archaeological Interpretive Features
17 Ecological Interpretive Features
Trailhead Kiosk
18 "Natural Play" Features
Drinking Fountain
Water Bottle Filling Station
19 Mini Bike Repair Station
Light Poles
Other Lighting
20 Site Furnishings Allowance
Subtotal
Vegetation
Trees
21 Landscape Planting Beds
Topsoil (6" depth)
22 Native Meadow Restoration Area
23 Native Forest Restoration Area
Lawn Turf Establishment
10 Reinforced Turf Area (potential parking)
General Native Turf Establishment
24 Irrigation System
Subtotal
Unit
Lin Ft $ 150
Lump Sum $ 1,550,000
Each $ 50,000
Each $ 40,000
Each
Lump Sum
Lump Sum
Each
Lump Sum
Each
Each
Each
Each
Lump Sum
Lump Sum
Each
Sq Ft
Cu Yd
Acre
Acre
Sq Yd
Sq Ft
Lump Sum
Sq Ft
Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
5,000
10,000
10,000
10,000
25,000
5,000
5,000
2,500
7,500
10,000
25,000
500
10
25
10,000
10,000
3
5
20,000
1
Unit Cost Quantity Subtotal
250 $ 37,500
$
1 $ 50,000
1 $ 40,000
$ 127,500
20 $
500 $
$
$
$
$
$
0.33 $
$
$
$
$
$
5,000
10,000
37,500
2,500
6,250
61,250
10,000
5,000
6,600
21,600
796,500
159,300
172,044
Total Project Cost Estimate
$ 1,127,844
SRF Consulting Group, Inc.
11 of 14
Bridgeview Park Master Plan Update
Preferred Concept Cost Estimate - Phase 5
2/13/2015
Barge Terminal Property
Notes
Feature
Demolition and Site Preparation
Mobilization
Demo Quonset Hut
Demo South Pier
Miscellaneous Other Removals
Earthwork
Erosion Control
1 Historic Feature Protection
Subtotal
Utilities
2 Storm Sewer
25 Sanitary Sewer Service
25 Water Service
Electrical Service
3 Overhead Utility Burial
4 Communications Service
Unit Unit Cost Quantity
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
Lump Sum
100,000 0.25
10,000
10,000
10,000 0.25
50,000 0.34
10,000 0.34
10,000 1
Lump Sum $ 50,000
Lump Sum $
Lump Sum $
Lump Sum $ 15,000
Lump Sum $ -
Lump Sum $ 10,000
Subtotal
25,000
2,500
17,000
3,400
10,000
57,900
Subtotal
Buildings and Structures
5 Bcrgstcin Buildings Rchabilitation
6 Low -impact Restroom Building
7 Picnic Shelter (20'x40' approx)
8 Concrete Retaining Walls (up to 5' ht exp)
8 Concrete Retaining Walls (up to 10' ht exp)
9 Shoreline Promenade Structure
Railings
Subtotal
Drives, Trails, and Parking
Bituminous Drives/Parking
Concrete Curb and Gutter
11 Loop Trail (including upper and lower)
Bituminous Trail Connections (10' wide)
Concrete Walk
Striping and Signage
Lump Sum
Each
Each
Lin Ft
Lin Ft
Sq Ft
Lin Ft
Sq Yd
Lin Ft
Lump Sum
Lin Ft
Sq Ft
Lump Sum
25,000
100,000
500
750
100
150
35
25
3,000,000
60
7
10,000
$
$
1 $ 100,000
$
$
$
$
$ 100,000
Subtotal
SRF Consulting Group, Inc. 12 of 14
Bridgeview Park Master Plan Update 2/13/2015
Preferred Concept Cost Estimate - Phase 5
Notes
Feature
Water Edge
12 Shoreline Restoration
13 Transient Boat Dock
14 Boat Launch
15 Fishing Pier
Subtotal
Amenities
16 Park Entry Sign
17 Archaeological Interpretive Features
17 Ecological Interpretive Features
Trailhead Kiosk
18 "Natural Play" Features
Drinking Fountain
Water Bottle Filling Station
19 Mini Bike Repair Station
Light Poles
Other Lighting
20 Site Furnishings Allowance
Subtotal
Vegetation
Trees
21 Landscape Planting Beds
Topsoil (6" depth)
22 Native Meadow Restoration Area
23 Native Forest Restoration Area
Lawn Turf Establishment
10 Reinforced Turf Area (potential parking)
General Native Turf Establishment
24 Irrigation System
Subtotal
Unit Unit Cost Quantity
Lin Ft $ 150 250
Lump Sum $ 1,550,000
Each $ 50,000
Each $ 40,000
Each
Lump Sum
Lump Sum
Each
Lump Sum
Each
Each
Each
Each
Lump Sum
Lump Sum
Each
Sq Ft
Cu Yd
Acre
Acre
Sq Yd
Sq Ft
Lump Sum
Sq Ft
Total Capital Cost Estimate
20% Contingency
18% Design/Construction Administration Fees
5,000
10,000
10,000
10,000
25,000
5,000
5,000
2,500
7,500
10,000
25,000
5
0.25
0.25
500 20
10
25 667
10,000 0.5
10,000 0.5
3 4133
5 37333
20,000 0.34
1 37333
Subtotal
$ 37,500
$ -
$ -
$ -
$ 37,500
$
$ 10,000
$ 10,000
$ -
$ 25,000
$ -
$
$
$ 37,500
$ 2,500
$ 6,250
$ 91,250
$ 10,000
$
$ 16,675
$ 5,000
$ 5,000
$ 12,399
$ 186,665
$ 6,800
$ 37,333
$ 279,872
$ 566,522
$ 113,304
$ 122,369
Total Project Cost Estimate
$ 802,195
SRF Consulting Group, Inc.
13 of 14
Bridgeview Park Master Plan Update 2/13/2015
Cost Estimate Notes
1. Estimated cost is only a preliminary allowance. Actual costs for protection and preservation should be
developed based on a detailed preservation plan developed in conjunction with the proper authorities which is
outside the scope of this project.
2. Does not include storm sewer work included in MnDOT's trail plan
3. If desired - actual costs for utility burial should be coordinated with the utility company
4. Communications connection to Bergstein Buildings
5. To be determined as part of separate study by City
6. Assumes standard pre-engineered vault -toilet building without utility service
7. Assumes pre-engineered shelter building with electrical services
8. Assumes CIP wall with spread footing. Actual costs should be verified based on geotechnical analysis and wall
type selection and engineering.
9. Not included in current preferred concept. Cast -in -place cantilevered concrete structure along the shoreline is
a potential future improvement. Actual costs should be verified based on geotechnical analysis and engineering.
10. Cellular reinforcement system to accommodate potential overflow parking during large park or Downtown
11. Loop Trail project by MnDOT as part of the St. Croix Crossing project which also includes partial drive down
to the south boat launch area and drainage improvements
12. Assumes some limited restoration may be required in various locations to be determined
13. Phase 1 transient dock also includes ramp connections to the shoreline
14. Includes concrete entrance ramp and prefabricated boarding dock structure
15. Assumes approx. 50' long prefabricated "T" or "L" shaped fishing pier
16. Park entrance signs along TH95
17. Series of interpretive signage plaques at select locations
18. Designated play area with nature-themed equipment and/or natural materials encouraging hands-on
discovery and creative play
19. Small storage container with equipment available for minor repairs while bicyclists are en route
20. Benches, trash receptacles, bike racks, picnic tables, bollards, or other
21. Planting beds including soil, shrubs and/or perennials, fabric, edgeing, and mulch
22. Assumes seeding, herbaceous plugs, and limited seedling trees
23. Assumes invasive removal, seedling trees, and limited herbaceous plugs
24. Assumes limited irrigation system focused on lawn areas and landscape planting beds
25. Water and sanitary service lines were installed during the Bergstein Buildings relocation.
26. No contingency or design/construction administration fees are included for the MnDOT Loop Trail project
27. Depending on the actual implementation timeline, add 5% inflation to construction costs for each additional
year beyond 2015 in conjunction with verification of current market trends.
Appendix B - Dock Needs' Analysis
APPENDICES MASTER PLAN UPDATE I
This Page Left Intentionally Blank
I BRIDGEVIEW PARK
E NGINEERS
P CANNERS
D ESIGNERS
Consulting Group, Inc.
To: Bill Turnblad
City of Stillwater
From: Michael Jischke, Senior Associate
Date: September 18, 2014
Subject: Stillwater Dock Needs' Analysis
Introduction and Context
Memorandum
SRF No. 0148510
Stillwater is a City rich with history set within a landscape of natural beauty, the Lower St. Croix
National Scenic Riverway. Recreational boating is a popular local activity and viewed by the
Stillwater business community as a fundamental part of the economy, but with unrealized growth
potential. In general, tourism fuels Downtown Stillwater's shops and eateries, but there is sentiment
that boaters are spending their money elsewhere because of a shortage of convenient transient dock
slips convenient. In one marina operator's opinion, "There is a need for boaters to tie up
somewhere so they can go downtown to eat and shop. Currently this is difficult if not impossible."
In order to respond to the business community's sentiment, the City of Stillwater directed SRF to
investigate the need for new transient docking and assess potentially suitable locations.
For the purposes of the study, "transient docking" is defined to be short term daily use only - not
overnight. In addition, any potential new dock would be designed with limited services so as not to
be technically classified as a "marina" since current regulations in the Cooperative Management Plan
(2002) restrict the development of any new marinas within the Riverway. Minnesota 2013 statute
86A.20 and Chapter 30 of the updated Wisconsin 2011-12 statutes provide guidance on definitions
of different types of boating facilities. The study summarizes current inventory and demand for
boating facilities in the designated "active recreation area" of the Lower St. Croix extending from
Stillwater south to Prescott. The scope of the study does not include a detailed economic benefit
analysis, although it may be eventually justified if plans for a dock progress beyond the master
planning phase.
Geographically, the focus area of the study to identify suitable locations included the Downtown
shoreline, the Barge Terminal property (located immediately south of the St. Croix Boat and Packet
riverboat docks), and Kolliner Park (located directly across the river from Downtown, in
Wisconsin). Through review of aerial photography, an on-line survey, and conversations with the
local community, a "picture" of current recreational boating and its relationship to Downtown
Stillwater was discerned. It reveals that recreational boating on the river in the vicinity of Stillwater is
highly popular but convenient access to Downtown or nearby parks is lacking.
ONE CARLSON PARKWAY, SUITE 150 I MINNEAPOLIS, MN 55447 1763.475.0010 I WWW.SRFCONSULTING.COM
Bill Turnblad
City of Stillwater
September 18, 2014
Page 2
Stillwater is not alone in addressing the challenge of accommodating recreational boaters. Extending
to the confluence with the Mississippi River, five primary cities currently have sizable boating
facilities — Stillwater, Bayport, Hudson, Afton and Prescott. They share an identity as "river towns,"
contributing to the attraction of the region as a recreational destination. Historically, industrial uses
predominated, but for the most part, the working riverfront has been transformed into recreational
and residential uses. The multitude of marinas, parks, and trail systems that are existing or under
development are an indication of its popularity and significance. Nevertheless, in order to benefit
from recreational boating, communities must find the right balance between recreational use and the
preservation and management of the significant natural and cultural resources that exist.
Recreational Water Use Overview
As part of the legislation designating the St. Croix as a National Wild and Scenic River, the
Cooperative Management Plan (2002) was developed to guide stewardship of the river and its
surroundings. Geographically, the overall plan addresses the river extents from Taylors Falls
extending south to Prescott where it converges with the Mississippi River. Stillwater sits within the
section of the river designated as an "active social recreation area," which is managed primarily by
Minnesota and Wisconsin. North of Stillwater, the river transitions into a "moderate recreation" area
and then a "quiet waters" area, which is managed by the National Park Service. See Figure 1 for an
overview map of the Riverway.
In general, the management plan acknowledges the cultural and economic importance of
recreational boating, but to ensure that the resource remains attractive and vital over time, it sets
rules and standards limiting the usage. The primary measure for the establishing the carrying capacity
of the river is boating density (acreage of water per moving boat). The threshold for more stringent
regulations is 10 acres per moving boat. In 1997, as part of the Environmental Impact Statement
(EIS) for the management plan, Riverway usage at Stillwater was calibrated at 16 acres per moving
boat. In contrast, the Hudson Narrows area saw a density of 2.2 acres per moving boat. In addition
to the level of usage, river hydrology and other natural characteristics factor into local regulations
such as no -wake zones.
Studies at the time the management plan was prepared estimated that approximately 310,000 people
recreated on the river annually out of a total of over 2 million visitors. Assuming that most
recreational boating traffic is seasonal (roughly six months out of the year), that equates to
approximately 1,800 people per day (May through October), and presumably most would be
weekend boaters. At one time, the designated Boundary Waters Commission performed regular bi-
annual aerial surveys and created data on recreational boating usage, but the Commission is now
disbanded and archived information is not currently accessible to the public. At the time it was
drafted in order to prevent boating overuse, the plan stipulated that no new marinas or boat
launches will be built with the exception of a proposed launch at A.S. King Generating Plant
(currently operated by Xcel Energy). Consequently, any plans for new boating facilities would
require close coordination with the managing and permitting agencies.
Bill Turnblad
City of Stillwater
September 18, 2014
Page 3
Boating Culture
The natural surroundings are undoubtedly an attraction for both motorized and non -motorized
boaters. In addition, social factors also play a major role creating a boating culture that is inherent to
the character of the Riverway and river towns. As noted above, there is a preponderance of private
marinas in the area. While the study is limited to the suitability of a new transient dock — not a
marina — certain lessons can be drawn from the marina setting that highlight boaters' needs and
expectations. Depending on size, a marina can actually develop the characteristics of a small village
unto itself. In fact, some exclusive marinas are related directly to residential properties.
Experientially, people enjoy seeing the variety of boats and social interactions that inevitably occur
out on the dock. Access to restaurants, bars and shops is also a desirable aspect to marina location.
Boating is a lifestyle choice requiring significant time and monetary investment, and an entire
support industry exists to supply and maintain people's boats and facilities. Service providers fill the
niche to allow people enjoy their boating experience without being burdened by all the upkeep. They
also provide additional amenities that enhance the boating experience and general enjoyment of the
Riverway including information, food and beverages, picnic areas, fishing gear, and restrooms to
name just a few. Boating clubs and rental vendors, sometimes associated with marinas, also diversify
access to the Riverway by providing watercraft to people who may not own one themselves.
Review of Existing Marinas and Docks
Along the Riverway, numerous private marinas provide a variety of boating facilities including:
seasonal docking, transient docking, winter storage, repair and fueling. Some marinas are coupled
with residential development, while others are purely commercial. In each city, there are typically
several marinas, and scales vary widely from 12 slips up to 300. Based on review of current aerial
mapping, there are approximately 2,000 boat slips overall available between Stillwater and Prescott.
At a glance, the marinas appear nearly full, although it is impossible to determine exact usage and
use fluctuates seasonally. Anecdotally, several marina operators indicated a gradual recovery in
boating usage since a sharp drop-off in 2008/2009 coinciding with the national economic recession.
See Figures 2 through 8 (attachments) for aerial photos showing marina and dock locations in each
of the communities. It is notable how greatly the natural shoreline was altered to create protective
areas for many of the marinas.
Through a survey of local marina managers, we learned that there are different uses of the term
"transient docking" in the market as compared to the parameters specified by the City for the study.
For most marinas, transient docking also includes overnight, weekly or stays of other longer
temporary durations, and it is often a small part of a marina's overall operation. In fact, some
managers said that shorter duration transient docking is not profitable and would prefer to avoid it.
We surmise that the challenge is primarily due to a marina's ability to charge higher fees for
overnight or extended usage according to the length of stay. For shorter stays though, it is common
to charge hourly fees, similar to a street parking meter, which do not generate significant revenue in
aggregate. In addition, boaters that stay longer may require additional services that generate
supplemental income.
Bill Turnblad
City of Stillwater
September 18, 2014
Page 4
While many of these facilities try to accommodate transient boaters as space allows, very few slips
are actually dedicated for public use. One particular site that is actually required to provide transient
slips is the dock operated by St. Croix Boat and Packet for the paddle wheel excursion boats just
south of Downtown Stillwater, by conditional use permit. At that dock, eighteen spaces are available
to transient boaters. Community opinion on whether those spaces are utilized efficiently is mixed.
Information logs on transient use provided by the owner indicate frequent transient use yet others
have highlighted a lack of awareness of the slips since they are hard to see and are not advertised.
Further coordination with the property owner may yield a better way to allow the dock to serve the
public without hindering the paddle wheel business.
Additionally, the following table summarizes some key characteristics of each facility:
Table 1. Marinas and Docks between Stillwater and Prescott
Name
Location
Public/Private
Total Slips
Notes
Boomsite Marina
Stillwater
Private
90
• Transient docking is
accommodated but
sometimes requires
boat shuffling
• Not high demand for
transient dock since a
shuttle would be
required to access
downtown
Wolf Marina
Stillwater
Private
250
• Transient docking is
accommodated (daily,
weekly, monthly)
Sawmill Marina
Stillwater
Private
50
• Weekly and seasonal
slip rentals
Stillwater Marina
and Stillwater Boat
Club/Rentals
Stillwater
Private
160
• Transient docking is
accommodated but
often no availability
• Boat rentals
• Members only boat
club
• "Drystack" interior
storage
Bill Turnblad
City of Stillwater
September 18, 2014
Page 5
Name
Location
Public/Private
Total Slips
Notes
St. Croix Boat &
Packet
Stillwater
Privately -operated/
Accessible to
public per
conditional use
permit
18
• Shared dock with
paddle wheel
riverboats
• Transient docking is
accommodated but
orientation makes
access difficult
• Visibility to transient
slips is blocked by the
paddle wheels
Sunnyside Marina
Oak Park Heights
Private
250
• Related to
condominium
association
• Slips for sale or rent
• Overnight transient
docking only (8 slips)
• Transient usage
typically on weekends
• July 4th - only time
that transient slips
are filled
• Desire expressed by
slip owners/leasers
for dock space closer
to Downtown for short
dinner trips
Beachhouse
Marina
Bayport
Private
20
• Transient docking is
accommodated but
sometimes requires
boat shuffling
• Public boat launch
• Dry dock
Riverpark Marina
Bayport
Private
65
• Transient docking is
accommodated but
sometimes requires
boat shuffling
• Dry dock
Bill Turnblad
City of Stillwater
September 18, 2014
Page 6
Name
Location
Public/Private
Total Slips
Notes
Bayport Marina
Bayport
Private
230
• Transient docking is
accommodated
(approx. 40 slips)
• Maximum 7 days for
transient stays
• Weekend use most
typical
• Transient users are
allowed to use site
amenities
St. Croix Marina
Hudson
Private
300
• Transient docking is
accommodated
• Transient users are
allowed to use site
amenities
Hudson Shoreline
Hudson
Public
Exact number
undetermined
• Tie-up spots to "0-
rings" permitted
along old shoreline
wall
• Boat beaching
permitted at south
end of Lakefront Park
Afton Marina and
Yacht Club
Afton
Private
180
• Seasonal slip rentals
• Transient use
uncertain
Windmill Marina
Association, Inc.
Afton
Private
170
• Seasonal slip rentals
• Transient use
uncertain
Point St. Croix
Marina
Prescott
Private
74
• Transient docking is
accommodated as
space allows
Leo's Landing
Prescott
Private
25
• One transient slip
available
• Transient demand
exceeds capacity
Miss -Croix Yacht
Harbor
Prescott
Private
140
• No transient use
Prescott Boat Club
Prescott
Private
N/A
• Member only usage
Bill Turnblad
City of Stillwater
September 18, 2014
Page 7
Non -motorized Boating Facilities
The Riverway is also a popular location for non -motorized watercraft including canoes, kayaks,
rowers and sailboards. It is more difficult to ascertain the level of usage though. The Minnesota
DNR lists six outfitters that rent canoes along the St Croix, including both Minnesota and
Wisconsin businesses. For the most part, they are located in the vicinity of Taylors Falls and St.
Croix Falls, north of Stillwater in the section of the river designated for "quiet waters." The river
channel in that section is narrower with many side channels and islands creating a backdrop for a
different recreational experience that is presumably more popular for non -motorized watercraft than
the immediate vicinity of Stillwater.
Nevertheless, provisions for non -motorized use should not necessarily be precluded near Stillwater
and extending south in the "active social recreation area." Discussions with local non -motorized
users indicate a latent demand for access points and shoreline boat storage near Stillwater. Some
features that would facilitate safe and convenient use at potential access points include gradual
walking grades and docks that adjust to the current water level of the river. Additionally,
enforcement of a no -wake zone near docks and boat launches would enable non -motorized users to
share facilities with motorized users with fewer conflicts.
Potential Transient Dock Locations and Sizes
With the backdrop of the current characteristics of recreational boating and its regulatory framework
established, the study team looked at Stillwater's geography and initially identified five (5) potential
locations for a new transient dock for further evaluation:
• Downtown North (north of the Lift Bridge)
• Downtown South (south of the Lift Bridge)
• Barge Terminal North
• Barge Terminal South
• Kolliner Park (south of the Lift Bridge)
The following matrix (Table 2) illustrates a comparison of the suitability of the potential sites used to
identify the preferred location. See Figure 9 for a map of the locations.
Bill Turnblad
City of Stillwater
Table 2. Potential Transient Dock Location Evaluation Matrix
Symbol Legend
• Highest Performance (3 pts)
• Medium Performance (2 pts)
o Lowest Performance (1 pt)
September 18, 2014
Page 8
Downtown
North
(north of the
Lift Bridge)
Downtown
South
(south of the Lift
Bridge)
Barge
Terminal
North
Barge
Terminal
South
Kolliner
Park
Accessibility
to/from the river
O
•
Accessibility
to/from Downtown
Stillwater
(walking)
♦
♦
•
O
•
Existing shoreline
suitability
O
O
♦
•
•
Natural resource
impacts
♦
♦
•
•
O
Cultural resource
impacts
O
O
•
•
o
Management and
Maintenance
Access
O
O
♦
•
O
Permitting
feasibility
O
O
•
•
O
Total Points
11
12
17
14
11
Generally, to minimize visual impact and align with the river current, a linear dock that follows the
shoreline and permits docking on one side would be preferred. The capacity at each potential site
would depend on the length of available shoreline, nearby obstacles, docking circulation, and
flexibility to accommodate boats of different sizes. Linear docks in the locations studied would
Bill Turnblad
City of Stillwater
September 18, 2014
Page 9
accommodate between seven and 15 boats depending on boat sizes. Different configurations, with
finger piers that branch off the main dock, would increase capacity up to 25 to 30 boats at the Barge
Terminal and Kolliner Park sites but would be more challenging structurally and operationally. The
length of walk for dock users is also a factor in layout dependent upon the number and location of
ramp connections to the shoreline. Considering the overall usage of the riverway, it is anticipated
that the range of sizes outlined would most likely fill up on a regular basis if accommodations were
visible, convenient and at reasonable cost to boaters.
Conclusions
Based on our assessment of current recreational boating use on the Lower St. Croix, Stillwater is
currently not conveniently connected to the boating activity already occurring in close proximity.
Although it is the most populous of the "river towns", Stillwater is potentially missing out on the
potential economic benefits and additional vitality that recreational boating would bring to
Downtown and the riverfront parks. If better operated and advertised, the transient slips already
available at the existing St. Croix Boat and Packet dock have potential to alleviate some of the
demand, but would likely not solve the issue entirely since they already see frequent use.
Consequently, within the City's parameters for a potential "transient dock" for daily use only, we
conclude that a new dock would be warranted.
Based on the evaluation of key factors as shown in Table 2 above, the recommended location for
the new dock is the Barge Terminal North site. Although any new dock proposal would require
stringent scrutiny for permitting, the Barge Terminal North site initially appears less controversial
when compared to the locations immediately adjacent Downtown and Kolliner Park. In those
locations, a dock would be in closer proximity to higher value cultural and natural resources and
have a greater visual impact. At the other end of the spectrum, the Barge Terminal South site would
be a much more distant walk to Downtown hindering convenient pedestrian access.
The Barge Terminal North site has a number of features that set it apart from the others:
• Located south of the Lift Bridge and conveniently accessible by avoiding bridge opening
restrictions.
• Set within a 1/2 mile walking radius to the center of downtown (Chestnut Street) - a reasonable
5 to 10 minute walk for most people.
• Already generally clear of woody vegetation along the shoreline and engineered for stability.
• Away from the Hersey -Bean Sawmill historical features, which are generally congregated in the
middle and southern ends of the property.
• Potential to develop the dock in conjunction with the new park.
• Opportunity to utilize space within the recently relocated Bergstein buildings for management
and maintenance of the dock without the need for a new structure (pending a separate study by
the City).
Bill Turnblad
City of Stillwater
September 18, 2014
Page 10
Nevertheless, the recommended Barge Terminal North site has challenges itself, primarily its close
proximity to the historic Bergstein buildings and existing St. Croix Boat and Packet dock upstream.
Ideally, the design of a new dock would minimize its visual impact on the shoreline regardless of
location and complement the historic character of the City, requiring more detailed engineering and
architectural study of pilings, shoreline connections, and palette of materials. With further study, the
challenges at this location appear achievable though. If the City elects to pursue development of a
new transient dock, continued engagement with partnering agencies and the public will be critical to
establishing a feasible pathway to permitting and implementation.
MJ/bls
Attachments
Figures
Figure 1 - Lower St. Croix Riverway Map
Figures 2 to 8 - Aerial Photos of Marinas
Figure 9 - Potential Dock Sites
Appendixes
Water Surface Use Regulation Guidelines
H: \Projects\ 8510\LA\Doc\DockNeedsMemo\Memo-StillwaterpockNeedsAnalysis. docx
document file path
St. Paul
0
PREFERRED ALTERNATIVE: wat er
Lower St . Croix National Scenic Riverway
4.5
Taylors Fall St. Croix Falls
Minnesota Interstate
State Park
0
Cedar
Bend
Forest Lake
William O'Brien
State Park
Marine on•
St. Croix
Stillwater
• Osceola
1351
Wisconsin Interstate
State Park
St. Croix Islands
Wildlife Area
QUIET WATERS
(main channel)
NATURAL WATERS
(backwaters)
64 MODERATE
Somerset RECREATION
(main channel)
1641 Federal Zone NATURAL WATERS
(backwaters1
State Zone
• North Hudson
Hudson
•
River Falls
Mis8is'sippi River Kinni. innic State Park
9 Miles
Credit: Final St. Croix CMP EIS
scott
+North
ACTIVE
SOCIAL
RECREATION
St. Croix River
Lower St. Croix NSR
Major Highways
DSC • 643 • 20024B • 5/00
NEII Lower St. Croix National Scenic Riverway Map
{ Fltu11i Stillwater Dock Needs' Analysis
Figure 1
StCraix isiar+ds State
Recreation Area
•
North of Stillwater
tii Aerial - Stillwater and Vicinity
{ tu11i Stillwater Dock Needs' Analysis
Figure 2
'F r
Stil at r--Man way
W St mantle ,
e services
ro ti I Aerial - Stillwater and Vicinity
{�5u11iA� r Wn, Stillwater Dock Needs' Analysis
Figure 3
South of Stillwater
to tii 1 Aerial - Stillwater and Vicinity
Stillwater Dock Needs' Analysis
Figure 4
to IN I Aerial - Bayport, MN
{�5u11iA� c Wn, Stillwater Dock Needs' Analysis
Figure 5
(.1-) 'Stl.Crpix Yacht -Sales
St. Croix Marina
Clubhouse
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r4.06016. • .4!'• 0
•
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iiE-iI=—=
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to IN I Aerial - Hudson, WI
Stillwater Dock Needs' Analysis
Figure 6
Valley branch
+nsrt windr ilL..Marina
14tididi Inc
roti I Aerial - Afton, MN
Stillwater Dock Needs' Analysis
Figure 7
to IN I Aerial - Prescott, MN
{�5u11iA� c Wn, Stillwater Dock Needs' Analysis
Figure 8
/� LOWELL PARK
STILLWATER COMMERCIAL
HISTORIC DISTRICT
DOWNTOWN NORTH
DOCK OPTION
•7 r
••' LIFT BRIDGE
-
LEGEND
• — PROJECT LIMITS
• HISTORIC DISTRICT
CITY PARK
HISTORIC FEATURE
EXISTING TRAIUWALK
OTHER PLANNEDTRAIL
PLANNED LOOP TRAIL (MnDOT ALIGNMENT)
EXISTING PARKING
POTENTIAL PARKING
STORMWATER TREATMENT AREA
d
b
EXISTING IMPROVED ROAD ACCESS
POTENTIAL ROAD ACCESS
POTENTIAL WATER ACCESS
PRIMARY VIEWS
•
r 1!'
KOLLINER PARK
DOCK OPTION
DOWNTOWN SOUTH
•, DOCK OPTION
LEGION BEACH
NATURAL RESTORATION
PLANNED
RIVERBOATS AND TRANSIENT DOCK
SOUTH MAIN ST. ARCHAEOLOGICAL
DISTRICT
CROIX BOAT & PACKET
SHODDY MILL AND WAREHOUSE
STORMWATER TREATMENT AREA
BARGE TERMINAL
NORTH
DOCK OPTION
L
STILLWATER CULTURAL
LANDSCAPE DISTRICT
SOUTH MAIN ST. ARCHAEOLOGICAL
DISTRICT
BARGE TERMINAL PROPERTY
BARGE TERMINAL
SOUTH
DOCK OPTION
LIFT STATION
•
• - BOAT LAUNCH PLANNED
BUILDINGS TO BE REMOVED
BUILDINGS REMOVED
STORMWATER TREATMENT AREA
SUNNYSIDE MARINA
iiioNI Potential Dock Sites
€onsuliing Gmul. Iri' Stillwater Dock Needs' Analysis
Figure 9
APPENDIX B: WATER SURFACE USE REGULATION GUIDELINES
Watercraft speed regulations were first
established on the lower St. Croix River in
the mid-1960s in the form of limited slow -
no -wake zones in the Hudson, Kinnicki-
nnic, and Prescott narrows. Those limits
were established by order of the Washing-
ton County Sheriff.
As boating activity on the river grew rapid-
ly in the 1960s and 1970s, there were
increasing concerns that the river was
becoming unsafe and that additional speed
regulations will need to be imposed. The
Scenic River Study of the Lower St. Croix,
prepared in 1971 as directed by Congress
(Wild and Scenic Rivers Act, 1968), con-
cluded boating use of the river was by then
unacceptably overcrowded and action was
needed to reduce the perceived hazards
associated with speeding boats in close
proximity to one another, to enhance safety,
and to reduce the impacts of boat wakes.
Following designation of the Lower St.
Croix (Lower St. Croix Act, 1972) the inter-
agency planning team undertook develop-
ment of a management approach for regu-
lating boating. The result was appendix B
of the Master Plan (1976), which contained
a framework for state and federal boating
regulations. Based on that framework, the
states and the National Park Service in 1977
imposed water surface use regulations on
the riverway.
In 1978 the Lower St. Croix Management
Commission developed a Riverway
Management Policy Resolution that provid-
ed guidance for future changes in those reg-
ulations. Based on that guidance, the state -
federal regulations were amended in 1978,
1981, 1984, 1987, 1991 and 1996.
The purpose of this appendix is to provide a
framework for future changes in the regula-
tions. It is based on the following four
water management districts:
WATER MANAGEMENT DISTRICTS
Active Social Recreation
In this district are found large numbers of
both people and watercraft. The types of
boats found in this area will vary widely:
while most will be motorized, nomnotor-
ized watercraft may be present. Boat speeds
will also vary significantly; they will be
strictly controlled in some limited areas
(such as narrows areas), but the highest boat
speeds allowed on the river will be in this
district.
Moderate Recreation
This district may contain large numbers of
watercraft at times, but use in this area will
tend to be more moderate in terns of num-
bers of people and watercraft on the water,
and in terms of the intensity of activity. A
variety of boat types, primarily motorized
watercraft, may be present. Boats may trav-
el at different speeds, but tend toward slow-
er speeds than the Active Social Recreation
District, although faster than the Quiet
Waters and Natural Waters districts. Boat
speeds may be very strictly controlled in
some limited areas (such as narrows areas);
there will be an overall limit on boat
speeds.
Quiet Waters
This district will provide for low -impact
boating activities, but during peak use peri-
ods large numbers of watercraft may be
65
encountered. Management will be directed
toward recreational uses that leave the sur-
face of the river largely undisturbed. Both
motorized and nomnotorized watercraft will
be able to use these areas. Watercraft
speeds will be kept low to preserve the
river's tranquil quality.
Natural Waters
This district will provide an experience
emphasizing a sense of peace and quiet,
with some opportunities for solitude.
Watercraft numbers will usually be very
low. Most watercraft will be human -pow-
ered. Watercraft speeds will be kept low.
BOATING MANAGEMENT
The following regulatory approach to man-
aging boating is recommended:
Speed Limits
Speed limits should be imposed on the St.
Croix as follows, based on management
area classification in the plan:
Active Social Recreation: 40 mph between
sunrise and sunset, and 20 mph between
sunset and sunrise
Moderate Recreation: 20 mph
Quiet Waters: slow speed, but in no case
greater than 15 mph
Natural: slow -no -wake
Shore Activity Zone
A shore activity zone is needed to reduce
boat speeds near shore to ensure the safety
of swimmers and moored and beached
boats and to prevent erosion. Boat speeds
should be restricted to slow -no -wake within
100 feet of all shore, including islands,
within 100 feet of swimmers, and within
100 feet of nonmotorized craft.
Slow -No -Wake Zones in Narrows Areas
Slow -no -wake zones have reduced boat
speed (to increase safety, reduce resource
damage and preserve diverse experiences)
in narrows areas of parts of the Lower St.
Croix since the 1960s. They exist to
increase safety, reduce resource damage,
and preserve diverse experiences. Slow -no -
wake speed limits have historically been
established in areas that exceed density
standards.
High -Water No -Wake
During periods of high water, the river con-
tacts the shore in areas that are highly sus-
ceptible to erosion. Watercraft traveling at
speeds above a slow -no -wake speed pro-
duce wakes that accelerate erosion on these
unstable shore areas, so speeds need to be
restricted during these high-water events.
All boating should be limited to a slow -no -
wake speed whenever river levels reach or
exceed 683 feet as measured at the
Stillwater gauge.
Density Policy
The potential need for speed regulations
should be studied when density exceeds 15
acres of water per moving boat, and speed
regulations need to be imposed when densi-
ty exceeds 10 acres of water per moving
boat.
Craft Type Restrictions
Amphibious craft should not be permitted
to drive onto publicly owned shore areas
except at boat ramps. Personal watercraft
are required to operate at no -wake speeds
66
near all shore, including islands, and near
swimmers. This distance is set by state law
and is 150 feet in Minnesota and 200 feet in
Wisconsin. Personal watercraft are not
allowed north of Stillwater.
Boat Noise
Watercraft noise limits are established by
state law in each state.
ACCESS
Large numbers of watercraft use the Lower
St. Croix on summer weekends. Manage-
ment issues associated with high use
include potential safety problems, potential
resource damage, and strong management
interest in preserving the existing diversity
of recreational uses. In addition to water
surface use controls aimed at managing
existing use, access controls are justified to
prevent significant growth in boating activi-
ty. Access to the river comes through pri-
vate property, unlimited access from the
Mississippi River at the mouth of the St.
Croix, and public and quasi -public access
from boat ramps and marinas.
Private Property
Residential riparian owners have a right to
access the water through their property, but
the exercise of that right is limited to their
personal needs. Unless limited by other
requirements, a dock may extend waterward
the greater distance of: 1) a boat length, 2)
the distance to the 4-foot water depth con-
tour (at normal low water, which is 675 feet
elevation from Stillwater south), or 3) the
distance to a deeper contour if required by
the draft of the craft using the dock but in
no case should the dock extend beyond the
100-foot shore activity zone. The states
should establish standards for allowable
dock size.
Mooring buoys must be the minimum size
and number necessary (in combination with
berthage) to meet the owner's personal
needs and must be placed within the 100-
foot shore activity zone adjacent to the
owner's property. Single riparian parcels in
common ownership may be allowed a com-
bination of berthage and moorage that total
one watercraft per buildable frontage lot
equivalent to what will be allowed if the
property was developed for single-family
homes. The total number of watercraft must
be served by common docks or piers locat-
ed to avoid negative impact on land and
water resources.
Resource limitations of the site and river
cannot be exceeded.
Mississippi River
The states should work with other agencies
to improve the recreational appeal of this
portion of the Mississippi as a way to
encourage boaters to stay on that river.
Boat Ramps
There should be no new or expanded boat
ramps or car -trailer parking on the Lower
St. Croix, except for completion of the
Minnesota public water access planned in
the stretch of river near the A.S. King
Generating Plant. State and local units of
government are strongly encouraged to
restrict parking adjacent to all launch
ramps, public and private, on lands under
their jurisdiction.
Marinas
New marinas should not be allowed on the
riverway, and existing marinas should not
be permitted to expand in any way, includ-
ing dry storage. Marina capacity should not
be transferred from one marina to another.
67
Appendix C - Municipal Dock Options
APPENDICES MASTER PLAN UPDATE I
This Page Left Intentionally Blank
I BRIDGEVIEW PARK
Municipal Dock Location Options
•Z 5
,Ax_kc\
Bergshein buildings
Option 1
Bald new municipal dock
adjacent -to Bergstein buildings
41.
APPENDICES MASTER PLAN UPDATE' C-1
Municipal Dock Location Options
5
r
k /{
Option 2
St. Croix Boat & Packet proposal:
1) City lease existing private transient slips
and convert to public slips,
2) If future expansion necessary, add dock
where Avalon is and Mall& Avalon to
Bergstein Buildings shoreline.
- f JKr'..
_..Bergstein bu dtnEjs •
IL
C-2 I BRIDGEVIEW PARK
Municipal Dock Location Options
1StCroix Boat & Packet
.
. _ ice
N� 5
Option 3
1) Flip St Croix Boat & Packet dock,
eliminate transient slips
2) Add municipal dock on City
p ro pe rfy next to Dock Cafe
3) Relocate Avalon dock
Eergstain buildings.
I x
APPENDICES MASTER PLAN UPDATE I C-3
Municipal Dock Location Options
Option 4
Rducte Avalon dock nd
build new municipal dock iri
current Avalon location.
St. Crok Boat .g Packet
office
_ _....._
•
C-4 1 BRIDGEVIEW PARK