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3. Citizen Group 6-29-15 Revised for City 7-1 v 8Log House Landing Design Alternatives A presentation to the Scandia City Council July 1, 2015 (REVISED 6/29/15) 1 How We’ve Gotten Here Tonight •The Watershed asked the City to “fix” the Log House Landing (LHL) Road to address concerns over on-going erosion issues impacting Gilbertson Creek and the Saint Croix River •The City established an Advisory Committee to study the issue and make recommendations •The LHL Advisory Committee recommendations were approved by the City Council, but it was later determined DNR/MnDot Grant funds could not be used for the recommended design •The City Council granted a request from the Chair of the Advisory Committee to research alternative road surfaces and present viable alternatives •The City Council asked the Watershed to define how big a solution is needed to “fix” the erosion issues •The Watershed President asked Steve Kronmiller to take the lead in developing a recommendation for the Managers to review and pass on to the City Council •On Wednesday, June 24th this presentation was given to the Watershed District Managers for review, comment and their recommendations 2 Our Objective To present the Council with alternatives for improving the Log House Landing Site that address key identified criteria –Comprehensive Plan Compliance •“Establish context-sensitive roadway design…low-traffic roadways” LU Policy 14.1 •“Modify street standards for scenic roads” LU Policy 14.1.1 •Minimize impact on Trees and Vegetation •Maintain Natural Looking View Shed from the River and the Road •Maintain Historic Integrity of the Site –Other Stakeholders’ Recommendations •National Park Service •St. Croix River Association •Watershed –Water Management Plan Compliance •Minimize Erosion •Maintain/Improve Water Quality •Work with local Watershed Districts –Accessibility •Maintain Accessibility for Appropriately Sized Watercraft •Maintain Accessibility for Emergency Rescue Vehicles •Maintain Accessibility for Shore-based Enjoyment of the River –Economics •Installation Costs •Maintenance •Life-cycle Costs 3 Scandia’s Comprehensive Plan • LU Policy 14.1 –“Establish context-sensitive roadway design standards that will protect the narrow and heavily wooded character of identified low-traffic roadways.” •LU Implementation Strategy 14.1.1 –“Modify street standards to maintain the visual qualities of identified scenic roads, including allowing a narrower right-of-way and protection of vegetation within that right-of-way.” 4 Scandia’s Comprehensive Plan •LU Policy 12.1 –“Establish standards or guidelines for the protection of scenic and natural resources within and adjacent to protected recreation areas, and for public access to recreation areas.” •LU Goal 10 –“Protect the natural and scenic resources of the St. Croix River Corridor, both within and adjacent to the St. Croix National Scenic Riverway,…” 5 Scandia’s Priority Scenic View Shed Guidelines and the Log House Landing Historic Site What Makes A Priority Scenic View Shed? •Intactness –it is as close as any public site in Scandia to the way it was in the early years of settlement •Uniqueness -it is unique to Scandia and the region •Duration -people come to stay and enjoy the site •Vividness –it has texture, variety, depth and framing 6 Minimize Impact on Trees and Vegetation Tree Canopy 1.Helps retain road moisture, reducing dust 2.Reduces growth of colonizer plant species and encourages desirable herbaceous plant growth 3.Is more aesthetically pleasing Structural Forest Growth 1.The forest trees, by nature, have grown structurally as a forest, meaning that each tree can depend on surrounding trees for protection against the elements. 2.When a section of trees is cut down, the remaining trees along the cut edge are open to storms and wind and may not be structurally strong enough to withstand these conditions. Wind damage, broken branches, and even uprooting can result . Tree Removal Causes Ecosystem Changes and Soil Erosion 1.When large quantities of trees and vegetation are removed, previously protected plants, now exposed to full sun, begin to fail. A formerly shaded roadside with low growing, broad-leafed ground cover vegetation becomes a completely different ecosystem when exposed to full sun. 2.Exposing low growing, broad-leafed, shade-tolerant plants to full sunlight typically kills them, with the potential of soil erosion. 7 Scandia’s History: The Log House Landing •Scandia –Then and Now, Anna Engquist, Historian Scandia Civic Club, The Croixside Press, Stillwater, MN 1974 •A History of Washington County: Gateway to Minnesota History; Goodman, Robert and Hugunin, Marc;Washington County Historical Society; 2008 8 Other Stakeholders •The National Park Service •National Scenic Riverway –“I have a view that is really deep in me that the inchoate qualities of the river are very vulnerable. It’s a tough fight when you go against what the highway department wants or what local business people want or what the power companies want and so on. You seem to be kind of out there by yourself, saying, ‘Hey, if we by nicks and cuts destroy the river, we’ll all be the worse off for it.’ You’re arguing things that you can’t quantify.” Walter F. Mondale 5-12-15 •“There should be no new or expanded boat ramps or car-trailer parking on the Lower St. Croix…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.” •“As we have stated in the past, the NPS would like to see the rural character of the existing road maintained while correcting the erosion issues that are negatively impacting water quality.” Chris Stein, Superintendent NPS, 12/3/14 •The St. Croix River Association •Protect Natural Resources.We believe that 205th Street should be rebuilt in such a way that the road surface preserves the area’s rural character, that the road be as narrow as possible, and that as few trees as possible be disturbed during the road reconstruction. These trees are crucial to maintain the viewshed of the river, improve and prevent additional soil and bank erosion, and preserve the rural character and local environmental heritage. Deb Ryun Executive Director and Gary Noren Chair, 8/29/14 •The Carnelian Marine St. Croix Watershed District 9 Scandia’s Water Management Plan and Watershed Concerns •Nutrient Loading –While initially raised as a concern, the Watershed has since determined phosphorous loading is NOT a concern at this site. •Sediment Loading –The most recently revised modeling estimates between 4 and 10 tons of sediment erodes from the 13-foot gravel road surface annually. This is far less than the 25 tons originally estimated. •Environmental Impact -Any solution to the problem needs to minimize the environmental impacts to the trees, vegetation, the creek, and the river. •Cost -The cost to address the erosion needs to be in line with the size of the problem. 10 Sediment Loading Observations GILBERTSON CREEK Primary source point near culvert •Culvert diverted water and gravel toward creek. Now plugged. •Breach/low point in the natural berm allows run-off at culvert location. •Road had sloped to the south at culvert location directing run-off toward the creek. Recent grading to the north has diverted most of the water and fines away from the creek. •2013 sedimentation tests were in line with other creeks in the area SAINT CROIX RIVER Two primary source points –boat ramp and northeast landing edge •Landing is sloped toward the river at both locations •Fines from sedimentation have settled on landing, turning it into what has become a large shallow holding area. 11 Sediment Loading Suggested Solutions GILBERTSON CREEK •Additional regrading to achieve a 4% slope away from creek •Berm restoration SAINT CROIX RIVER •Install concrete planks on ramp (approved by City and Watershed) •Crown landing to divert water away from boat launch ramp •Grade landing away from river bank at 4% slope •Establish two shallow ponds as BMPs to allow for infiltration, evaporation and removal of sediment •Install natural barrier at bank to prevent snowplows from damaging neighboring soft surfaces •Restore river bank 12 Addressing Safety •Features in proposed options maintain slow traffic speeds •National Park Service Road Standards •National Park Service St. Croix CMP “No new or expanded parking” / No Growth •Our Fire Chief’s Concerns •“I believe this issue is, should this road be updated to today’s standard or allowed to be exempt. As the Fire Chief I feel it should be brought up to the current standard or left as is.” (email June 15, 2015) •ER and road design issues are not a discussion unique to Scandia. (CNU “Emergency Response and Street Design Initiative” 2012) •“…(a condition for fire code exceptions relates to) isolated single family homes and rural structures…” •“…conditions for which reduced access might be acceptable would be areas where water ways, nonnegotiable grades, or other topographical features preclude full access provided that some type of alternative fire protection measures are provided.” (exceptions allowed to IFC and NFPA code) •14 existing natural pullouts for Emergency Rescue vehicles are provided in proposed options (as have been successfully used for years with no erosion or channeling issues) 13 14 Surface Options MN-DOT Approved Surfaces Considered 1.Gravel 2.(Bound)-Aggregate –MnDOT Spec #2118 •Gravel mixture using a specific gradation with a specific amount of fines and clay to act as a binding agent that can significantly reduce erosion. 1.(Bound)-Aggregate with Chloride –MnDOT Spec #2131 •Magnesium or Calcium Chloride is mixed into the surface during installation to create a tighter road surface. •This does NOT create the issues that “road salt” does. The chlorides used are similar but it is not sprayed on the surface and does not run off like road salt. 2.Asphalt 15 Steve Monlux Interview Video 16 Option One: Existing Road Surface Re -engineered ACTIONS •Re-grade the road to the north and landing to north and west to provide 4% in-slope to keep runoff away from Gilbertson Creek and the Saint Croix River •Use rocks from existing road to create small 1-1 ½ ‘ rock ditch on north side of lower road (starting at Quint) to slow water •Install two shallow sedimentation ponds (half way down the road and by the landing) to allow for infiltration, evaporation and trap sedimentation before reaching the Saint Croix River •Establish a road maintenance and storm water management plan •Restore the Saint Croix River and Gilbertson Creek banks RESULTS •Will reduce erosion and will improve road performance. Sediment will collect in ponds and can be removed as needed •Minimal construction that significantly limits environmental impact •No new materials added to the road •Provides 14 Turnout Areas for passing or Emergency Vehicle Parking: 8 Turnouts on South Side of Road and 6 Turnouts on North Side of Road •Maintains the rural and historic character of the area •Maintains protective tree canopy •Supports the size and type of watercraft appropriate for this section of the river •Compliant with the Scandia Comprehensive Plan •Lowest Relative Cost = $ NOTE: Items in read note differences between Option One and Option Two 17 Narrow rock Channel 14 Turnout Areas for passing or ER Vehicle Parking: 8 Turnouts on South Side of Road and 6 Turnouts on North Side of Road Existing Parking Areas (North Side of Road) Existing Road Width and Surface Turnout surface remains natural vegetation Option Two: Bound Aggregate Surface Re -engineered ACTIONS •Re-grade the road to the north and landing to north and west to provide 4% in-slope to keep runoff away from Gilbertson Creek and the Saint Croix River •Add 6” bound aggregate surface •Add chlorides to further stabilize surface (optional) •Install 3’-4’ wide rock ditch on the north side of the lower road (starting at Quint) to slow water •Install two shallow sedimentation ponds (half way down the road and by the landing) to allow for infiltration, evaporation and trap sedimentation before reaching the Saint Croix River •Establish a road maintenance and storm water management plan •Restore the Saint Croix River and Gilbertson Creek banks RESULTS •Will significantly reduce erosion and improve road performance. •Maintenance of ditch BMPs will likely be 10+ years schedule for clean out •Minimal construction that significantly limits environmental impact •Provides 14 Turnout Areas for passing or Emergency Vehicle Parking: 8 Turnouts on South Side of Road and 6 Turnouts on North Side of Road •Maintains the rural and historic character of the area •Maintains protective tree canopy •Supports the size and type of watercraft appropriate for this section of the river •Compliant with the Scandia Comprehensive Plan •Relative Cost = $$ NOTES: * This alternative was not presented to the LHL Advisory Committee * Items in read note differences between Option One and Option Two 19 4’ Rock Channel 14 Turnout Areas for passing or ER Vehicle Parking: 8 Turnouts on South Side of Road and 6 Turnouts on North Side of RoadExisting Parking Areas (North Side of Road) Existing Road Width Bound Aggregate Surface Turnout surface remains natural vegetation Asphalt Alternatives Common Advantages: •Address the erosion issue Common Disadvantages: •Concern about freeze-thaw frost and cobble ejections •Curb/gutter eliminates all natural turnout areas for passing and or Emergency Vehicle Parking •Does not maintain the rural and historic character of the area •Conflicts with National Park Service and St. Croix River Association requests to maintain the rural character of the area •Conflicts with overwhelming citizen expressed opinions-55+ letters to Council and Planning Commission, 550+ petition signers 13-foot Design with Asphalt Surface –LHL Advisory Committee Approved •Narrow design limits environmental impact •DNR/MnDOT Grant Funds cannot be used •Relative Cost = $$$ 20-foot Design with Asphalt Surface •Complies with NFPA and ICC Standards •Option was rejected by the Advisory Committee as too impactful and not in keeping with Comprehensive Plan •Wider option increases environmental impacts with significant tree removal and canopy reduction–would increase the amount of storm water reaching the road •It is believed a variance could be granted to allow use of DNR/MnDOT Grant Funds •Relative Cost = $$$$ 21 20’ with 8’ Parking Road Width. Asphalt Surface Two Parking Areas (South Side of Road)22 trees and much vegetation removed 23 “To Pave or Not to Pave” Published on Jan 7, 2013 This professionally developed DVD (funded by the Local Road Research Board -MnDOT) was developed to assist local agencies to understand and communicate the benefits of pavement management. Road Maintenance Cost Comparisons •Gravel to Asphalt •MNDOT’S Local Road Research Board indicates that maintenance costs for a low volume gravel road are 30% less costly per mile than asphalt. •Low volume road is 0-49 ADT(Average Daily Trips) •Log House Landing road 2015 informal parked car sampling ADT =4.1 (May & June including the fishing opener weekend) •Bound Aggregate to Asphalt •Steve Monlux estimates bound aggregate should be more than 50% less costly per mile than asphalt when traffic counts are low •Bound Aggregate to Gravel •Bruce Hasbargen, Engineer for Beltrami County MN with 350 miles of gravel roads including roads with 11% grade states that bound aggregate significantly reduces maintenance over gravel •Gravel Maintenance Events = 2X per month and after significant rain events •Bound Aggregate Maintenance Events = 2X per year (Note -precipitation differences between Beltrami and Scandia are within accepted tolerance for performance using Bound Aggregate- Steve Monlux) 24 25 “To Pave or Not to Pave” Published on Jan 7, 2013 BMP Maintenance •Current estimates of 5 tons of gravel is a very small amount –a small pile of dirt •Both options supported by the Watershed should achieve 70% or better reduction in suspended solids •Correct grading (4% in slope) will significantly reduce the drainage path length, which lowers velocity and reduces erosion •Using bound aggregate will reduce erosion from road by 75% -more with chlorides (Ken Skorseth) •Experience with bound aggregate suggests 10 year intervals between ditch cleanouts (Ken Skorseth) •Local estimate for cleaning ditches is $1,000 per maintenance event •Local estimate for cleaning settlement ponds is $1,500 per maintenance event 26 Why 4% inslope is important for Drainage Path 27 WATERSHED RECOMMENDATIONS 1.The Watershed District supports partnering with the City and will agree to fund up to 50% of either: a)“Option One: Existing Road Surface Re-engineered” up to $50,000 b)“Option Two: Bound Aggregate Surface Re-engineered” up to $80,000 2.The Watershed District withdraws its support for partnering with the City for the DNR Grant for Log House Landing but welcomes the opportunity to work with the City to address future water quality improvements * transcribed motions will be approved at the Watershed meeting on July 8th, but a draft copy is available on request. 28 Estimated Installation Cost Comparison CMSCWD/City Cost Share Options Costs CMSCWD Road Cost Share Cost to City Option One: Existing Surface Reengineered $102,134 50/50 $52,134 Option Two: Bound Aggregate Surface $161,864 50/50 $81,864 13’ Asphalt $304,074 0 $304,074 20’ Asphalt (grant w/ variance) Grant Pays 50% $370,908 0 $185,454 Original Grant Plan (2013 cost estimate) Grant Pays 50% $400,000 0 $200,000 A Final Thought… If the National Parks were like the rest of the countryside, you probably wouldn’t be visiting one now. The National Parks are different, though, and one reason for this is that roadways, where they exist, are planned for leisurely sightseeing. Park roads are designed with extreme care and located with a sensitive concern for the environment. The are often narrow, winding, and hilly. At times they are little more than trails. But therein lies their appeal. These roads can take you close to America’s most breathtaking places of beauty and history… Park roads are for leisurely driving only. If you are in a hurry, you might do well to take another route now, and come back when you have more time. George B. Hartzog, Jr. Director, National Park Service (Preface to Park Road Standards) 30