Bridgeview Park Master Plan

TO: Mayor & Councilmembers FROM: Bill Turnblad, Community Development Director DATE: February 26, 2015 RE: Bridgeview Park Plan INTRODUCTION On March 3, 2015 the City Council is scheduled to consider the first draft of the final plan for Bridgeview Park. This draft is based upon conceptual plans that were developed through meetings conducted with the downtown business community, governmental agencies that have review authority, marina owners and operators, the boating public and interested residents, as well as both the Park Commission and the Planning Commission. Several Council members were present at each stage of the process. COMMENTS On January 6, 2015 the City Council reviewed the conceptual plans for Bridgeview Park. Though there was support for the concepts, two discussion areas emerged. The first related to phasing and funding for implementation of the plan. The second was that if there is a municipal dock, it should be as close to downtown as possible.

1. Phasing and funding. Build-out of the plan would occur in five phases (see attached plan). Though specific dates have not been set for each phase, they could occur one to three years apart. The overall timeframe for plan implementation would then be 5 – 15 years, or longer. This open ended timing takes some pressure off of funding, since about 50% of the estimated $10.7 million total project cost could be the City’s responsibility.

2. Dock location

The focus area for the municipal dock, as identified by the majority of opinions expressed at the various planning meetings, is the stretch of City owned shoreline between Nelson Street and the two Bergstein buildings in Bridgeview Park. Four location options are provided in the attached sketches.

Bridgeview Park Plan Page 2

• The first option is to construct a municipal dock adjacent to the Bergstein buildings in Bridgeview Park. This is the option shown as the preferred option in the draft park plan.

• The second option is to lease St. Croix Boat & Packet’s transient slips and convert them to public boat slips.

o St. Croix Boat & Packet is “on-board” with this option. o The City could lease the slips for two years. After two years, the lease

could be continued, or the other options could be pursued. o The City’s maintenance responsibilities would only be for the slip

structures, not the dock itself. o The City would have no up-front capital costs.

This would allow the public dockage to be offered as early as this summer, rather than at some undetermined future phase of park plan development.

o The location of the public dockage would be very close to downtown proper.

o The City could offer free boat docking if there were no City paid attendants, no electricity, not water or sewer service.

Offering no services would not only allow docking to be free, but it would also discourage overnight stays.

• The third option would be to reconstruct the St. Croix Boat & Packet dock by reorienting the extension to the south instead of to the north. The result would be room to construct a new municipal dock where the old city dock was, immediately adjacent to the Dock Café. This option would also require the relocation of the Avalon, because it could no longer maneuver into its current dock if the extension of the main dock were reoriented southward.

o An advantage to this option is that it provides the absolute shortest distance from the focus stretch of shoreline to downtown proper.

o Disadvantages include: Relocating the Avalon to the Bergstein building site may create

incompatible land uses depending upon the end use of the Bergstein buildings.

Parking for the Avalon customers is primarily in City Lot 1. By moving the Avalon further south, the distance between parking and the excursion boat is doubled.

Rebuilding the St. Croix Boat & Packet’s dock will be a large expense that would have to be borne by the City.

• The fourth option would be for the City to build a dock where the Avalon is currently located.

o An advantage to this option is that the distance to Downtown is shorter than a dock at the Bergstein buildings would be.

o Disadvantages to the option include: Since the dock would be new, it would be required to have ADA

accessibility. This would necessitate an expensive switch-back ramp up the narrow, steep bluffline.

Bridgeview Park Plan Page 3

Relocating the Avalon to the Bergstein building site may create incompatible land uses depending upon the end use of the Bergstein buildings.

REQUEST Staff requests the Council to consider approving the Bridgeview Park Plan, with one change. The change would be to refer to the draft plan’s “preferred dock location” as one of several dock location options. The other options could then be included as an appendix. If the Council supports the plan for Bridgeview Park, with or without staff’s suggested change, staff would bring a Resolution of Adoption to the March 17 Council meeting. ALTERNATIVES

1. Direct staff to bring a Resolution of Approval to the March 17 Council meeting. 2. Table action for additional information.

bt attachments: Draft Plan Dock location options

GO

VT LOT 4

STATE HIGHWAYS 95 & 36

E LOCUST ST

GOVT LOT 1

CHICAGO

& NORTHW

ESTERN RAILROAD

SOUTH M

AIN STREET


EAST PINE S

TREET

EAST WALNUT S

TREET

SOU

TH SEC

ON

D STR

EET

NELSON STREET

SOUTH

C S A H

23

NELSON ALLEY

SOU

TH TH

IRD

STREET

NELSON STREET

MAIN STREET

SOU

TH BR

OAD

WAY STR

EET

Option 1

Preferred alternative in draftBridgeview Park Plan.

St. Croix Boat & Packetoffice

Bergstein buildings

GO

VT LOT 4


E LOCUST ST

GOVT LOT 1

CHICAGO

& NORTHW

ESTERN RAILROAD

SOUTH M

AIN STREET

STATE H

EAST PINE S

TREET

EAST WALNUT S

TREET

SOU

TH SEC

ON

D STR

EET

NELSON STREET

SOUTH

NELSON ALLEYNELSON STREET

MAIN STREET

SOU

TH BR

OAD

WAY STR

EET

Option 2

St. Croix Boat & Packet proposal:

1) City lease existing private transient slipsand convert to public slips.2) If future expansion necessary, add dockwhere Avalon is and move Avalon toBergstein Buildings shoreline.St. Croix Boat & Packet

office

Bergstein buildings

GO

VT LOT 4


E LOCUST ST

GOVT LOT 1

CHICAGO

& NORTHW

ESTERN RAILROAD

SOUTH M

AIN STREET

STATE HIGHW

EAST PINE S

TREET

EAST WALNUT S

TREET

SOU

TH SEC

ON

D STR

EET

NELSON STREET

SOUTH

NELSON ALLEY

NELSON STREET

MAIN STREET

SOU

TH BR

OAD

WAY STR

EET

Option 3

1) Flip St Croix Boat & Packet dock,eliminate transient slips2) Add municipal dock on Cityproperty next to Dock Cafe3) Relocate Avalon dock

1

2

3


Bergstein buildings

GO

VT LOT 4


E LOCUST ST

GOVT LOT 1

CHICAGO

& NORTHW

ESTERN RAILROAD

SOUTH M

AIN STREET

STATE HIGHW

EAST PINE S

TREET

EAST WALNUT S

TREET

SOU

TH SEC

ON

D STR

EET

NELSON STREET

SOUTH

NELSON ALLEY

SOU

TH TH

IRD

STREET

NELSON STREET

MAIN STREET

SOU

TH BR

OAD

WAY STR

EET

Option 4

1) Relocate Avalon dock2) Build municipal dock in current Avalonlocation.

1

2


Bergstein buildings

Bridgeview Park Master Plan Update

February 13, 2015 DRAFT

in Association with Baird

M A S T E R P L A N U P D A T E i

Bridgeview Park Master Plan Update

Acknowledgements

City of Stillwater City Council

City of Stillwater Planning Commission

City of Stillwater Parks Commission

Bill Turnblad City of Stillwater, Community Development Director

Abbi Wittman City of Stillwater, City Planner

Shawn Sanders City of Stillwater, Public Works Director

Todd Clarkowski Minnesota Department of Transportation

Kevin Western Minnesota Department of Transportation

Molly Shodeen Minnesota Department of Natural Resources

Kent Skaar Minnesota Department of Natural Resources

Ann Pung-Turwedo Washington County

Tim Mason Wisconsin Department of Transportation

Chris Willger Wisconsin Department of Natural Resources

Ellen Denzer St. Croix County (Wisconsin)

Amanda Engesether St. Croix County (Wisconsin)

Susan Hoyt St. Joseph Township (Wisconsin)

Carolyn Barrette St. Joseph Township (Wisconsin)

Todd Streeter Greater Stillwater Area Chamber of Commerce

Downtown Stillwater Business Owners

Lower St. Croix Marina Managers

Stillwater Residents

B R I D G E V I E W P A R Ki 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

i i iM A S T E R P L A N U P D A T E

List of Figures

Figure 1 Project Location Map 1-2

Figure 2 Aerial Photo of Project Site 1-3

Figure 3 Aerial Photo of Downtown Stillwater 1-3

Figure 4 Lower St. Croix Riverway Overview Map (MnDNR 2002) 1-5

Figure 5 Original Visitors Center Concept Sketch 1-6

Figure 6 Environmental Issues Matrix 1-7

Figure 7 Stillwater Public Library 1-8

Figure 8 Stillwater City Hall 1-8

Figure 9 Lift Bridge and Lowell Park 1-9

Figure 10 Hersey & Bean Lumber Company Sawmill , c. 1875 1-10

Figure 12 Relocated Historic Bergstein Buildings 1-10

Figure 11 Historic Sawmill Stone Wall 1-10

Figure 13 St. Croix Crossing Project Loop Trail (MnDOT) 1-11

Figure 14 Bridgeview Park Property Shoreline Looking North 2-1

Figure 15 Natural Resources Context Map 2-3

Figure 16 Cultural Resources Context Map 2-5

Figure 17 Existing Conditions Plan 2-7

Figure 18 St Croix Trail (TH 95/TH 36) Looking North 2-9

Figure 19 South Park Access Drive Under Construction 2-9

Figure 20 Shoreline Path Looking North 2-10

Figure 21 Center Clearing Looking North 2-10

Figure 22 Center Clearing Looking South 2-11

Figure 23 Historic Bergstein Buildings 2-11

Figure 24 Downtown Approach near St. Croix Boat & Packet 2-12

Figure 25 Downtown Approach Adjacent Municipal Parking Lot 2-12

B R I D G E V I E W P A R Ki v

Figure 26 Recreational Trails 3-1

Figure 27 Bridgeview Park Master Plan 3-3

Figure 28 Bridgeview Park Master Plan - Southern Area 3-5

Figure 29 Bridgeview Park Master Plan - Central Area 3-6

Figure 30 Bridgeview Park Master Plan - Northern Area 3-7

Figure 31 Site Cross Section A 3-8

Figure 33 Site Cross Section C 3-8

Figure 32 Site Cross Section B 3-8

Figure 34 Site Cross Section D 3-9

Figure 35 Site Cross Section E 3-9

Figure 36 St. Croix Boat &Packet Dock 3-10

Figure 37 Alternative Dock Location Assessment Map 3-12

Figure 38 Alternative Dock Location Assessment Matrix 3-13

Figure 39 Paddling 3-14

Figure 40 Shakespeare in the Park 3-14

Figure 41 Bridgeview Park Phasing Plan 4-1

M A S T E R P L A N U P D A T E 1 - 1

1. Introduction

Regulatory Context

1998 Master Plan Highlights

Public Involvement

Related Planning and Design

Located on the western shoreline of the scenic St. Croix River, Bridgeview Park off ers 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

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.

B R I D G E V I E W P A R K1 - 2

Introduction

Figure 1 Project Location Map

1 - 3M A S T E R P L A N U P D A T E

Introduction

Figure 2 Aerial Photo of Project Site

Figure 3 Aerial Photo of Downtown Stillwater


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.


Regulatory Context

Mississippi River

Federal ZoneState Zone

Taylors Falls

Forest Lake

St. Paul

Marine on St. Croix

Osceola

Stillwater

Hudson

River Falls

Prescott

8

1061

8

35

9494

35

NorthMajor Highways

Lower St. Croix NSR

St. Croix River

0 4.5 9 Miles

Bayport

Lakeland

North Hudson

Lake St. CroixBeach

Afton

Afton State Park

Kinnickinnic State Park

Wisconsin Interstate State Park

Minnesota InterstateState Park

William O'Brien State Park

St. Croix IslandsWildlife Area

QUIET WATERS(main channel)

NATURAL WATERS(backwaters)

MODERATERECREATION(main channel)


ACTIVESOCIALRECREATION

St. Croix Falls

CedarBend

35

10

35E Somerset35

64

64

36

Figure 4 Lower St. Croix Riverway Overview Map (MnDNR 2002)



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.

Frequently Mentioned Issues and Concerns:

• Preservation of views/landscape

• Environmental issues

• Preservation of heritage

Preferred Uses:

• Walking connection to Downtown

• Hiking trails

• Native plantings/wildfl owers

• Picnic shelter

• Biking trails

Figure 5 Original Visitors Center Concept Sketch



U.S. Coast Guard

S T A T E

R E G I O N A L / L O C A L

U.S. Army Corp of Engineers

Federal Emergency� Management Agency (FEMA)

U.S. Department of Interior�National Park Service�

�

Natural Resource Conservation�Service (NRCS; formerly SCS)

Advisory Council on�Historic Preservation

Minnesota Pollution�Control Agency

Minnesota Department of�Natural Resources

Wisconsin Department of�Natural Resources

Minnesota Board of �Water and Soil Resources

Lower St. Croix Management�Commission (LSCMC)

Boundary Area Commission

Tribal Historic Preservation �Office (Minnesota and Wisconsin)

State Historic Preservation �Office (Minnesota and Wisconsin)

Minnesota Environmental�Quality Board

Washington County (Minnesota)

Metropolitan Council

St. Croix County (Wisconsin)

City of Stillwater

Water Management Organizations �(WMO)

Soil and Water Conservation�Districts (SWCD)

Fish and Wildlife Service

Riv

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F E D E R A L

Agencies

Environmental Issues

Figure 6 Environmental Issues Matrix


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 eff orts. Through the public involvement process, a list of primary goals emerged that should guide future development of the park property over time.

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 fl exible spaces for public gathering and potential park programming.

Figure 7 Stillwater Public Library Figure 8 Stillwater City Hall (Patch.com)



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 eff ort 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.

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)

Figure 9 Lift Bridge and Lowell Park

B R I D G E V I E W P A R K1 - 1 0


Figure 10 Hersey & Bean Lumber Company Sawmill , c. 1875 (Minnesota Historical Society)

Figure 11 Historic Sawmill Stone Wall

Figure 12 Relocated Historic Bergstein Buildings

1 - 1 1M A S T E R P L A N U P D A T E


Figure 13 St. Croix Crossing Project Loop Trail (MnDOT)


Natural Resources Context

Cultural Resources Context

Existing Site Conditions2. Site Characteristics

Located south of Downtown Stillwater, the Bridgeview Park property is approximately 20 acres in size – approximately 3600 ft. (north to south) by 250 feet (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 ¼ 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.

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 aff ord a unique opportunity to observe the two bridges from a single vantage point amidst the lush foliage of the surrounding bluff s.

Figure 14 Bridgeview Park Property Shoreline Looking North



The Bridgeview Park property is a thin strip of deciduous fl oodplain forest at the base of tall limestone bluff s 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 fl ood insurance mapping is approximately 693. It is common for portions of the site to experience seasonal fl ooding. The natural terrain is a signifi cant 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 signifi cantly

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 fl oodplain 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 identifi ed in the St. Croix Crossing Project area include Swallows, Ospreys, Peregrine Falcons, and Bald Eagles. Mussel populations and fi sheries exist within the St. Croix River. The St. Croix Crossing Project identifi ed 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.



Figure 15 Natural Resources Context Map



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 fi fty 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” off er 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



Figure 16 Cultural Resources Context Map


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 park which 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 Café, the Brick Alley restaurant, and a handful of other tenants in the buildings near the municipal parking lot. The Oasis Café 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.



Riverboat & Transient Dock

Dock Cafe

St. Croix Boat & Packet

Existing Municipal Parking

Lift Bridge

Lowell Park

100 Year Flood Line (Approx. El. 693)

Highway Reconstruction (Shown in Blue Lines)

Relocated Historic Bergstein Buildings and Shoreline Stabilization

Sunnyside Marina

Oasis Cafe

Note:City-owned parcels are highlighted in red.

St. Croix River

Kolliner ParkBridgeview Park

DowntownStillwater

St. Croix Trail (TH 95/TH 36)

MAIN ST

WATER ST

CHESTN

UT ST

Figure 17 Existing Conditions Plan



Figure 18 St Croix Trail (TH 95/TH 36) Looking North

Figure 19 South Park Access Drive Under Construction (by MnDOT)



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 Looking North

Figure 25 Downtown Approach Adjacent Municipal Parking Lot Looking North


Site Program and Design

Transient Dock Study

Potential Activity Programming and Partnerships3. Master Plan

By virtue of its scenic location and proximity to downtown, Bridgeview Park has the potential to off er 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 diff erent perspectives.

Additionally, seasonal conditions such as fl ooding in low areas or trails cleared of snow will heavily infl uence 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.

Figure 26 Recreational Trails



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 diff erent zones of the park, pressure between diff erent user groups will be minimized.The southern zone’s primary focus is boating access with supporting parking areas. A fi shing 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 fl exible pedestrian ramp system. The linear layout permits boats of diff erent 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 “fi ngers” 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 Stormwater Treatment 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


St. Croix River


DowntownStillwater

NELSO

N ST

MAIN ST

WATER ST

CHESTN

UT ST

Potential Future Trail

Planned Loop Trail

Transient Dock(10 - 17 boats)

Optional Transient Dock at Kolliner Park

Restored Forest & Shoreline(WiDNR)

St. Croix Trail (TH 95/TH 36)



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Figure 27 Bridgeview Park Master Plan




2 Steep Slope

3 Existing Sanitary Sewer Lift Station



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

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


30 Shoreline Restoration

1

2

3

19

22

23

30

24

275

6

7

7

9 10

10a

12

13

14

15

St. Croix Trail (TH95/TH36)

St. Croix River

Bluff

16

See Central Area Plan

Figure 28 Bridgeview Park Master Plan - Southern Area




2 Steep Slope


15 Upper Loop Trail

16 Lower Loop Trail

25 Picnic Shelter/Performance Stage

26 Lawn Area


28 Floodplain Forest Restoration Area

29 Floodplain Meadow Restoration Area

1

2

2

5

5

5

5

15

16

25

26

28

1

29

St. Croix Trail (

TH95/TH36)

St. Croix River

Bluff

See Southern Area Plan

See Northern Area Plan

Figure 29 Bridgeview Park Master Plan - Central Area




2 Steep Slope

4 Historic Bergstein Buildings


8 North Access Drive (One-way Southbound)

11 Parking Lot C (Car Parking Only)

12 Trailhead Kiosk

14 Retaining Wall

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

1

24

6

11

31 14

12

15

16

17

17

18

2126

18

8

8

See Central Area PlanSt. Croix Trail (TH95/TH36)

Bluff

St. Croix River

Figure 30 Bridgeview Park Master Plan - Northern Area



TH-95/36

(EL. 728)

Upper Trail

(EL. 727.2)

Lower Trail

(EL. 703.7)Drive to Boat Launch

(EL. 694)

100 Year Flood (EL. 693 Approx.)

EL. 676

10 Year Flood(EL. 686 Approx.)

TH-95/36

(EL. 724.8)

Upper Trail

(EL. 717.5)

Lower Trail

(EL. 786.7)


Historical and Archaeological Discovery Area

EL. 676


TH-95/36

(EL. 709.8)Upper Trail

(EL. 703.57)

Gang Saw Base

(Ruin)

Lawn Lower Trail

(EL. 684.9)

Picnic Shelter/Performance Stage


EL. 676

10 Year Flood(EL. 686 Approx.)

Figure 31 Site Cross Section A

Figure 32 Site Cross Section B

Figure 33 Site Cross Section C



Key Map

A

B

C

D

E

TH-95/36

(EL. 708.3)

Parallel Parking

Sidewalk Driveway

(EL. 700.6)

Combined Trail

(EL. 693.48)

Lawn Existing

Reinforced

Shoreline


EL. 676


Historic Bergstein Buildings

Trailhead Information Kiosk

Transient Dock

TH-95/36

(EL. 710.4)

Parallel Parking

Angled Parking

Sidewalk

Retaining Wall

One Lane (Southbound)

Trail Replaces Current Parallel Parking

Pedestrian River

Promenade

Driveway/Trail

(EL. Approx. 696)


EL. 676


Figure 34 Site Cross Section D

Figure 35 Site Cross Section E



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. 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 identifi ed potential locations for a new dock. For the study, “transient docking” was defi ned 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 classifi ed 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 confi rmed 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.

Figure 36 St. Croix Boat and Packet Dock with Tour Boats and Transient Dock Slips



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 potential economic benefi ts and additional vitality that recreational boating would bring. Based on the evaluation of key factors, the recommended location for the new dock is the Barge Terminal North site (location #3 on the map on the following page).

Primary Benefi ts of the Selected Dock Location:

• Located south of the Lift Bridge and conveniently accessible by avoiding bridge opening restrictions.

• Set within a ½ 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).



Figure 37 Alternative Dock Location Assessment Map

Symbol Legend

Highest Performance (3 pts)

Medium Performance (2 pts)

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

Accessibility

to/from

Downtown

Stillwater

(walking)

Existing

shoreline

suitability

Natural resource

impacts Cultural resource

impacts

Management and

Maintenance

Access

Permitting

feasibility

Total Points 11 12 17 14 11



Figure 38 Alternative Dock Location Assessment Matrix


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 fi eld trips

• Concerts

• Theater performances

• Community celebrations

• Fishing or boating lessons

• Group walk or run events

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 39 Paddling (Loppet Foundation) Figure 40 Shakespeare in the Park (Twin Cities Daily Planet)


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.

Primary Master Plan Phases:

• Phase 1 – Loop Trail, Stormwater Treatment Pond

• Phase 2 – Bergstein Building Rehabilitation, North Access Drive, Parking, Trailhead

• 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


St. Croix River


DowntownStillwater

NELSO

N ST

MAIN ST

WATER ST

CHESTN

UT ST

Potential Future Trail

Planned Loop Trail

Transient Dock(10 - 17 boats)

Optional Transient Dock at Kolliner Park

Restored Forest & Shoreline(WiDNR)

St. Croix Trail (TH 95/TH 36)Phase 5

Phase 1

Phase 2

Phase 3

Phase 4

Figure 41 Bridgeview Park Phasing Plan

A P P E N D I C E S M A S T E R P L A N U P D A T E

Appendix A - Cost Estimates

Bridgeview Park Master Plan UpdatePreferred Concept Cost Estimate - Phase Summary

2/13/2015

SRF Consulting Group, Inc. 1 of 14

Total Project SummaryFunding 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 1,130,000$ City,MnDOT,MnDNR

Phase 5 - Central Lawn Area and Historical/Ecological Discovery Area 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 3,000,000$ Water Edge -$ Amenities -$ Vegetation -$ Phase 1 - Total Capital Cost Estimate 3,000,000$ 20% Contingency N/A18% Design/Construction Administration Fees N/APhase 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 47,300$ Utilities 50,000$ Buildings and Structures 586,250$ Drives, Trails, and Parking 178,100$ Water Edge -$ Amenities 73,750$ Vegetation 148,128$ Phase 2 - Total Capital Cost Estimate 1,083,528$ 20% Contingency 216,706$ 18% Design/Construction Administration Fees 234,042$ Phase 2 - Total Project Cost Estimate 1,534,276$ TBD


2/13/2015


Phase 3 - Transient Boat Dock

Demolition and Site Preparation 27,500$ Utilities -$ Buildings and Structures 1,300,000$ Drives, Trails, and Parking 6,000$ Water Edge 1,550,000$ Amenities 121,250$ Vegetation -$ Phase 3 - Total Capital Cost Estimate 3,004,750$ 20% Contingency 600,950$ 18% Design/Construction Administration Fees 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 67,300$ Utilities 25,000$ Buildings and Structures 218,750$ Drives, Trails, and Parking 275,100$ Water Edge 127,500$ Amenities 61,250$ Vegetation 21,600$ Phase 4 - Total Capital Cost Estimate 796,500$ 20% Contingency 159,300$ 18% Design/Construction Administration Fees 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 57,900$ Utilities -$ Buildings and Structures 100,000$ Drives, Trails, and Parking -$ Water Edge 37,500$ Amenities 91,250$ Vegetation 279,872$ Phase 5 - Total Capital Cost Estimate 566,522$ 20% Contingency 113,304$ 18% Design/Construction Administration Fees 122,369$ Phase 5 - Total Project Cost Estimate 802,195$ TBD


2/13/2015


Optional Kolliner Park Transient Boat Dock

Transient Boat Dock 1,360,000$ 20% Contingency 272,000$ 18% Design/Construction Administration Fees 293,760$ Total Project Cost Estimate 1,925,760$ TBD

Notes1

2

3

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 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.Parking Lot B at the south end of the site, near TH95, would be the City's responsibility to construct.

Bridgeview Park Master Plan UpdatePreferred Concept Cost Estimate - Phase 1

2/13/2015


Barge Terminal Property

Notes Feature Unit Unit Cost Quantity SubtotalDemolition and Site PreparationMobilization Lump Sum 100,000$ -$ Demo Quonset Hut Lump Sum 10,000$ -$ Demo South Pier Lump Sum 10,000$ -$ Miscellaneous Other Removals Lump Sum 10,000$ -$ Earthwork Lump Sum 50,000$ -$ Erosion Control Lump Sum 10,000$ -$

1 Historic Feature Protection Lump Sum 10,000$ -$ Subtotal -$

Utilities2 Storm Sewer Lump Sum 50,000$ -$

25 Sanitary Sewer Service Lump Sum -$ -$ 25 Water Service Lump Sum -$ -$

Electrical Service Lump Sum 15,000$ -$ 3 Overhead Utility Burial Lump Sum -$ -$ 4 Communications Service Lump Sum 10,000$ -$

Subtotal -$

Buildings and Structures5 Bergstein Buildings Rehabilitation Lump Sum -$ -$ 6 Low-impact Restroom Building Each 25,000$ -$ 7 Picnic Shelter (20'x40' approx) Each 100,000$ -$ 8 Concrete Retaining Walls (up to 5' ht exp) Lin Ft 500$ -$ 8 Concrete Retaining Walls (up to 10' ht exp) Lin Ft 750$ -$ 9 Shoreline Promenade Structure Sq Ft 100$ -$

Railings Lin Ft 150$ -$ Subtotal -$

Drives, Trails, and ParkingBituminous Drives/Parking Sq Yd 35$ -$ Concrete Curb and Gutter Lin Ft 25$ -$

11 Loop Trail (including upper and lower) Lump Sum 3,000,000$ 1 3,000,000$ Bituminous Trail Connections (10' wide) Lin Ft 60$ -$ Concrete Walk Sq Ft 7$ -$ Striping and Signage Lump Sum 10,000$ -$ Subtotal 3,000,000$


2/13/2015


Notes Feature Unit Unit Cost Quantity SubtotalWater Edge

12 Shoreline Restoration Lin Ft 150$ -$ 13 Transient Boat Dock Lump Sum 1,550,000$ -$ 14 Boat Launch Each 50,000$ -$ 15 Fishing Pier Each 40,000$ -$

Subtotal -$

Amenities16 Park Entry Sign Each 5,000$ -$ 17 Archaeological Interpretive Features Lump Sum 10,000$ -$ 17 Ecological Interpretive Features Lump Sum 10,000$ -$

Trailhead Kiosk Each 10,000$ -$ 18 "Natural Play" Features Lump Sum 25,000$ -$

Drinking Fountain Each 5,000$ -$ Water Bottle Filling Station Each 5,000$ -$

19 Mini Bike Repair Station Each 2,500$ -$ Light Poles Each 7,500$ -$ Other Lighting Lump Sum 10,000$ -$

20 Site Furnishings Allowance Lump Sum 25,000$ -$ Subtotal -$

VegetationTrees Each 500$ -$

21 Landscape Planting Beds Sq Ft 10$ -$ Topsoil (6" depth) Cu Yd 25$ -$

22 Native Meadow Restoration Area Acre 10,000$ -$ 23 Native Forest Restoration Area Acre 10,000$ -$

Lawn Turf Establishment Sq Yd 3$ -$ 10 Reinforced Turf Area (potential parking) Sq Ft 5$ -$

General Native Turf Establishment Lump Sum 20,000$ -$ 24 Irrigation System Sq Ft 1$ -$

Subtotal -$

Total Capital Cost Estimate 3,000,000$ 20% Contingency N/A18% Design/Construction Administration Fees N/ATotal Project Cost Estimate 3,000,000$


2/13/2015



Notes Feature Unit Unit Cost Quantity SubtotalDemolition and Site PreparationMobilization Lump Sum 100,000$ 0.25 25,000$ Demo Quonset Hut Lump Sum 10,000$ -$ Demo South Pier Lump Sum 10,000$ -$ Miscellaneous Other Removals Lump Sum 10,000$ 0.25 2,500$ Earthwork Lump Sum 50,000$ 0.33 16,500$ Erosion Control Lump Sum 10,000$ 0.33 3,300$

1 Historic Feature Protection Lump Sum 10,000$ -$ Subtotal 47,300$

Utilities2 Storm Sewer Lump Sum 50,000$ 0.5 25,000$


Electrical Service Lump Sum 15,000$ 1 15,000$ 3 Overhead Utility Burial Lump Sum -$ -$ 4 Communications Service Lump Sum 10,000$ 1 10,000$

Subtotal 50,000$

Buildings and Structures5 Bergstein Buildings Rehabilitation Lump Sum -$ -$ 6 Low-impact Restroom Building Each 25,000$ -$ 7 Picnic Shelter (20'x40' approx) Each 100,000$ -$ 8 Concrete Retaining Walls (up to 5' ht exp) Lin Ft 500$ 175 87,500$ 8 Concrete Retaining Walls (up to 10' ht exp) Lin Ft 750$ 525 393,750$ 9 Shoreline Promenade Structure Sq Ft 100$ -$

Railings Lin Ft 150$ 700 105,000$ Subtotal 586,250$

Drives, Trails, and ParkingBituminous Drives/Parking Sq Yd 35$ 3300 115,500$ Concrete Curb and Gutter Lin Ft 25$ 1800 45,000$

11 Loop Trail (including upper and lower) Lump Sum 3,000,000$ -$ Bituminous Trail Connections (10' wide) Lin Ft 60$ -$ Concrete Walk Sq Ft 7$ 1800 12,600$ Striping and Signage Lump Sum 10,000$ 0.5 5,000$ Subtotal 178,100$


2/13/2015



12 Shoreline Restoration Lin Ft 150$ -$ 13 Transient Boat Dock Lump Sum 1,550,000$ -$ 14 Boat Launch Each 50,000$ -$ 15 Fishing Pier Each 40,000$ -$

Subtotal -$

Amenities16 Park Entry Sign Each 5,000$ 1 5,000$ 17 Archaeological Interpretive Features Lump Sum 10,000$ -$ 17 Ecological Interpretive Features Lump Sum 10,000$ -$

Trailhead Kiosk Each 10,000$ 1 10,000$ 18 "Natural Play" Features Lump Sum 25,000$ -$

Drinking Fountain Each 5,000$ 1 5,000$ Water Bottle Filling Station Each 5,000$ 1 5,000$

19 Mini Bike Repair Station Each 2,500$ 1 2,500$ Light Poles Each 7,500$ 5 37,500$ Other Lighting Lump Sum 10,000$ 0.25 2,500$

20 Site Furnishings Allowance Lump Sum 25,000$ 0.25 6,250$ Subtotal 73,750$

VegetationTrees Each 500$ 20 10,000$

21 Landscape Planting Beds Sq Ft 10$ 500 5,000$ Topsoil (6" depth) Cu Yd 25$ 333 8,325$


Lawn Turf Establishment Sq Yd 3$ 2067 6,201$ 10 Reinforced Turf Area (potential parking) Sq Ft 5$ 18667 93,335$

General Native Turf Establishment Lump Sum 20,000$ 0.33 6,600$ 24 Irrigation System Sq Ft 1$ 18667 18,667$

Subtotal 148,128$

Total Capital Cost Estimate 1,083,528$ 20% Contingency 216,706$ 18% Design/Construction Administration Fees 234,042$ Total Project Cost Estimate 1,534,276$


2/13/2015



Notes Feature Unit Unit Cost Quantity SubtotalDemolition and Site PreparationMobilization Lump Sum 100,000$ 0.25 25,000$ Demo Quonset Hut Lump Sum 10,000$ -$ Demo South Pier Lump Sum 10,000$ -$ Miscellaneous Other Removals Lump Sum 10,000$ 0.25 2,500$ Earthwork Lump Sum 50,000$ -$ Erosion Control Lump Sum 10,000$ -$





Subtotal -$

Buildings and Structures5 Bergstein Buildings Rehabilitation Lump Sum -$ -$ 6 Low-impact Restroom Building Each 25,000$ -$ 7 Picnic Shelter (20'x40' approx) Each 100,000$ -$ 8 Concrete Retaining Walls (up to 5' ht exp) Lin Ft 500$ -$ 8 Concrete Retaining Walls (up to 10' ht exp) Lin Ft 750$ -$ 9 Shoreline Promenade Structure Sq Ft 100$ 13000 1,300,000$

Railings Lin Ft 150$ -$ Subtotal 1,300,000$


11 Loop Trail (including upper and lower) Lump Sum 3,000,000$ -$ Bituminous Trail Connections (10' wide) Lin Ft 60$ 100 6,000$ Concrete Walk Sq Ft 7$ -$ Striping and Signage Lump Sum 10,000$ -$ Subtotal 6,000$


2/13/2015



12 Shoreline Restoration Lin Ft 150$ -$ 13 Transient Boat Dock Lump Sum 1,550,000$ 1 1,550,000$ 14 Boat Launch Each 50,000$ -$ 15 Fishing Pier Each 40,000$ -$

Subtotal 1,550,000$

Amenities16 Park Entry Sign Each 5,000$ -$ 17 Archaeological Interpretive Features Lump Sum 10,000$ -$ 17 Ecological Interpretive Features Lump Sum 10,000$ -$

Trailhead Kiosk Each 10,000$ -$ 18 "Natural Play" Features Lump Sum 25,000$ -$


19 Mini Bike Repair Station Each 2,500$ -$ Light Poles Each 7,500$ 15 112,500$ Other Lighting Lump Sum 10,000$ 0.25 2,500$


VegetationTrees Each 500$ -$

21 Landscape Planting Beds Sq Ft 10$ -$ Topsoil (6" depth) Cu Yd 25$ -$



General Native Turf Establishment Lump Sum 20,000$ -$ 24 Irrigation System Sq Ft 1$ -$

Subtotal -$

Total Capital Cost Estimate 3,004,750$ 20% Contingency 600,950$ 18% Design/Construction Administration Fees 649,026$ Total Project Cost Estimate 4,254,726$


2/13/2015



Notes Feature Unit Unit Cost Quantity SubtotalDemolition and Site PreparationMobilization Lump Sum 100,000$ 0.25 25,000$ Demo Quonset Hut Lump Sum 10,000$ 1 10,000$ Demo South Pier Lump Sum 10,000$ 1 10,000$ Miscellaneous Other Removals Lump Sum 10,000$ 0.25 2,500$ Earthwork Lump Sum 50,000$ 0.33 16,500$ Erosion Control Lump Sum 10,000$ 0.33 3,300$


Utilities2 Storm Sewer Lump Sum 50,000$ 0.5 25,000$



Subtotal 25,000$

Buildings and Structures5 Bergstein Buildings Rehabilitation Lump Sum -$ -$ 6 Low-impact Restroom Building Each 25,000$ 1 25,000$ 7 Picnic Shelter (20'x40' approx) Each 100,000$ -$ 8 Concrete Retaining Walls (up to 5' ht exp) Lin Ft 500$ 125 62,500$ 8 Concrete Retaining Walls (up to 10' ht exp) Lin Ft 750$ 125 93,750$ 9 Shoreline Promenade Structure Sq Ft 100$ -$

Railings Lin Ft 150$ 250 37,500$ Subtotal 218,750$

Drives, Trails, and ParkingBituminous Drives/Parking Sq Yd 35$ 5900 206,500$ Concrete Curb and Gutter Lin Ft 25$ 1620 40,500$

11 Loop Trail (including upper and lower) Lump Sum 3,000,000$ -$ Bituminous Trail Connections (10' wide) Lin Ft 60$ -$ Concrete Walk Sq Ft 7$ 3300 23,100$ Striping and Signage Lump Sum 10,000$ 0.5 5,000$ Subtotal 275,100$


2/13/2015



12 Shoreline Restoration Lin Ft 150$ 250 37,500$ 13 Transient Boat Dock Lump Sum 1,550,000$ -$ 14 Boat Launch Each 50,000$ 1 50,000$ 15 Fishing Pier Each 40,000$ 1 40,000$

Subtotal 127,500$

Amenities16 Park Entry Sign Each 5,000$ 1 5,000$ 17 Archaeological Interpretive Features Lump Sum 10,000$ -$ 17 Ecological Interpretive Features Lump Sum 10,000$ -$

Trailhead Kiosk Each 10,000$ 1 10,000$ 18 "Natural Play" Features Lump Sum 25,000$ -$





21 Landscape Planting Beds Sq Ft 10$ 500 5,000$ Topsoil (6" depth) Cu Yd 25$ -$



General Native Turf Establishment Lump Sum 20,000$ 0.33 6,600$ 24 Irrigation System Sq Ft 1$ -$

Subtotal 21,600$

Total Capital Cost Estimate 796,500$ 20% Contingency 159,300$ 18% Design/Construction Administration Fees 172,044$ Total Project Cost Estimate 1,127,844$


2/13/2015



Notes Feature Unit Unit Cost Quantity SubtotalDemolition and Site PreparationMobilization Lump Sum 100,000$ 0.25 25,000$ Demo Quonset Hut Lump Sum 10,000$ -$ Demo South Pier Lump Sum 10,000$ -$ Miscellaneous Other Removals Lump Sum 10,000$ 0.25 2,500$ Earthwork Lump Sum 50,000$ 0.34 17,000$ Erosion Control Lump Sum 10,000$ 0.34 3,400$

1 Historic Feature Protection Lump Sum 10,000$ 1 10,000$ Subtotal 57,900$




Subtotal -$

Buildings and Structures5 Bergstein Buildings Rehabilitation Lump Sum -$ -$ 6 Low-impact Restroom Building Each 25,000$ -$ 7 Picnic Shelter (20'x40' approx) Each 100,000$ 1 100,000$ 8 Concrete Retaining Walls (up to 5' ht exp) Lin Ft 500$ -$ 8 Concrete Retaining Walls (up to 10' ht exp) Lin Ft 750$ -$ 9 Shoreline Promenade Structure Sq Ft 100$ -$

Railings Lin Ft 150$ -$ Subtotal 100,000$


11 Loop Trail (including upper and lower) Lump Sum 3,000,000$ -$ Bituminous Trail Connections (10' wide) Lin Ft 60$ -$ Concrete Walk Sq Ft 7$ -$ Striping and Signage Lump Sum 10,000$ -$ Subtotal -$


2/13/2015



12 Shoreline Restoration Lin Ft 150$ 250 37,500$ 13 Transient Boat Dock Lump Sum 1,550,000$ -$ 14 Boat Launch Each 50,000$ -$ 15 Fishing Pier Each 40,000$ -$

Subtotal 37,500$

Amenities16 Park Entry Sign Each 5,000$ -$ 17 Archaeological Interpretive Features Lump Sum 10,000$ 1 10,000$ 17 Ecological Interpretive Features Lump Sum 10,000$ 1 10,000$

Trailhead Kiosk Each 10,000$ -$ 18 "Natural Play" Features Lump Sum 25,000$ 1 25,000$





21 Landscape Planting Beds Sq Ft 10$ -$ Topsoil (6" depth) Cu Yd 25$ 667 16,675$

22 Native Meadow Restoration Area Acre 10,000$ 0.5 5,000$ 23 Native Forest Restoration Area Acre 10,000$ 0.5 5,000$

Lawn Turf Establishment Sq Yd 3$ 4133 12,399$ 10 Reinforced Turf Area (potential parking) Sq Ft 5$ 37333 186,665$

General Native Turf Establishment Lump Sum 20,000$ 0.34 6,800$ 24 Irrigation System Sq Ft 1$ 37333 37,333$

Subtotal 279,872$

Total Capital Cost Estimate 566,522$ 20% Contingency 113,304$ 18% Design/Construction Administration Fees 122,369$ Total Project Cost Estimate 802,195$

Bridgeview Park Master Plan UpdateCost Estimate Notes

2/13/2015

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 plan3. If desired - actual costs for utility burial should be coordinated with the utility company4. Communications connection to Bergstein Buildings5. To be determined as part of separate study by City6. Assumes standard pre-engineered vault-toilet building without utility service7. Assumes pre-engineered shelter building with electrical services8. 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 improvements12. Assumes some limited restoration may be required in various locations to be determined13. Phase 1 transient dock also includes ramp connections to the shoreline14. Includes concrete entrance ramp and prefabricated boarding dock structure15. Assumes approx. 50' long prefabricated "T" or "L" shaped fishing pier16. Park entrance signs along TH9517. Series of interpretive signage plaques at select locations18. Designated play area with nature-themed equipment and/or natural materials encouraging hands-on discovery and creative play19. Small storage container with equipment available for minor repairs while bicyclists are en route20. Benches, trash receptacles, bike racks, picnic tables, bollards, or other21. Planting beds including soil, shrubs and/or perennials, fabric, edgeing, and mulch22. Assumes seeding, herbaceous plugs, and limited seedling trees23. Assumes invasive removal, seedling trees, and limited herbaceous plugs24. Assumes limited irrigation system focused on lawn areas and landscape planting beds25. 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 project27. 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.

A P P E N D I C E S M A S T E R P L A N U P D A T E

Appendix B - Dock Needs’ Analysis

Memorandum

ONE CARLSON PARKWAY, SUITE 150 | MINNEAPOLIS, MN 55447 | 763.475.0010 | WWW.SRFCONSULTING.COM

SRF No. 0148510

To: Bill Turnblad City of Stillwater

From: Michael Jischke, Senior Associate

Date: September 18, 2014

Subject: Stillwater Dock Needs’ Analysis

Introduction and Context

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.

Bill Turnblad September 18, 2014 City of Stillwater 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.


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.


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



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


Public boat launch Dry dock

Riverpark Marina Bayport Private 65


Dry dock



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 “O-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


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.


Table 2. Potential Transient Dock Location Evaluation Matrix

Symbol Legend

♦ Highest Performance (3 pts)

● Medium Performance (2 pts)

○ Lowest Performance (1 pt)

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 ○ ● ♦ ♦ ♦

Accessibility

to/from Downtown

Stillwater

(walking)

♦ ♦ ● ○ ●

Existing shoreline

suitability ○ ○ ♦ ● ●

Natural resource

impacts ♦ ♦ ● ● ○

Cultural resource

impacts ○ ○ ● ● ○

Management and

Maintenance

Access

○ ○ ♦ ● ○

Permitting

feasibility ○ ○ ● ● ○

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


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 ½ 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).


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-StillwaterDockNeedsAnalysis.docx

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Figure 1Lower St. Croix National Scenic Riverway MapStillwater Dock Needs’ Analysis

Mississippi River

Federal ZoneState Zone

Taylors Falls

Forest Lake

St. Paul

Marine on St. Croix

Osceola

Stillwater

Hudson

River Falls

Prescott

8

1061

8

35

9494

35

PREFERRED ALTERNATIVE: waterLower St. Croix National Scenic Riverway

NorthMajor Highways

Lower St. Croix NSR

St. Croix River

0 4.5 9 Miles

Bayport

Lakeland

North Hudson

Lake St. CroixBeach

Afton

Afton State Park

Kinnickinnic State Park

Wisconsin Interstate State Park

Minnesota InterstateState Park

William O'Brien State Park

St. Croix IslandsWildlife Area

QUIET WATERS(main channel)


MODERATERECREATION(main channel)


ACTIVESOCIALRECREATION

DSC • 643 • 20024B • 5/00

St. Croix Falls

CedarBend

35

10

35E Somerset35

64

64

36

Credit: Final St. Croix CMP EIS

Aerial - Stillwater and VicinityFigure 2Stillwater Dock Needs’ Analysis

Sawmill MarinaSawmill Marina

North of Stillwater


St. Croix Boat & PacketSt. Croix Boat & Packet


South of Stillwater

Aerial - Bayport, MNFigure 5Stillwater Dock Needs’ Analysis

Aerial - Hudson, WIFigure 6Stillwater Dock Needs’ Analysis

Aerial - Afton, MNFigure 7Stillwater Dock Needs’ Analysis

Aerial - Prescott, MNFigure 8Stillwater Dock Needs’ Analysis

Point St. Croix MarinaPoint St. Croix Marina

Stillwater Dock Needs’ AnalysisPotential Dock Sites

Figure 9

LEGION BEACH

NATURAL RESTORATIONPLANNED

STILLWATER COMMERCIAL HISTORIC DISTRICT

LIFT BRIDGE

KOLLINER

PARK

STILLWATER CULTURAL LANDSCAPE DISTRICT

BARGE TERMINAL PROPERTY

OASISCAFE

SHODDY MILL AND WAREHOUSE

STORMWATER TREATMENT AREA


BUILDINGS REMOVED

SUNNYSIDE MARINA

LIFT STATION

BUILDINGS TO BE REMOVED

BOAT LAUNCH PLANNED

RIVERBOATS AND TRANSIENT DOCK

SOUTH MAIN ST. ARCHAEOLOGICAL DISTRICT

SOUTH MAIN ST. ARCHAEOLOGICAL DISTRICT

ST. CROIX BOAT & PACKET

LOWELL PARK

1/2 MILE RADIUS

1/4 MILE RADIUS

1 MILE RADIUS

KOLLINER PARK

DOCK OPTION

BARGE TERMINAL

NORTH

DOCK OPTION

BARGE TERMINAL

SOUTH

DOCK OPTION

MAIN

ST.

CHESTNUT ST.

MULBERRY ST.

MYRTLE ST.

COMMERCIAL ST.

OLIVE ST.

NELSON ST.

WATER ST.2N

D ST.

ST. CROIX TRAIL (TH95)

DOWNTOWN NORTH

DOCK OPTION

DOWNTOWN SOUTH

DOCK OPTION

PROJECT LIMITS

HISTORIC DISTRICT

CITY PARK

HISTORIC FEATURE

EXISTING TRAIL/WALK

OTHER PLANNED TRAIL

PLANNED LOOP TRAIL (MnDOT ALIGNMENT)

EXISTING PARKING

POTENTIAL PARKING


EXISTING IMPROVED ROAD ACCESS

POTENTIAL ROAD ACCESS

POTENTIAL WATER ACCESS

PRIMARY VIEWS

LEGEND

Documents

Bridgeview Park Master Plan